Professional Documents
Culture Documents
SimuFlite
SEPTEMBER 2003
SimuFlite
09/03
Introduction
CAE SimuFlite
Welcome to SimuFlite!
Our goal is a basic one: to enhance your safety, proficiency
and professionalism within the aviation community. All of us
at SimuFlite know that the success of our company depends
upon our commitment to your needs. We strive for excellence by focusing on our service to you.
We urge you to participate actively in all training activities.
Through your involvement, interaction, and practice, the full
value of your training will be transferred to the operational
environment. As you apply the techniques presented through
SimuFlite training, they will become second nature to you.
Thank you for choosing SimuFlite. We recognize that you
have a choice of training sources. We trust you will find us
committed to providing responsive, service-oriented training
of the highest quality.
Our best wishes are with you for a most successful and
rewarding training experience.
Learjet 55
March 2002
1-1
CAE SimuFlite
1-2
Learjet 55
March 2002
Introduction
Introduction
SimuFlite created this reference handbook for cockpit use. It is
an abbreviated version of the SimuFlite Technical Manual and
includes international flight planning information. Please refer
to the front of each chapter for a table of contents.
The Procedures chapter contains four elements: Preflight
Inspection, Expanded Normal Procedures, a sample Standard
Operating Procedure (SOP), and Maneuvers.
The Limitations chapter contains general, operational, and aircraft systems limitations.
The alphabetically arranged Systems chapter includes text for
particular systems and relevant color schematics.
The Flight Planning chapter includes maximum allowable
takeoff and landing weight flow charts and a sample weight and
balance form. International flight planning information includes
a checklist, a glossary of frequently used international flight
operation terms, and sample flight plan forms (ICAO and FAA)
with completion instructions.
The Servicing chapter contains servicing specifications and
checklists for fueling, defueling, and other servicing procedures.
The Emergency Information chapter provides basic first aid
instructions.
Information in the Conversion Tables chapter may facilitate
your flight planning and servicing computations.
Learjet 55
March 2002
1-3
CAE SimuFlite
1-4
Learjet 55
March 2002
Operating Procedures
This chapter contains four sections: Preflight Inspection,
Expanded Normal Procedures, a sample Standard Operating
Procedure (SOP), and Maneuvers. Although these procedures
are addressed individually, their smooth integration is critical to
ensuring safe, efficient operations.
Preflight Inspection contains an abbreviated checklist for the
exterior inspection as well as preflight cockpit and cabin
checks.
Expanded Normal Procedures presents checklists for normal
phases of flight. Each item, when appropriate, is expanded to
include cautions, warnings, and light indications. Supplemental
Deicing information is also included at the end of this chapter.
Standard Operating Procedures details Pilot Flying/Pilot Not
Flying callouts and verbal or physical responses.
Maneuvers contains pictorial representations of specific
maneuvers.
Learjet 55
March 2002
2-1
CAE SimuFlite
2-2
Learjet 55
March 2002
Preflight Inspection
Table of Contents
General
. . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-3
. . . . . . . . . . . . . . . . . . . . . . 2A-8
. . . . . . . . . . . . . . . . . . . 2A-9
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-13
Tailcone Compartment
. . . . . . . . . . . . . . . . . . 2A-14
. . . . . . . . . . . . . . . . . . . 2A-17
. . . . . . . . . . . . . . . . . . . . . . . 2A-18
Learjet 55
March 2002
. . . . . . . . . . . . . . . . . . . . . 2A-20
2A-1
CAE SimuFlite
2A-2
Learjet 55
March 2002
Preflight Inspection
General
Before starting the exterior inspection, obtain the following:
flashlight
standard screwdriver
fuel sampler
step stool
. . . . . . . . . . . . . . . . ALL SECURE
Learjet 55
March 2002
2A-3
CAE SimuFlite
Preflight Inspection Walkaround Path
B
Before performing the Power Off checks, remove and stow the
controls lock.
P
F
G
L
. . . . . . . . . . . CLEAN/UNDAMAGED
. . . . . . . . . . . . . . . . . . . CLEAR
. . . . . . . . DRAIN/CLOSE
Do not rotate the valve stems because this may damage the
O-rings. Drain only if moisture in the system is suspected.
2A-4
Learjet 55
March 2002
Preflight Inspection
Left Nose Baggage Door . . . . . . . .GOOD CONDITION
Door . . . . . . . . . . . . . . . . . . CLOSE/SECURE
Latches . . . . . . . . . . . . . . . . . . . . . . FLUSH
Camlock Fasteners . . . . . . . . . . . . . . SECURE
Oxygen Blowout Disc (if installed) . . . . . IN PLACE
A missing disc indicates oxygen bottle overpressure
discharge.
. . . . . . . . . . . . . . . . SECURE
. . . . . . . . . . . . . FACING FORWARD
. . . . . . . . . . . SECURE
Learjet 55
March 2002
2A-5
CAE SimuFlite
C Right Forward Fuselage
Total Temperature Probe
(SAT/TAS Probe) . . . . . . . . . . . . . . CLEAN/CLEAR
Cover . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Pressurization Static Port . . . . . . . . . . CLEAN/CLEAR
Right Stall Warning Vane
. . . FREE MOVEMENT/DOWN
. . . . . . . UNDAMAGED
2A-6
Learjet 55
March 2002
Preflight Inspection
D Right Fuselage
Rotating Beacon . . . . . . . . . .UNDAMAGED/SECURE
Lower Fuselage/Antennas
. . . . UNDAMAGED/SECURE
. . . . UNDAMAGED/SECURE
. . . . . . . . . . . . . . . . . SECURE/CLEAR
. . . . . . . . . . . . . . . . SECURE
Learjet 55
March 2002
. . . . . . . . . . . . . . CLEAR
2A-7
CAE SimuFlite
E Right Main Gear
Right Main Gear/Wheel Well . . . . . . . . . NO LEAKAGE
Hydraulic Lines . . . . . . . . . . . . . . . . . . SECURE
Landing Light . . . . . . . SECURE/VERTICAL FILAMENT
Gear Doors
. . . . . . . . . . . . . . . . . . . . . SECURE
. . . . . . 1 INCH
2A-8
Learjet 55
March 2002
Preflight Inspection
. . . . . ALL PRESENT/SECURE
Stall Fences
Learjet 55/55B (2) . . . . . . . UNDAMAGED/SECURE
Learjet 55C (3) . . . . . . . . . UNDAMAGED/SECURE
. . . . . . . SECURE/NO LEAKAGE
. . . . . . . . . . . . . . DRAIN/NO LEAKAGE
Learjet 55
March 2002
. . SECURE/FLUSH/POINTING AFT
2A-9
CAE SimuFlite
G Right Wing Aft
Navigation/Strobe Lights . . . . . . . . . . . UNDAMAGED
Winglet . . . . . . . . . . . . . . . UNDAMAGED/SECURE
Static Discharge Wicks . . . . . ALL PRESENT/SECURE/
. . . . . . . . . . . . . . . . . . . . . . . . .UNDAMAGED
Aileron . . . . . . . . . . . . . . . . . . FREE MOVEMENT
Balance Tab Pushrods . . . . . . . . . . . . . . SECURE
Aileron Brush Seal . . . CHECK SILICONE LUBRICANT
Drain Holes . . . . . . . . . . . . . . . . . . . . . CLEAR
Boundary Layer
Energizers (45) . . . . . . . . . . ALL PRESENT/SECURE
CAUTION: A missing BLE affects the safe flight characteristics of the aircraft and restricts maximum airspeed
(MMO) to Mach 0.78.
Spoiler
. . . . . . . . . . . . . . . CONDITION CHECKED
Flap . . . . . . . . . . . . . . . . . SECURE/UNDAMAGED
2A-10
Learjet 55
March 2002
Preflight Inspection
H Right Engine
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . CHECK
Filler Cap . . . . . . . . . . . . . . . . . . . . . SECURE
Access Door
. . . . . . . . . . . . . . CLOSE/SECURE
CAUTION: Ensure the yellow marks align when securing the filler cap; an oil loss can occur if the cap loosens
during engine operation.
. . . . . . . . NOT EXTENDED
. . . . . . . . . CLEAR/NO LEAKAGE
Learjet 55
March 2002
2A-11
CAE SimuFlite
I Right Aft Fuselage
Single-Point Fueling Access Doors . . . . . . . . SECURE
Hydraulic Service Compartment . . . . . . . . . . . CHECK
Service Door . . . . . . . OPEN WITH SCREWDRIVER
Accumulator Gage Reading (minimum)
. . . . 750 PSI
2A-12
. . . . . . . . . . . . . . . . . . . . . CLEAR
Learjet 55
March 2002
Preflight Inspection
J Tail
Recognition Light . . . . . . . . . . . . . . . UNDAMAGED
Right VOR/LOC and ELT Antennas . . . . . UNDAMAGED
Drag Chute Cap (if installed) . . . . . . . . . . . SECURE
A full inspection is required every six months.
Empennage . . . . . . . . . . . . . . . . . . . . . INSPECT
Examine the vertical and horizontal stabilizers, elevators,
rudder, trim tab for appearance and security, and all drain
holes clear.
Static Dischargers
. . . . . . . . ALL PRESENT/SECURE
Learjet 55
March 2002
2A-13
CAE SimuFlite
K Tailcone Compartment
Tailcone Compartment . . . . . . . . . . . . NO LEAKAGE
Drag Chute Canister . . . . . . . . . . . . . . . . SECURE
Riser . . . . . . . . . . . . . . . . . . . . . HOOK/STOW
Control Cables . . . . . . . . . . . . GOOD CONDITION
Batteries . . . . . . . . . . . . . . . . . . . . . . . INSPECT
Current Limiters
. . . . . . . . . . . INTACT/NOT BLOWN
2A-14
Learjet 55
March 2002
Preflight Inspection
L Left Engine
Aft Baggage Door . . . . . . . . . . . . . . . . . . SECURE
Fire Extinguisher Indicator Discs (2) . . . . . . . PRESENT
. . . . . . . . NOT EXTENDED
. . . . . . . . . CLEAR/NO LEAKAGE
. . . . . . . . . . . . . . CLOSE/SECURE
2A-15
CAE SimuFlite
M Left Wing Aft
Flap . . . . . . . . . . . . . . . . . SECURE/UNDAMAGED
Spoiler . . . . . . . . . . . . . . . . . CHECK CONDITION
Boundary Layer
Energizers (45) . . . . . . . . . . ALL PRESENT/SECURE
CAUTION: A missing BLE affects the safe flight characteristics of the aircraft and restricts maximum airspeed
(MMO) to Mach 0.78.
2A-16
Learjet 55
March 2002
Preflight Inspection
. . SECURE/FLUSH/POINTING AFT
. . . . . . . . . . . . . . DRAIN/NO LEAKAGE
. . . . . . . SECURE/NO LEAKAGE
. . . . . ALL PRESENT/SECURE
Learjet 55
March 2002
2A-17
CAE SimuFlite
O Left Main Gear
Left Main Gear/Wheel Well
. . . . . . . . . NO LEAKAGE
. . . . . . . . . . . . . . . . . . . . . SECURE
. . . . . . 1 INCH
P Left Fuselage
Left Engine Inlet . . . . . . . . GOOD CONDITION/CLEAR
Front Fan Blades . . . . . . . . . . . . . . . UNDAMAGED
Pt2/Tt2 Probe . . . . . . . . . . . . . UNDAMAGED/CLEAN
Generator Cooling Scoop
. . . . . . . . . . . . . . CLEAR
After completing the exterior inspection, return to the cockpit to accomplish the Power On checks.
2A-18
Learjet 55
March 2002
Preflight Inspection
Power On Checks
Battery Switches . . . . . . . . . . . . . . . . . . BOTH ON
Pitot Heat Switches . . . . . . . . . . . . . . . . BOTH ON
Stall Warning Switches (Learjet 55/55B)
Exterior Light Switches
. . . . BOTH ON
. . . . . . . . . . . . . . . . . . ON
With the above switches on, exit the cockpit and quickly
walk around the aircraft to verify light, pitot heat, and stall
warning heat operation. Re-enter the cockpit.
Above Switches
Learjet 55
March 2002
. . . . . . . . . . . . . . . . . . . . . OFF
2A-19
CAE SimuFlite
Cabin Inspection
Baggage . . . . . . . . . . . . . . . . . . . . . . . SECURE
Emergency Exit
. . . . . . . . . . . . . . . CLOSE/LATCH
Ensure handle points aft, the lock pin is removed, and there
is clear access to the door.
Lavatory Container . . . . . . . . . . . . . . . . . . EMPTY
Aisle
. . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Passenger Briefing
. . . . . . . . . . . . . . . COMPLETE
2A-20
Learjet 55
March 2002
Expanded Normals
Table of Contents
Checklist Usage . . . . . . . . . . . . . . . . . . . . . . 2B-5
Cockpit Flow Pattern . . . . . . . . . . . . . . . . . . . 2B-6
Normal Procedures . . . . . . . . . . . . . . . . . . . . 2B-7
Before Starting Engines . . . . . . . . . . . . . . . . . . 2B-11
Starting Engines . . . . . . . . . . . . . . . . . . . . . . 2B-31
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . 2B-38
Taxi and Before Takeoff . . . . . . . . . . . . . . . . . . 2B-43
Runway Lineup
. . . . . . . . . . . . . . . . . . . . . . 2B-46
. . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-50
Descent
. . . . . . . . . . . . . . . . . . . . . . . . . . 2B-50
. . . . . . . . . . . . . . . . . . . . . . 2B-53
Go Around . . . . . . . . . . . . . . . . . . . . . . . . . 2B-54
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . .2B-55
After Landing/Clearing Runway
Shutdown
. . . . . . . . . . . . . 2B-56
. . . . . . . . . . . . . . . . . . . . . . . . . 2B-57
Quick Turnaround
. . . . . . . . . . . . . . . . . . . . .2B-59
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-64
Learjet 55
September 2003
2B-1
CAE SimuFlite
Mooring
. . . . . . . . . . . . . . . . . . . . . . . . . . 2B-64
Towing/Taxiing . . . . . . . . . . . . . . . . . . . . . . . 2B-65
Towing Radius . . . . . . . . . . . . . . . . . . . . . . . 2B-66
Nose Gear Towing . . . . . . . . . . . . . . . . . . . 2B-67
Main Gear Towing
. . . . . . . . . . . . . . . . . . . 2B-68
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-69
Storage and Restoring
. . . . . . . . . . . . . . . . . 2B-71
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-71
Parking (0 to 7 Days)
. . . . . . . . . . . . . . . . . 2B-71
. . . 2B-76
. . . . . . . . . 2B-79
. . . . . . . . . . . . . . . . . . . . 2B-79
2B-2
Learjet 55
March 2002
Expanded Normals
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-80
Shutdown and Postflight
. . . . . . . . . . . . . . . . . 2B-80
. . . . . . . . . . . . . . . . . . . . . . 2B-83
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-84
After Clearing Runway
Shutdown and Postflight
. . . . . . . . . . . . . . . . . . 2B-84
. . . . . . . . . . . . . . . . . 2B-84
Learjet 55
March 2002
2B-3
CAE SimuFlite
2B-4
Learjet 55
March 2002
Expanded Normals
Checklist Usage
Normal Procedures
Tasks are executed in one of two ways:
use of either the cockpit layout or event cues to prompt correct switch and/or control positions
Learjet 55
September 2003
2B-5
CAE SimuFlite
Cockpit Flow Pattern
2B-6
Learjet 55
March 2002
Expanded Normals
Normal Procedures
Upon entering the cockpit, verify the following switch positions
before starting any checks.
Start/Gen Switch . . . . . . . . . . . . . . . . . . . . . . OFF
Gear Handle . . . . . . . . . . . . . . . . . . . . . . . DOWN
Batteries
. . . . . . . . . . . . . . . . . . . . CHECKED/ON
. . . . . . . . . . . . . . . . . . . . ON
. . . . . . . . . . . . . CHECKED/ON
2B-7
CAE SimuFlite
Main Battery Switches . . . . . . . . . . . . . . . . . . OFF
Check attitude gyro for operation and background light is
illuminated. The amber EMER PWR annunciator illuminates, and the fan speed (N1) indicator OFF flags stow out
of view.
EMERG BAT Switch . . . . . . . . . . . . . . . . . . . . ON
Check attitude gyro for operation. The EMER PWR annunciator illuminates, the fan speed (N1) OFF flags stow, and
the green gear LOCKED DN lights illuminate.
All Battery Switches . . . . . . . . . . . . . . . . . . . . ON
The EMER PWR annunciator extinguishes.
For Through Flight:
EMERG BAT Switch . . . . . . . . . . . . . . . . . . . . ON
Check attitude gyro for starting and erection.
Aircraft with Dual Emergency Battery System:
EMERG PWR BAT 1 Switch . . . . . . . . . . . . . . STBY
Check attitude gyro for starting and erection.
EMERG PWR BAT 2 Switch
. . . . . . . . . . . . . . . ON
Learjet 55
March 2002
Expanded Normals
For Through Flight:
Both EMERG BAT Switches . . . . . . . . . . . . . . . ON
Check attitude gyro for starting and erection and background light is illuminated.
NOTE: All batteries must be turned off prior to connecting a
GPU. This is to prevent shock hazard to ground
personnel.
. . . . . . . . . . . . CONNECTED/CHECK VOLTAGE
. . . . . . . . . . . . . . CHECKED/PRIMARY ON
. . . . . . . . . . . . . . . . . . . . ON
2B-9
CAE SimuFlite
Auxiliary Inverter (if installed) . . . . . . . . . . . . . . . ON
Secondary Inverter . . . . . . . . . . . . . . . . . . . . OFF
The AC voltage of the auxiliary inverter should be 110 to
130V AC.
Aux Bus Switch
Primary Inverter . . . . . . . . . . . . . . . . . . . . . . ON
Secondary Inverter
. . . . . . . . . . . . . . . . . . . . ON
Lear 55B/C:
Primary Inverter . . . . . . . . . . . . . . . . . . . . . . PRI
The AC voltage should be 110 to 130V AC. Check that the
voltage is the same on the Left and Right buses.
Secondary Inverter . . . . . . . . . . . . . . . . . . . . SEC
Primary Inverter . . . . . . . . . . . . . . . . . . . . . OFF
The voltage should be 110 to 130V AC on both buses.
Auxiliary Inverter (if installed)
. . . . . . . . . . . . . SEC
. . . . . . . . . . . . . . . . . . . . ON
2B-10
Learjet 55
March 2002
Expanded Normals
. . . . . . . . . . . . . . . . . . .DN
. . . . . . . . . . . . . . . . . . STBY
. . . . . . . . . .OUT OF VIEW
. . . . . . . . . . . . . . . . . . ON
Learjet 55
September 2003
2B-11
CAE SimuFlite
On A/C with Dual Emergency Battery System:
EMERG PWR BAT 1 Switch . . . . . . . . . . . . . .STBY
Attitude gyro
. . . . . . . . . .OUT OF VIEW
. . . . . .ILLUMINATED
. . . . . .ILLUMINATED
. . . . . . . . . . . . . . . . . . . . .ON
. . . . . . . . . . . . . .NORMAL
2B-12
Learjet 55
September 2003
Expanded Normals
JET PUMP Switch . . . . . . . . . . . . . . . . . . . . . .ON
PITCH TRIM Switch
. . . . . . . . . . . . . . . . . . . .PRI
Battery Check:
BAT 1 Switch . . . . . . . . . . . . . . . . . . .SET to BAT 1
Proper voltage. . . . . . . . . . . . . . . . . . . .VERIFY
Amber EMER PWR lights . . . . . . . . . .EXTINGUISH
BAT 2 Switch . . . . . . . . . . . . . . . . . . .SET to BAT 2
BAT 1 Switch . . . . . . . . . . . . . . . . . . . . . . . .OFF
Check for proper voltage, then:
BAT 1 Switch . . . . . . . . . . . . . . . . . . .SET to BAT 1
*For through-flight, both BAT switches
. . . . . . . . . . .ON
Learjet 55
September 2003
. . . . . . . . . . . . . . . . . . .ON
2B-13
CAE SimuFlite
Inverter system . . . . . . . . . . . . . . . . . . . . .CHECK
PRI INVERTER switch . . . . . . . . . . . . . . . . . . .ON
SEC & AUX INVERTER (if installed) switches
. . . . .OFF
. . . . . . . . . . . . . . . . . .VERIFY OUT
. . . . . . . . . . . . . . . . . .OFF
. . . . . . . . . . . . . . . .OFF
. . . . . . .IN GREEN Range
. .ON
NOTE: On aircraft with auxiliary inverter, it is recommended that all three inverters be ON during normal operation
for maximum inverter life.
2B-14
Learjet 55
September 2003
Expanded Normals
Emergency Exit Lights (if installed):
EMER LIGHT Switch . . . . . . . . . . . . . . . . . . .TEST
Check for illumination
*EMER LIGHT Switch . . . . . . . . . . . . . . . . .ARMED
*Systems Pressure Checks:
HYD PRESS . . . . . . . . . . . . . . . . . . . . . .CHECK
If pressure is below 1000 psi:
HYD PUMP Switch . . . . . . . . . . . . . . . . . . . .ON
GEAR AIR and BRAKE AIR pressure
. . . . . . . .CHECK
(1800 to 3000 psi.)
. . . . . . . . . . . . . . .AUTO
. . . . . . . . . . . . . . . . . . . .VERIFY
Harness inflation
. . . . . . . . . . . . . . . . . .VERIFY
Learjet 55
September 2003
2B-15
CAE SimuFlite
Pressurization Controls . . . . . . . . . . . . . . . . . .SET
NOTE: For Takeoff above 8500 feet pressure altitude or
manual mode pressurization, refer to PRESSURIZATION
SYSTEM OPERATION in the AFM.
L & R BLEED AIR Switches
CAB AIR Switch
. . . . . . . . . . .CHECK ON
. . . . . . . . . . . . . . . . . . . . . .OFF
. . . . . . . . . . . . . . . .AUTO
. . . . . . . . . . . . . . . . .MAN
. . . . . . . . . . . . . . . . . . . .CHECK
. . . . . . . . . . . . . . . . . . . .CHECK
. . . . . . . .EXTINGUISHES
. . . . . . . . . . . . . . . . . . .ON
Learjet 55
September 2003
Expanded Normals
Red R FUEL PRESS light
R STANDBY PUMP
*FUS CAP light
. . . . . . . .EXTINGUISHES
. . . . . . . . . . . . . . . . . .OFF
. . . . . . . . . . . . . . . . . . . . . .OUT
Learjet 55
September 2003
2B-17
CAE SimuFlite
Warning System Checks:
Windshield Ice Detect Lights
(for night flight)
. . . .VERIFY ILLUMINATED
. . . .VERIFY ILLUMINATED
. . . . . . . . . . . . . .RELEASE*
. . . . . .VERIFY ILLUMINATES
and FLASHES
This indicates continuity of the fire detection system.
TEST button
. . . . . . . . . . . . . . . . . . .RELEASE
. . . . . . . . . . . . . . . .CHECK
2B-18
. . . . . . . . . . .SOUNDS
Learjet 55
September 2003
Expanded Normals
HORN SILENCE Switch
Cabin altitude warning
TEST button
. . . . . . . . . . . . .ENGAGE
. . . . . . . . . . . . . .CEASES
. . . . . . . . . . . . . . . . . . .RELEASE
. . . . . . . . . . . . . . . .OFF
. . . . . . . . . . . . . .CHECK
. . . . . . . . . . . . . . . . . . .RELEASE
Learjet 55
September 2003
2B-19
CAE SimuFlite
Stall Warning System
. . . . . . . . . . . . . . . . .CHECK
NOTE: During heavy wind conditions, it may be necessary to head aircraft into the wind to prevent wind from
blowing stall warning vanes up.
. . . . . . . . . . . . . . . . . . . . AS DESIRED
2B-20
Learjet 55
September 2003
Expanded Normals
Learjet 55
September 2003
2B-21
CAE SimuFlite
As the needle advances to the red segment, the pusher will
actuate briefly, then stop. The R STALL warning light will
illuminate steady just prior to or at pusher actuation. After
pusher stops, the needle will sweep
TEST button . . . . . . . . . . . . . . . . . . . . .RELEASE
NOTE: With STALL WARN Switches ON, steady illumination of the L or R STALL warning light indicates a malfunction, except during pusher actuation or system test.
2B-22
Learjet 55
September 2003
Expanded Normals
Mach monitor . . . . . . . . . . . . . . . .CHECK as follows:
Pitch Trim within T.O. segment
on Pitch Trim indicator . . . . . . . . . . . . . . . . .VERIFY
SYS TEST switch . . . . . . . . . . .Rotate to MACH MON
Either Control Wheel Trim Switch . . . . . .ARMING button
DEPRESSED
NOSE UP or NOSE DN . . . . . . . . . . . . . .OPERATE
TEST button . . . . . . . . . . . . . .DEPRESS and HOLD
While Trimming
Trim motion . . . . . . . . . . . . . . . . .VERIFY CEASES
Amber PITCH TRIM and
Red MACH TRIM lights . . . . . . .VERIFY ILLUMINATED
TEST button and Control Wheel Trim Switch . . .RELEASE
Trim Speed Monitor . . . . . . . . . . . . .CHECK as follows:
Pitch Trim in N UP side of
index pointer on Pitch Trim indicator . . . . . . . . .VERIFY
(High trim rate/low airspeed range)
SYS TEST Switch . . . . . . . . . . .ROTATE to TRIM SPD
SYS TEST switch . . . . . . . . . . .DEPRESS and HOLD
Either Control Wheel Trim Switch . . . . . .ARMING button
DEPRESSED
NOSE UP . . . . . . . . . . . . . . . . . . . . . .OPERATE
Amber PITCH TRIM light
. . . . . .VERIFY ILLUMINATES
Learjet 55
September 2003
2B-23
CAE SimuFlite
*Third Attitude Gyro
. . . . . . . . . . . . . . . . . .UNCAGE
. . . . . . . . . . . . . . . . .CHECK
. . . . . . .SEC
. . . .MOVE &VERIFY
No Trim Motion occurs
2B-24
Learjet 55
September 2003
Expanded Normals
Depress the Arming button:
NOSE UP and NOSE DN button
. . . . . . .TRIM as required
to ensure PITCH TRIM
indicator pointer passes index.
Trim rate changes as the pointer
passes the index point.
Learjet 55
September 2003
2B-25
CAE SimuFlite
CENTER OF GRAVITY % MAC
0
4
8 12 16 20 24 28
-4
29
T/O TRIM
SETTING 8.0 7.5 7.1 6.6 6.1 5.6 5.1 4.6 4.2 4.0
DEGREES
Table 2B-A; Takeoff Trim Setting
Autopilot Monitor
. . . . . . . . . . . . . . . . . . . .CHECK:
2B-26
Learjet 55
September 2003
Expanded Normals
. . . . . . . . . . . . . . . . . . . . . .ON
. . . . . . . ILLUMINATE
Learjet 55
September 2003
2B-27
CAE SimuFlite
TST Button . . . . . . . . . . . . . . . . . . . . . .RELEASE
PRI ENG & SEC ENG annunciators . . . . EXTINGUISHES
NOTE: Wait a minimum of 5 seconds for the test circuit
to reset before re-engaging the TST button.
Flap Switch . . . . . . . . . . . . . . . . . . . . . . . . .8
Yaw damper opposition shall decrease as flaps are
lowered.
Autopilot ENG Button . . . . . . . . . . . . . .DEPRESS
Yaw damper opposition increases to original stiff
condition.
SEC OFF Button . . . . . . . . . . . . . . . . . . . . . .OFF
SEC ENG annunciator . . . . . . . . . .EXTINGUISHES
Opposition force decreases.
PRI ENG Button . . . . . . . . . . . . . . . . .DEPRESS
PRI ENG annunciator . . . . . . . . . . . .ILLUMINATES
Opposition force increases to original stiff condition
Autopilot . . . . . . . . . . . . . . . . . . . .DISENGAGE
Opposition force decreases.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
Opposition force returns to original stiff condition
2B-28
Learjet 55
September 2003
Expanded Normals
Control Wheel Master Switch (MSW)
PRI ENG annunciator
Yaw Damper
. . . . .DEPRESS
. . . . . . . . . . EXTINGUISHES
. . . . . . . . . . .VERIFY DISENGAGES
. . . . . . . . . . .ILLUMINATES
. . . . .DEPRESS
. . . . . . . . . . .VERIFY DISENGAGES
. . . . . . . . . .EXTINGUISHES
2B-29
CAE SimuFlite
PRI PWR button . . . . . . . . . . . . . . . . .DEPRESS
PRI ENG & PRI PWR annunciators
. . . .EXTINGUISH
. . . . . . . . . . . . . . . . .DEPRESS
. . . . . . . . . . . . . . . . . . .SOUNDS
. . . . . . . . .STOWED
2B-30
Learjet 55
September 2003
Expanded Normals
Starting Engines
Engine starts may be made using either a GPU or the airplane
batteries. It is recommended that a GPU be used when ambient temperature is 32 F (0C) or below. Ensure GPU supply is
regulated to 28VDC, has adequate capacity (500 amps minimum) for engine starting and is limited to 1100 amps. Refer to
COLD WEATHER OPERATION in the AFM for additional information when operating in extremely cold weather.
WARNING: Airflow into the TFE 731 engine is sufficient
to draw personnel and equipment into the engine inlet.
Personnel in proximity of the engine inlet should maintain
a safe distance at all times during engine operation.
. . . . . . . . .RETRACTED
. . . . . . . . . . . .OFF or FAN
Learjet 55
September 2003
2B-31
CAE SimuFlite
*Parking Brake (Hydraulic pressure required.)
*HYD PUMP switch
. . . . . .SET
. . . . . . . . . . . . . . . . . . . . .OFF
. . . . . . . . . . ILLUMINATES
. . . . . . . . . . . . .L or R, as appropriate
. . . . . . . . . . . . . . . .IDLE at 10% N2
. . . . . . . . . . . . ILLUMINATES
2B-32
Learjet 55
September 2003
Expanded Normals
If engine does not start, adhere to the following cooling periods between starting attempts:
After Start Attempt
Wait
1
One minute
2
One Minute
3
Fifteen Minutes
4
One Minute
5
One Minute
6
One Hour
The above cycle may then be repeated.
*START-GEN Switch:
For GPU assisted start
. . . . . . . . . . . .OFF at IDLE
. . . . . . . . . . . . . . .ILLUMINATED
. . . . . . . . . . . . . . . . . . . . .CHECK
Learjet 55
September 2003
2B-33
CAE SimuFlite
Spoiler Systems
Check:
check:
SPOILERON CB (Copilots AC Bus) - PULL.
SPOILERON MON light will illuminate. The spoilers
and spoilerons will be inoperative in flight. Manual
spoilers will still be operative on the ground. Do not
arm autospoilers. Maximum operating altitude with
spoilers inoperative is 41,000 ft.
On A/C without autospoiler system:
SPOILERON RESET Switch . . . . . . . . . . . .HOLD ON
Control Wheel . . . . . . . . . . . . . . . . . . . . .ROTATE
AUG AIL light . . . . . . . . . . . . . . . . . . ILLUMINATES
SPOILERON RESET Switch . . . . . . . . . . . .RELEASE
Control Wheel . . . . . . . . . . . . . . . . . . . . .CENTER
SPOILERON RESET Switch . . . . . . . . . . . .HOLD ON
AUG AIL light . . . . . . . . . . . . . . . . EXTINGUISHES
Control Wheel . . . . . . . . . . . .ROTATE IN OPPOSITE
DIRECTION as ABOVE
AUG AIL light . . . . . . . . . . . . . . . . . . ILLUMINATES
SPOILERON RESET Switch . . . . . . . . . . .RELEASE
Control wheel . . . . . . . . . . . . . . . . . . . . .CENTER
SPOILERON RESET Switch . . . . . . .ON and RELEASE
AUG AIL light . . . . . . . . . . . . . . . . EXTINGUISHES
2B-34
Learjet 55
September 2003
Expanded Normals
Learjet 55
September 2003
2B-35
CAE SimuFlite
Spoiler Check:
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . .EXT
Spoilers . . . . . . . . . . . .VERIFY EXTENDED FULLY
and Symmetrically in approx.
1-2 seconds.
SPOILER Light . . . . . . . . . . . . . . . . . . FLASHES
FLAP Switch
. . . . . . . . . . . . . . . . . . . . . . .UP
as flaps retract
SPOILER Switch
. . . . . . . . . . . . . . . . . . . .RET
Learjet 55
September 2003
Expanded Normals
SPOILER ARMED light . .VERIFY REMAINS ILLUMINATED
SPOILER RESET/TEST . . . . . . . . . . . . . .RELEASE
SPOILER MON Light . . . . . . . . . . . . EXTINGUISHES
Spoilers
. . . . . . . . . . . . . . .OBSERVE EXTENSION
. . . . . . REMAINS ILLUMINATED
. . . . . . . . . . . . . . . . . . . . .IDLE
. . . . . . . . . . . . . . .OBSERVE EXTENSION
SPOILER Light
. . . . . . . . . . . . . . . EXTINGUISHES
. . . . . . . . . . . . . . .OBSERVE EXTENSION
. . . . . . . . . . . . . . . .VERIFY RETRACTED
. . . . . . . . . . EXTINGUISHES
. . . . . . . . . . . . . . . . . . . . . . . . . .20 or 8
Learjet 55
September 2003
2B-37
CAE SimuFlite
*Start Other Engine using same procedures as listed above.
Engine Instruments . . . . . . . . . . . . . . . . .CHECK for
normal indications
on both engines
*GPU (if applicable) . . . . . . . . . . . . . .DISCONNECT
Note DC VOLTS decrease to battery voltage when GPU is
disconnected.
*For GPU assisted start:
*START-GEN Switches . .GEN. Check generator output.
*GND IDLE Light (Amber) . . . . . . . . .ILLUMINATED
(With at least one thrust lever in IDLE)
*CUR LIM Light (Red) . . . . . . . . NOT ILLUMINATED
NOTE: Illumination of the CUR LIM light indicates that one
or both 275-amp current limiters have failed. Replace the
275 amp current limiter(s) prior to takeoff.
* Voltmeters and Ammeters
. . . . . . . . . . . .CHECK
Before Taxi
*Avionics . . . . . . . . . . . . . . . . . . .SET (As Desired)
*Circuit Breakers . . . . . . . . . . . . . . . . . . . . . .SET
*Coffee/Oven Switches (if installed)
. . . .AS REQUIRED
Anti-ice Systems:
*Purge windshield heat system of possible moisture accumulation (first flight of day and if exposed to moisture)
WSHLD HT Switch . . . . . . . .ON until water has cleared
WSHLD HT Switch
. . . . . . . . . . . . . .AS REQUIRED
2B-38
Learjet 55
September 2003
Expanded Normals
STAB HEAT light . . . . . . . . . . . . . . . ILLUMINATED
No additional rise in DC amperes
. . . . . . . . . .CHECK
. . . . . . . . . . . . . . .MONITOR
to prevent overheat condition
. . . . . . . . . . . . . . . . . . .ON
Learjet 55
September 2003
2B-39
CAE SimuFlite
Emergency Pressurization Check:
L BLEED AIR switch . . . . . . . . . . . . . . . . . . .EMER
EMER PRESS light (Amber) . . . . . . . . . ILLUMINATES
Emergency airflow . . . . . . . . . . . . . . . . ACTIVATES
L BLEED AIR switch . . . . . . . . . . . . . . . . . . . .OFF
EMER PRESS light
. . . . . . . . . . . . .EXTINGUISHES
. . . . . . . . . . . . . . . . . . . .ON
. . . . . . . . . . . . . . . . . . . . .ON, If desired
. . . . . . . . . . . . . . . . . .OFF
2B-40
. . . . . . . .ILLUMINATES
Learjet 55
September 2003
Expanded Normals
. . . . . . . . . . . . . . . . .ON
. . . . . . . . . . . . . . . .OFF
Learjet 55
September 2003
2B-41
CAE SimuFlite
*Cabin Check:
Passengers . . . . . . . . . . . . . . . . . . . . . .BRIEFED
Swivel Seats
. . . . . . . . . . . . . . . . . . . . . . .FWD,
or as placarded.
Backs upright and locked.
Headrests in place for aft facing seats.
Tables and doors . . . . . . . . . . . . . . . . . . .STOWED
Aisles
. . . . . . . . . . . . . . . . . . . . . . . . . .CLEAR
. . . . . .ON
. . . . . . . . . . . . . . . .ENGAGE
2B-42
Learjet 55
September 2003
Expanded Normals
*Yaw Damper
. . . . . . . . . . . . . . . . . . .AS DESIRED
(with flaps 8 or lower)
. . . . . . . . . . . . . . . . . . . . . .CHECK
Learjet 55
September 2003
2B-43
CAE SimuFlite
*Radar . . . . . . . . . . . . . . . . . . . . . . . .As Required
For ground operation of radar, set GND RDR switch to XMT
position.
*Spoilers . . . . . . . . . . . . . . . . . . . . . .RETRACTED
*SPOILER Light
*Flaps
. . . . . . . . . . . . . . . EXTINGUISHED
. . . . . . . . . . . . . . . . . . . . . . .SET 20 or 8
-4
29
T/O TRIM
SETTING 8.0 7.5 7.1 6.6 6.1 5.6 5.1 4.6 4.2 4.0
DEGREES
Table 2B-A; Takeoff Trim Setting
PITCH TRIM Switch
PITCH TRIM light
. . . . . . . . . . . . . . . . . . . .PRI
. . . . . . . . .VERIFY EXTINGUISHED
2B-44
Learjet 55
September 2003
Expanded Normals
*APR, if installed . . . . . . . . . . . . . . . . . . . . .CHECK
If takeoff is to be made with system armed:
Both Thrust Levers . . . . . . . . . . . . . . . . . . .IDLE
APR Switch . . . . . . . . . . . . . . . . . . . . . . .ARM
APR ARM light . . . . . . . . . . . . . . . .ILLUMINATES
Thrust Levers . . . . . . . . . . . . . .ADVANCE on ONE
ENGINE 5% to 10% N2.
APR ON Light
. . . . . . . . . . . . . . . .ILLUMINATES
. . . . . . . . . . . . . .VERIFY DECREASES
Approx. 1% on both engines
Learjet 55
September 2003
. . . . . . . . . . . . . . .COMPLETE
2B-45
CAE SimuFlite
Runway Lineup
*Transponder
. . . . . . . . . . . . . . . . . . . . . . . . .ON
WSHLD HT Switch
. . . . . . . . . . . . . .AS REQUIRED
. . . . . . . . . . . . . . . . . . . . . .ON
Learjet 55
September 2003
Expanded Normals
*Autospoilers (If installed):
SPOILER Switch . . . . . . . . . . . . . . .ARM, if desired
SPOILER ARMED Light . . . . . . .VERIFY ILLUMINATED
SPOILER Light . . . . . . . . . . . . . . . . . .VERIFY OUT
APR Switch (If installed) . . . . . . . . . . . . .ARM if desired
APR ARM Light . . . . . . . . . . . .VERIFY ILLUMINATED
APR ON Light . . . . . . . . . . . . . . . . . .VERIFY OUT
NOTE: Because of unequal spool-up rates, the APR system may inadvertently activate if APR is armed at low
power settings. Should this occur, verify N2 speeds are
within 5% and set APR switch to OFF/RESET before
attempting to rearm the system.
Both APR and autospoilers must be operative and armed
in order to use the takeoff distance performance improvement shown on the applicable TAKEOFF DISTANCE chart
in Section V of the AFM.
*STALL WARN Switches . . . . . . . . . . . . . . . . . . .ON
NOTE: In a strong crosswind, it may be necessary to wait
until indication of airspeed is achieved before setting
STALL WARN Switches On.
Annunciator Lights
. . . . . . . . . . . . . . . . . . . . .OUT,
Except STEER ON, GND IDLE,
SPOILER ARMED (if applicable)
and APR ARM (if applicable)
NOTE: STAB HEAT and WSHLD HT lights will be illuminated if the corresponding systems have been turned on.
Learjet 55
September 2003
2B-47
CAE SimuFlite
*Nose Wheel Steering . . . . . . . . .DISENGAGE at FIRST
INDICATION of AIRSPEED
NOTE: If STEER LOCK was used to engage nose wheel
steering, depressing and then releasing Control Wheel
Master Switch (MSW) will disengage steering.
If MSW was used to engage nose wheel steering, releasing MSW will disengage steering.
After Takeoff
NOTE: Normally, the JET PUMP switches are in the ON
position. However, at any time during the flight, if either or
both switches are noted to be in the OFF position, reset to
ON during steady engine operation at > 80%N1.
If taxi and/or takeoff were on ice, snow or slush, allow the
wheels to spin down for approximately one minute prior to
gear retraction to throw off as much slush as possible.
LANDING GEAR Switch . . . . . . . . . . . . . . . . . . .UP
Landing gear should be fully retracted prior to retracting flaps.
Yaw Damper PRI or SEC ENG button
. . . . . . .DEPRESS
2B-48
Learjet 55
September 2003
Expanded Normals
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . .RET
(if autospoilers were
armed for takeoff)
APR Switch . . . . . . . . . . . . . . . . . . . . .OFF/RESET
(if APR was
armed for takeoff)
LDG LT-TAXI Switches
HYD PRESS
. . . . . . . . . . . . . . . . . . .OFF
Anti-Ice Systems
. . . . . . . . . . . . . . . .AS REQUIRED
Learjet 55
September 2003
. . . . . . . . . . . . .CROSSCHECK
pilots and copilots
instruments for agreement
2B-49
CAE SimuFlite
Climb
10,000 Feet Checks:
NO SMOKING FASTEN
SEAT BELT Switch . . . . . . . . . . . . . .AS REQUIRED
Pressurization . . . . . . . . . . . . . . . . . . . . .CHECK
Transition Altitude (18,000 ft) Checks:
Altimeters . . . . . . . . . .SET to 29.92 Hg (1013 hPa) at
transition altitude
RECOG LT Switch . . . . . . . . . . . . . . . . . . . . .OFF
EMER PRESS Switches
. . . . . . . . . . . . . .NORMAL
Cruise
Once established at cruise altitude, crew duties consist mainly of monitoring aircraft systems indications and annunciators
to assure proper operation. Monitor pressurization and
engine instruments. Monitor fuel distribution and transfer fuel
as required. Use small thrust adjustments as necessary to
maintain desired cruise mach.
Descent
WSHLD HT and AUX DEFOG Switches
. . .AS REQUIRED
Learjet 55
September 2003
Expanded Normals
. . . . . . . . . . . . . . . . . . . . . .ON
. . . . . . . . . . . . . . . . . . . .BRIEFED
. . . . .CHECK STOWED
Aisle . . . . . . . . . . . . . . . . . . . . . . . . . .CLEAR
Aft Cabin Door
Learjet 55
September 2003
. . . . . . . . . . . . .UNOBSTRUCTED
2B-51
CAE SimuFlite
Approach
Circuit Breakers
. . . . . . . . . . . . . . . . . . . . . . .SET
. . . . . . . . . . .COMPLETE
2B-52
. . . . . . . . . .FULL COLD
Learjet 55
September 2003
Expanded Normals
Before Landing
SPOILER Switch . . . . . . . . . .RET or ARM (if applicable)
NOTE: On A/C 55-003 through 55-117 not incorporating
AAK 55-85-1, do not arm autospoilers for landing.
Flaps
. . . . . . . . . . . . . . . . . . . . . . . . . . .8or 20
. . . . . . . . . . . . . . . . . . . . .DISENGAGE
Developed for training purposes
2B-53
CAE SimuFlite
NOTE: Use Control Wheel trim Switch to disengage
autopilot. Control Wheel Master Switch (MSW) will also
disengage yaw damper.
Go-Around
NOTE: Depressing GO-AROUND button in left thrust
lever handle will disengage autopilot and select flight
director go-around mode.
Autopilot
. . . . . . . . . . . . . . . . . . . . . .DISENGAGE
. . . . . . . . . . . . . . . . . . .UP
(after positive rate of
climb established)
2B-54
Learjet 55
September 2003
Expanded Normals
Landing
Spoiler Switch . . . . . . . . . . . . . . .EXT after Touchdown
NOTE: Select EXT even when autospoilers (if installed)
are armed. Autospoiler deployment may be delayed during
soft landings.
Brakes . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
CAUTION: If upon Touchdown, one or more ANTI-SKID
GEN lights illuminate, anti-skid protection for the associated wheel is inoperative and has reverted to manual brake
control. Apply brakes cautiously.
Do not turn on cooling system during landing with antiskid system operating. Initial voltage drop may cause
false signals in the anti-skid system and dump brake
pressure for 2 to 3 seconds.
Thrust Reversers or
Drag Chute (if installed) . . . . . . . . . . . . . .AS DESIRED
2B-55
CAE SimuFlite
Yaw Damper . . . . . . . . . . . . . .DISENGAGE, if desired
Depressing either Control Wheel Master Switch (MSW) will
disengage the PRI or SEC yaw damper (disengage tone
will sound).
Depressing the PRI or SEC PWR button on the Y/D panel
(pedestal) will disengage the PRI or SEC yaw damper
respectively (disengage tone will sound)
NOTE: The yaw damper may be used to provide
improved rudder-pedal centering with flaps 8 or lower.
If yaw damper is desired during taxi, use STEER LOCK as
Control Wheel Master Switch (MSW) will disengage yaw
damper.
. . . . . . . . . . . . . . . . . . . . . . .OFF
NOTE: To minimize pressurization bumps, time delay circuits prevent the cabin air valve from closing for approximately 5 seconds.
Anti-ice Systems:
WSHLD HT & AUX DEFOG Switches . . . .AS REQUIRED
WSHLD ALC Switch . . . . . . . . . . . . . . . . . . . .OFF
STAB WING HEAT Switch . . . . . . . . . .AS REQUIRED
WING TEMP Indicator . . . . . . . . . . . . .MONITOR for
Overheat Condition
CAUTION: If STAB HEAT light is not illuminated and DC
ammeter indicates stabilizer heat operation, immediately
set STAB WING HEAT switch to OFF.
2B-56
Learjet 55
September 2003
Expanded Normals
. . . . . . . . . . . . . . . . . .OFF
Shutdown
Parking Brake and/or chocks . . . . . . . . . . . . . . . .SET
CAUTION: If heavy braking was used during landing, setting the Parking Brake will decrease brake cooling efficiency and increase the possibility of wheel fuse plug
release. Therefore, use of chocks is recommended.
Learjet 55
September 2003
2B-57
CAE SimuFlite
Panel Switches and Avionics
. . . . . . . .SET, As Required
. . . . . . . . . . . . . . . .OFF
. . . . . . . . . .OFF
. . . . . . . . . . . . . . . . . . . .OFF
. . . . . . . . . . . . . . . . . . . . . . . .OFF
2B-58
Learjet 55
September 2003
Expanded Normals
Quick Turnaround
(One or no engine shutdown)
WARNING: On A/C 55-003 through 55-076 when not
incorporating AAK 55-82-6, failure to observe TURNAROUND Limits in Sections I and V of the AFM may result
in wheel fuse plug release during subsequent takeoff.
. . . . . . . . . . . . . .OFF or FAN
. . . . . . . . . . . . . . . . . . .GEN
. . . . . . . . . . . . . . . . . . . . . . .SET
Learjet 55
September 2003
. . . . . . . . . . . . . . . .AS REQUIRED
2B-59
CAE SimuFlite
Cabin Check:
Passengers . . . . . . . . . . . . . . . . . . . . . .BRIEFED
Swivel Seats . . . . . . . . . . . . . . . . . . .FORWARD or
as Placarded. Seat backs
in upright and locked position.
Headrests in place for occupied
aft facing seats.
Work Tables and Toilet Doors . . . . . . .CHECK STOWED
Aisle . . . . . . . . . . . . . . . . . . . . . . . . . . .CLEAR
Aft Cabin Door . . . . . . . . . . . . . . .UNOBSTRUCTED
NO SMOKING FASTEN SEAT BELT Switch . . . . . . . .ON
Taxi
Fuel Control Panel and Quantity . . . . . . . . . . . .CHECK
Takeoff Data . . . . . . . . . .COMPUTED AND BUGS SET
(N1, V1, VR, V2, Distance)
Refer to Section V of AFM
NAV Equipment
. . . . . . . . . . . . . . . . . . . . . . .SET
. . . . . . . . . . . . . . . . . . . . . .CHECK
Flight Instruments
. . . . . . . . . . . . . . . . . . . .CHECK
Spoilers . . . . . . . . . . . . . . . . . . . . . . .RETRACTED
2B-60
Learjet 55
September 2003
Expanded Normals
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . . .OUT
Flaps . . . . . . . . . . . . . .SET 20 or 8, Check Indication
Trims . . . . . . . . . . . . . . . . . . . .SET FOR TAKEOFF
PITCH TRIM Switch . . . . . . . . . . . . . . . . . . . .PRI
PITCH TRIM Light . . . . . . . . . . . . . . . . . . . . .OUT
Pressurization
. . . . . . . . . . . . . .MAN
Runway Lineup
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . .ON
Parking Brake . . . . . . . . . . . . . . . . . . . .RELEASED
PARK BRAKE Light (if applicable) . . . . . . . .VERIFY OUT
PITOT HEAT Switches . . . . . . . . . . . . . . . . . . . .ON
PITOT HT Lights . . . . . . . . . . . . . . . . . . . . . . .OUT
Learjet 55
September 2003
2B-61
CAE SimuFlite
Anti-ice Systems:
WARNING: The wings, vertical and horizontal control surfaces and engines inlets must be free of frost, snow and ice.
Even small accumulations of ice on the wing leading
edge can cause aerodynamic stall prior to activation for
the stick pusher. These ice accumulations can also
cause stall margin indicator information to be unreliable.
NOTE: Anti-ice systems should be turned on prior to takeoff into visible and Static Air Temperature <5 C (41F).
If anti-ice systems are required during takeoff, they should
be turned on prior to setting takeoff thrust.
WSHLD HT Switch . . . . . . . . . . . . .AS REQUIRED
NAC HEAT Switches . . . . . . . . . . . .AS REQUIRED
STAB WING HEAT Switch . . . . . . . . .AS REQUIRED
STROBE and RECOG Light Switches
. . . . . . . . . . .ON
2B-62
Learjet 55
September 2003
Expanded Normals
NOTE: Because of unequal spool-up rates, the APR system may inadvertently activate if APR is armed at low
power settings. Should this occur, check N2 speeds are
within 5% and set APR switch to OFF/RESET before
attempting to rearm the system.
Both APR and autospoilers must be operative and armed
in order to use the takeoff distance performance improvement shown on he applicable Takeoff Distance chart in
Section V of the AFM.
STALL WARN Switches . . . . . . . . . . . . . . . . . . . .ON
NOTE: In a strong crosswind, it may be necessary to
wait until indication of airspeed is achieved before setting
STALL WARN Switches ON.
Annunciator Lights . . . . . . . . . . . . . . . . .OUT. Except
STEER ON, GND IDLE
And if applicable:
SPOILER ARMED and APR ARMED
NOTE: STAB HEAT and WSHLD HT lights will illuminate
if the corresponding systems have been turned on.
Nosewheel Steering . . . . . . . . . . . .DISENGAGE at first
indication of airspeed
NOTE: If Steer Lock was used to engage nose wheel
steering, depressing and then releasing Control Wheel
Master Switch (MSW) will disengage steering.
If Control Wheel Master Switch (MSW) was used to
engage nose wheel steering, releasing MSW will disengage steering.
Learjet 55
September 2003
2B-63
CAE SimuFlite
Parking
Under normal weather conditions, the aircraft may be parked and
headed in a direction to facilitate servicing without regard to prevailing winds. For extended parking, head aircraft into the wind.
Aircraft . . . . . . . . . PARK ON HARD, LEVEL SURFACE
Nose Wheel
. . . . . . . . . . . . . . . . . . . . CENTERED
Parking Brake
. . . . . . . . . . . . . . . . . . . . . . . SET
. . . . . . . . . . . . . . . RETRACTED
. . . . . . . . . . . . . CONNECTED
. . . . . . . . . . . . . . . . . . . . . INSTALLED
Tail Stand
. . . . . . . . . . . . . . . . . . . . . INSTALLED
Mooring
If extended parking plans or impending weather necessitates
mooring the aircraft, attach 7/16-inch polypropylene ropes (or
equivalent) to the nose gear and main gear struts. This procedure requires that tie-down eyelets be set into the apron; there
is no procedure for mooring at unprepared facilities.
Parking Procedure . . . . . . . . . . . . . . . PERFORMED
Ropes
NOSE GEAR
2B-64
MAIN GEAR
Learjet 55
September 2003
Expanded Normals
Towing/Taxiing
On hard surfaces, the aircraft can be towed or pushed backwards with a tow bar attached to the nose wheel. The turning
angle of the nose wheel with tow bar is 90 either side of center.
When the aircraft is not on a hard surface (such as sand, soft
ground, or mud), cables or ropes must be attached to each main
gear for towing. If such occurs, steer with the rudder pedals.
For taxi operations, accomplish directional control with the
nosewheel steering system. The maximum turning radius for
the nosewheel steering system is 55 either side of center.
CAUTION: If aircraft is off runway and mired in soft
ground, do not attempt nose wheel towing. Use cables or
ropes attached to the main gear to prevent damage to the
aircraft. See Main Gear Towing section, this chapter.
Learjet 55
September 2003
2B-65
CAE SimuFlite
Towing Radius
28' 0"
NOSE
WHEEL
38' 0"
WING
TIP
30' 0"
2B-66
Learjet 55
September 2003
Expanded Normals
. . . . . . . . . REMOVED
. . . . . . . . STATIONED (OPTIONAL)
Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . TOW
Use smooth starts and stops.
. . . . . . . . . . . . . . . . . . . . . . . SET
Learjet 55
September 2003
2B-67
CAE SimuFlite
Main Gear Towing
Pilot Seat . . . . . . . . . AT LEAST ONE SEAT OCCUPIED
Main Gear . . . . . . . . . ROPES OR CABLES ATTACHED
Position large ropes or belt straps on main gear strut as low
as possible.
Wheel Chocks/Mooring Ropes . . . . . . . . . . REMOVED
Control Gust Lock . . . . . . . . . . . . . . . . . REMOVED
Grounding Cables . . . . . . . . . . . . . . . . . REMOVED
Ropes, Chains, or Cables . . . . . . . . . . ATTACHED TO
. . . . . . . . . . . . . . . . . . . . . .TOWING VEHICLE
Towing ropes, chains, or cables should be of sufficient length
to allow towing vehicle to be at least 50 to 100 ft from aircraft.
Parking Brakes
. . . . . . . . . . . . . . . . . . RELEASED
. . . . . . . . . . . . . . . . . . . . . . . SET
. . . . . . . . . . . . . . . . INSTALLED
Wheels . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Grounding Cables . . . . . . . . . . . . . . . . . ATTACHED
Ropes, Chains, or Cables . . . . . . . . . . . . . REMOVED
2B-68
Learjet 55
September 2003
Expanded Normals
Taxiing
During taxi, the aircraft speed is controlled by engine thrust,
rudder pedal steering, and brakes. Taxiing can be accomplished with one or both engines operating.
CAUTION: Ensure personnel and equipment are clear of
engine inlet and exhaust when engine is operating.
. . . . . . . . . . . . . . . . . . . . . . SHUT DOWN
Learjet 55
September 2003
2B-69
CAE SimuFlite
2B-70
Learjet 55
September 2003
Expanded Normals
Parking (0 to 7 Days)
If the engines are in a sheltered environment (i.e., not exposed
to excessive humidity or temperature changes), no action need
be taken beyond installing protective covers.
NACELLE
EXHAUST
COVER
DORSAL
INLET
COVER
NACELLE
INLET
COVER
TAIL
STAND
PITOT
TUBE
COVER
Learjet 55
September 2003
2B-71
CAE SimuFlite
Flying Storage (7 to 30 Days)
Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . PARKED
Fuel System . . . . . . . . . . . . . . . AIRCRAFT FUELED
Control Gust Lock
. . . . . . . . . . . . . . . . INSTALLED
. . . . . . . . . . . . . . . RETRACTED
. . . . . . . . . . . . . . . . . . . . . INSTALLED
. . . . . . . . . . . . . . . . . . . WASHED/WAXED
Interior . . . . . . . . . . . . . . . . . . . . . . . . CLEANED
Seat Covers . . . . . . . . . . . . . . . . . . . . INSTALLED
Parking Procedure . . . . . . . . . . . . . . . PERFORMED
Engines . . . . . . . . . . . . . . . . . . . . . . PRESERVED
Engine Protective Covers . . . . . . . . . . . . INSTALLED
Fuel System Procedure . . . . . . . . . . . . PERFORMED
Fuel Vents . . . . . . . . . . . . . . . . . . . . . . COVERED
2B-72
Learjet 55
September 2003
Expanded Normals
Batteries . . . . . . . . . . . . . . . . . REMOVED/STORED
Standby Battery . . . . . . . . . . . . . REMOVED/STORED
Emer Power Supply Battery
. . . . . REMOVED/STORED
. . . . . . . . . . TANK EMPTIED
. . . . . . . . . . . . . . INSTALLED
Learjet 55
September 2003
2B-73
CAE SimuFlite
Brakes . . . . . . . . . . . . . . . . REMOVED/PRESERVED
Anti-Skid Wheel Transducer . . . . . . . . . . . SERVICED
Landing Gear Strut . . . . . . . . . . . . . . . LUBRICATED
Main/Nose Gear Shock Struts . . . . . . CHECKED EVERY
. . . . . . . . . . . . . . . . . . . . . . . . . . . .30 DAYS
Main/Nose Gear Tire Pressure . . . . . CHECKED EVERY
. . . . . . . . . . . . . . . . . . . . . . . . . . . .30 DAYS
Wheel Wells . . . . . . . . . . . . . . . . . . . . . SECURED
Install barrier material over wheel wells; secure and seal from
atmosphere with black tape.
Toilet . . . . . . . . . . . . . . . . . . . . . . . . . SANITIZED
Emergency Air Bottle . . . . . . . . . . . . . . . DEPLETED
Engine Fire Extinguisher Container . . . . . . SERVICED
Gain access to fire extinguisher container and install a wire
jumper between the ground stud and cartridge insulated terminal. Attach a red tag to the jumper wire with the notation:
Remove jumper wire before starting engine.
Flight Control System . . . . . . . . . . . . . LUBRICATED
Control Gust Lock
. . . . . . . . . . . . . . . . INSTALLED
Flaps/Spoilers . . . . . . . . . . . . . . . . . . RETRACTED
Tail Stand
. . . . . . . . . . . . . . . . . . . . . INSTALLED
. . . . . CHECK CLOSED/SECURED
2B-74
Learjet 55
September 2003
Expanded Normals
. . . . . . . . . . . . . . . . DRAINED
Learjet 55
September 2003
2B-75
CAE SimuFlite
hydraulic accumulator/reservoir
tires
refrigeration system
oxygen system
2B-76
Learjet 55
September 2003
Expanded Normals
. . . . . . . . . . . . . . . . . . . . SERVICED
Electrical System
. . . . . . . . . . . . . . . . . SERVICED
. . . . . . . . . . . . . SERVICED
. . . . . . . . . . . . . . . . SERVICED
. . . . . . SERVICED
. . . . . . . . . . . . . . . . . CHECKED
Learjet 55
September 2003
. . . . . . . . . . . . . . PERFORMED
2B-77
CAE SimuFlite
Restoring from Indefinite Storage
(More than 6 Months)
In addition to the procedures required for restoring from
Prolonged Storage, perform the following.
Engine Fire Extinguisher System . . . . . . . . CHECKED
Hydrostatically test and service engine fire extinguisher containers and install engine fire extinguisher containers and cartridges (see Maintenance Manual for details).
400-Hour Inspection . . . . . . . . . . . . . . PERFORMED
2B-78
Learjet 55
September 2003
Expanded Normals
Exterior Inspection
Preflight Inspection
Protective Covers
. . . . . . . . . . . . . . PERFORMED
. . . . . . . . . . . . . . . . . REMOVED
Clean dust and dirt from landing gear shock struts. Check
gear doors, position switches, and squat switches for condition and operation. Check tires and struts for proper inflation.
Check and remove dust and sand from engine inlet duct, tail
pipe, and the visible components of the thrust reversers.
Engine Start
During engine starts at high outside temperatures, engine EPR
is higher than normal but should remain within limits.
Taxi
If the airport surfaces are sandy or dust covered, avoid exhaust
wake and propwash of other airplanes.
Learjet 55
September 2003
2B-79
CAE SimuFlite
Takeoff
Ensure takeoff performance is adequate for the conditions and
runway length.
2B-80
Learjet 55
September 2003
Expanded Normals
Preflight Inspection
Normal Exterior Inspection . . . . . . . . . . CONDUCTED
Aircraft Surface . . . . . . . . CHECKED FREE OF SNOW/
. . . . . . . . . . . . . . . . . . . . . . . . . . .ICE/FROST
Landing Gear . . . . . . . . . CHECKED FREE OF SNOW/
. . . . . . . . . . . . . . . . . . . . . . . . . . .ICE/FROST
Engines
. . . . . . . . . . . . . . . . . . . . . . . CHECKED
Engine Start
Use of a GPU for an engine start is recommended at ambient
temperature of 32F (0C) or below. Ensure GPU is regulated
to 28V DC; it should have an adequate capacity (at least 500A).
The GPU is limited to 1,100A maximum.
The SPR is recommended for engine starts at ambient temperature of 0F (-17.8C) or below.
CAUTION: During engine starts in cold conditioned, abort
the start attempt if the following occur: (1) fan speed (N1)
does not rise with turbine speed (N2) or stops during the
start attempt; (2) ITT rises rapidly and appears likely to
exceed the start limit. In addition, remember that exceeding
idle power with oil temperature below 30C is not recommended. If ambient temperature prevents attainment of
30C, idle power may be exceeded as required to warm the
oil to normal operating limits prior to takeoff.
Learjet 55
September 2003
2B-81
CAE SimuFlite
If the engines are exposed to extremely cold temperatures
below -40F (-40C) for an extended period, preheat the
engines prior to attempting a start. With ambient temperatures
between -40F and -65F, direct warm air into each engine for
a minimum of 30 minutes prior to engine start.
In cold weather, engine acceleration is much slower than normal
and ITT has a tendency to increase more rapidly because of the
increased spool-up time. Higher than normal oil pressures that
exceed the maximum allowable transients also may register.
When the aircraft has been cold-soaked at ambient temperatures below -13F (-25C), operate the engines a minimum of
three minutes to bring the hydraulic system to normal operating
temperature.
Taxiing
Anti-Ice Systems
. . . . . . . . . . . . . . . AS REQUIRED
Takeoff
If Anti-Ice Systems Required for Takeoff:
Anti-Ice Systems . . . . . . . . . . ON PRIOR TO SETTING
. . . . . . . . . . . . . . . . . . . . . .TAKEOFF THRUST
2B-82
Learjet 55
September 2003
Expanded Normals
After Takeoff
Snow/Slush-Covered Runway:
Landing Gear . . . . . . . . . . . . . DELAY RETRACTION
A delayed retraction allows residual slush to be thrown or
blown off the gear.
STAB WING HEAT Switch . . . . . . ON FOR 10 MINUTES
Wing heat bleed air exits overboard through the center
wing/wheel well area. Activation of the wing heat helps melt
moisture on the wheels and brakes. Monitor WING TEMP
indicator for overheat condition.
Before Landing
If taxi or takeoff was made from a snow/slush-covered runway,
the following should help crack any ice between brake discs
and between discs and wheels.
After Landing Gear Extended:
Anti-Skid Switch . . . . . . . . . . . . . . . . . . . . . . OFF
Brakes . . . . . . . . . . . . . . . . . PUMP 6 TO 10 TIMES
Use moderate to heavy braking pressure.
WARNING: Even small accumulations of ice on the wing
leading edge can cause an increase in stall speed and,
possibly, a degradation in stall characteristics.
Prior to Touchdown:
Anti-Skid Switch . . . . . . . . . . . . . . . . . . . . . . . ON
Ensure the ANTI-SKID annunciators are extinguished.
Learjet 55
September 2003
2B-83
CAE SimuFlite
Landing
If runway is clear and dry, use normal landing procedures. If
runway is wet or icy, refer to AFM Section V for landing distance
factors.
Shutdown/Postflight
When the aircraft is parked outside in extremely cold or fluctuating freeze/thaw temperatures, perform the following in addition
to the normal shutdown and postflight procedures.
Before Releasing Parking Brake:
Main Gear Wheel . . . . . . . . . . . . . . . . . . CHOCKED
Do not leave aircraft parked for extended periods in subfreezing weather with the parking brake set.
Landing Gear Shock Struts/
Wheel Wells . . . . . . . . . . ICE/SNOW/DIRT REMOVED
Check gear doors, position switches, squat switches, wheels,
and tires.
Flap/Flap Tracks . . . . . . . . ICE/SNOW/DIRT REMOVED
Accomplish this before retracting flaps.
Crew Oxygen Masks . . . . . . . . . . . . . . . . REMOVED
If the aircraft is to be parked for extended period at ambient
temperatures of 20F (-6.7C) or below, stow the crew oxygen masks in a heated room. In lieu of that, warm the cabin
to at least 20F (-6.7C) before use.
2B-84
Learjet 55
September 2003
Expanded Normals
Water/Beverage Containers . . . . . . . . . . . REMOVED
If the aircraft is to remain in sub-freezing temperatures for an
extended period, remove water and beverage containers.
Remove toilet tank and reservoir fluid or add ethylene glycol
base anti-freeze containing anti-foam agent to the flush fluid.
Protective Covers . . . . . . . . . . . . . . . . . INSTALLED
Batteries . . . . . . . . . . . . . . . . . . . . . . . REMOVED
If the aircraft will be exposed to extremely cold temperatures
for an extended period, remove the batteries and store in a
warm area.
Learjet 55
September 2003
2B-85
CAE SimuFlite
Deicing Supplemental Information
This section provides supplementary information on aircraft
deicing, anti-icing/deicing fluids, deicing procedures, and aircraft operating procedures. Consult the AFM, Maintenance
Manual Chapter 12 Servicing, and FAA Advisory Circulars for
deicing procedures, holdover times, fluid specifications, recommendations, and hazards.
CAUTION: Type II/IV FPD generally should not be applied
forward of the wing leading edges. If used for deicing, do
not apply forward of cockpit windows. Ensure that radome
and cockpit windows are clean.
Following extended high-altitude flight, frost can form at ambient temperatures above freezing on the wings underside in the
fuel tank areas. Refueling the aircraft with warmer fuel usually
melts the frost.
2B-86
Learjet 55
September 2003
Expanded Normals
Deicing
When necessary, use the following methods to deice the aircraft:
Learjet 55
September 2003
2B-87
CAE SimuFlite
Deicing Procedures
One-step deicing involves spraying the aircraft with a heated,
diluted deicing/anti-icing fluid to remove ice, snow, or frost. The
fluid coating then provides limited protection from further accumulation.
Two-step deicing involves spraying the aircraft with hot water or
a hot water/deicing fluid mixture to remove any ice, snow, or
frost accumulation followed immediately by treatment with antiicing fluid (usually Type II FPD fluid).
Deice the aircraft from top to bottom. Avoid flushing snow, ice,
or frost onto treated areas. Start the deicing process by treating
the horizontal stabilizer followed by the vertical stabilizer.
Continue by treating the fuselage top and sides. Finally, apply
deicing fluid to the wings.
CAUTION: Type II FPD generally should not be applied
forward of the wing leading edges. If used for deicing, do
not apply forward of cockpit windows. Ensure that radome
and cockpit windows are clean.
2B-88
Learjet 55
September 2003
Expanded Normals
Deicing fluid should not be applied to:
cockpit windows
passenger windows
brakes.
Apply deicing fluid to lower surfaces if anticipating taxi and takeoff through snow.
Do not use diluted deicing fluid for anti-icing. Melting snow will
further dilute the solution and refreezing can occur.
After deicing the aircraft nose, wipe all remaining traces of fluid
from area in front of windshield.
Learjet 55
September 2003
2B-89
CAE SimuFlite
Deicing fluid sprayed into an operating engine can introduce
smoke or vapors into the cabin and cockpit and pose a serious
fire hazard.
CAUTION: If engines are running when spraying of deicing fluids is in progress, turn bleed air and air conditioning
packs off.
Do not use deicing fluid to deice engines. Mechanically remove
snow and ice from the engine inlet. Check the first stage fan
blades for freedom of movement. If engine does not rotate
freely, deice engine with hot air.
CAUTION: Do not use deicing fluid for engines. After deicing engine, start engine(s) immediately to prevent any reicing condition. Select engine anti-ice on after engine start.
2B-90
Learjet 55
September 2003
Expanded Normals
cockpit windows
fuselage
Learjet 55
September 2003
2B-91
CAE SimuFlite
Taxi
During taxi on ice or snow covered surfaces, observe the
following:
Pre-Takeoff Inspection
Within five minutes of takeoff, conduct an exterior aircraft
inspection from within the aircraft to:
Takeoff
During takeoff observe the following:
2B-92
Learjet 55
September 2003
Expanded Normals
Approach and Landing
During the descent approach observe the following:
Learjet 55
September 2003
2B-93
CAE SimuFlite
2B-94
Learjet 55
September 2003
. . . . . . . . . . . . . . . . . . . 2C-3
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-3
Flow Patterns . . . . . . . . . . . . . . . . . . . . . . . . 2C-3
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-4
Omission of Checklists
. . . . . . . . . . . . . . . . . 2C-4
Challenge/No Response
. . . . . . . . . . . . . . . . 2C-4
Abnormal/Emergency Procedures
Time Critical Situations
. . . . . . . . . . . . 2C-5
. . . . . . . . . . . . . . . . . 2C-6
. . . . . . . . . . . . 2C-7
. . . . . . . . . . . . . . . . . . . . 2C-8
Pre-Departure Briefings
. . . . . . . . . . . . . . . . . . 2C-8
. . . 2C-9
. . . . . . . . . . . . . . . . . . . . . . . 2C-11
. . . . . . . . . . . . . . . . . . . . . . . . 2C-12
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-13
Cruise
. . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-15
Learjet 55
March 2002
2C-1
CAE SimuFlite
Descent
. . . . . . . . . . . . . . . . . . . . . . . . . . 2C-16
. . . . . . . . . . . . . . . 2C-23
2C-2
. . . . . . . . . . . . . . . . . . 2C-33
. . . . . . . . . . . . . . . . . . . . . . . . . . 2C-35
Learjet 55
March 2002
General Information
SimuFlite strongly supports the premise that the disciplined use
of well-developed Standard Operating Procedures (SOP) is
central to safe, professional aircraft operations, especially in
multi-crew, complex, or high performance aircraft.
If your flight department has an SOP, we encourage you to use
it during your training. If your flight department does not already
have one, we welcome your use of the SimuFlite SOP.
Corporate pilots carefully developed this SOP. A product of their
experience, it is the way SimuFlite conducts its flight operations.
The procedures described herein are specific to the Learjet 55
and apply to specified phases of flight. The flight crew member
designated for each step accomplishes it as indicated.
Definitions
LH/RH Pilot Station. Designation of seat position for accomplishing a given task because of proximity to the respective control/indicator. Regardless of PF or PNF role, the pilot in that seat
performs tasks and responds to checklist challenges accordingly.
PF Pilot Flying. The pilot responsible for controlling the flight
of the aircraft.
PIC Pilot-in-Command. The pilot responsible for the operation
and safety of an aircraft during flight time.
PNF Pilot Not Flying. The pilot who is not controlling the flight
of the aircraft.
Flow Patterns
Flow patterns are an integral part of the SOP. Accomplish the
cockpit setup for each phase of flight with a flow pattern, then
refer to the checklist to verify the setup. Use normal checklists
as done lists instead of do lists.
Learjet 55
March 2002
2C-3
CAE SimuFlite
Flow patterns are disciplined procedures; they require pilots
who understand the aircraft systems/controls and who methodically accomplish the flow pattern.
A standardized flow pattern for the cockpit setup before starting
engines appears in the Preflight Inspection chapter.
Checklists
Use a challenge-response method to execute any checklist. After
the PF initiates the checklist, the PNF challenges by reading the
checklist item aloud. The PF is responsible for verifying that the
items designated as PF or his seat position (i.e., LH or RH) are
accomplished and for responding orally to the challenge. Items
designated on the checklist as PNF or by his seat position are
the PNFs responsibility. The PNF confirms the accomplishment
of the item, then responds orally to his own challenge. In all
cases, the response by either pilot is confirmed by the other and
any disagreement is resolved prior to continuing the checklist.
After the completion of any checklist, the PNF states _____
checklist is complete. This allows the PF to maintain situational
awareness during checklist phases and prompts the PF to continue to the next checklist, if required.
Effective checklists are pertinent and concise. Use them the
way they are written: verbatim, smartly, and professionally.
Omission of Checklists
While the PF is responsible for initiating checklists, the PNF
should ask the PF whether a checklist should be started if, in
his opinion, a checklist is overlooked. As an expression of good
flight deck management, such prompting is appropriate for any
flight situation: training, operations, or checkrides.
Challenge/No Response
If the PNF observes and challenges a flight deviation or critical
situation, the PF should respond immediately. If the PF does
2C-4
Learjet 55
March 2002
Abnormal/Emergency Procedures
When any crewmember recognizes an abnormal or emergency
condition, the PIC designates who controls the aircraft, who
performs the tasks, and any items to be monitored. Following
these designations, the PIC calls for the appropriate checklist.
The crewmember designated on the checklist accomplishes
the checklist items with the appropriate challenge/response.
NOTE: Control means responsible for flight control of
the aircraft, whether manual or automatic.
The pilot designated to fly the aircraft (i.e., PF) does not perform tasks that compromise this primary responsibility, regardless of whether he uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation
that requires immediate corrective action without reference to a
checklist. The elements of an emergency procedure that must be
performed without reference to the appropriate checklist are
called memory or recall items. Accomplish all other abnormal and
emergency procedures while referring to the printed checklist.
Accomplishing abnormal and emergency checklists differs from
accomplishing normal procedure checklists in that the pilot
reading the checklist states both the challenge and the
response when challenging each item.
When a checklist procedure calls for the movement or manipulation of controls or switches critical to safety of flight (e.g., throttles,
Learjet 55
March 2002
2C-5
CAE SimuFlite
engine fire switches, fire bottle discharge switches), the pilot performing the action obtains verification from the other pilot that he
is moving the correct control or switch prior to initiating the action.
Any checklist action pertaining to a specific control, switch, or
equipment that is duplicated in the cockpit is read to include its
relative position and the action required (e.g., Left Throttle
OFF; Left Boost Pump NORMAL).
Rejected Takeoffs
The rejected (aborted) takeoff procedure is a preplanned maneuver; both crewmembers must be aware of and briefed on the
types of malfunctions that mandate an abort. Assuming the crew
trains to a firmly established SOP, either crewmember may call
for an abort.
The PF normally commands and executes the takeoff abort for
directional control problems or catastrophic malfunctions.
Additionally, any indication of the following malfunctions prior to
V1 is cause for an abort:
engine failure
engine fire
Learjet 55
March 2002
Learjet 55
March 2002
2C-7
CAE SimuFlite
Monitor NDB audio output anytime the NDB is in use as the
NAVAID. Use the marker beacon audio as backup to visual
annunciation for marker passage confirmation.
In tuning the VHF radios for ATC communication, the PNF
places the newly assigned frequency in the head not in use
(i.e., preselected) at the time of receipt. After contact on the
new frequency, the PNF retains the previously assigned frequency for a reasonable time period.
Altitude Assignment
The PNF sets the assigned altitude in the altitude alerter and
points to the alerter while orally repeating the altitude. The PNF
continues to point to the altitude alerter until the PF confirms
the altitude assignment and alerter setting.
Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each
flight to address potential problems, weather delays, safety
considerations, and operational issues. Pre-departure briefings
should include all crewmembers to enhance team-building and
set the tone for the flight. The briefing may be formal or informal, but should include some standard items. The acronym
AWARE works well to ensure no points are missed. This is also
an opportunity to brief any takeoff or departure deviations from
the SOP due to weather or runway conditions.
NOTE: The acronym AWARE stands for the following.
Aircraft status
Weather
Airport information
Route of flight
Extra
2C-8
Learjet 55
March 2002
Advising of Aircraft
Configuration Change
If the PF is about to make an aircraft control or configuration
change, he alerts the PNF to the forthcoming change (e.g.,
gear, speedbrake, and flap selections). If time permits, he also
announces any abrupt flight path changes so there is always
mutual understanding of the intended flight path.
Time permitting, a PA announcement to the passengers precedes maneuvers involving unusual deck or roll angles.
Learjet 55
March 2002
2C-9
CAE SimuFlite
2C-10
Learjet 55
March 2002
PNF
Takeoff Briefing
ACTION Brief the following:
initial heading/
course
initial altitude
airspeed limit
(if applicable)
clearance limit
emergency return
plan
SOP deviations.
Consider the following:
impaired runway
conditions
weather
obstacle clearance
SIDS.
Cleared for Takeoff
CALL Takeoff checklist.
ACTION Complete Takeoff
checklist.
CALL Takeoff checklist
complete.
Learjet 55
March 2002
2C-11
CAE SimuFlite
Takeoff Roll
PF
PNF
2C-12
Learjet 55
March 2002
Climb
PF
PNF
Learjet 55
March 2002
2C-13
CAE SimuFlite
Climb (continued)
PF
PNF
At VENR (Minimum)
CALL Climb power.
CALL Climb power set.
At 1,500 Ft (Minimum) Above Airport Surface and Workload
Permitting
CALL After Takeoff
checklist.
At Transition Altitude
CALL 29.92 set.
Climb checklist.
(altitude) for
(altitude).
(e.g., 9,000 for
10,000.)
CALL
(altitude) for
(altitude).
(e.g., 9,000 for
10,000.)
2C-14
Learjet 55
March 2002
Cruise
PF
PNF
Learjet 55
March 2002
2C-15
CAE SimuFlite
Descent
PF
PNF
(altitude) for
(altitude).
(e.g., 10,000 for
9,000.)
CALL
(altitude) for
(altitude).
(e.g., 10,000 for
9,000.)
At Transition Level
CALL Altimeter set
Transition Level
checklist.
2C-16
Learjet 55
March 2002
Descent (continued)
PF
PNF
REVIEW
Review the following:
approach to be executed
field elevation
appropriate minimum sector altitude(s)
inbound leg to FAF, procedure turn direction and altitude
final approach course heading and intercept altitude
timing required
DA/MDA
MAP (non-precision)
VDP
special procedures (DME step-down, arc, etc.)
type of approach lights in use (and radio keying
procedures, if required)
missed approach procedures
runway information conditions
2C-17
CAE SimuFlite
Precision Approach
PF
PNF
CALL Localizer/course
alive.
2C-18
Learjet 55
March 2002
PNF
Learjet 55
March 2002
2C-19
CAE SimuFlite
Precision Approach (continued)
PF
PNF
At FAF
CALL Outer marker. or
Final fix.
ACTION
Start timing.
Visually crosscheck
that both altimeters
agree with crossing
altitude.
Set missed
approach altitude in
altitude alerter.
Check PF and PNF
instruments.
Call FAF inbound.
CALL Outer marker. or
Final fix.
Altitude checks.
2C-20
Learjet 55
March 2002
PNF
Learjet 55
March 2002
2C-21
CAE SimuFlite
Precision Approach (continued)
PF
PNF
2C-22
Learjet 55
March 2002
PNF
At DA(H)
CALL Minimums. Missed
approach.
CALL Missed approach.
ACTION Apply power firmly
and positively.
Activate go-around
mode and initially
rotate the nose to
the flight director
go-around attitude.
CALL Flaps 8.
Learjet 55
March 2002
2C-23
CAE SimuFlite
Precision Approach Deviations
PF
PNF
2C-24
Learjet 55
March 2002
Non-Precision Approach
PF
PNF
CALL Localizer/course
alive.
Learjet 55
March 2002
CALL Localizer/course
captured.
2C-25
CAE SimuFlite
Non-Precision Approach (continued)
PF
PNF
Prior to FAF
CALL
(number)
miles/minutes from
FAF.
CALL Gear DOWN.
Before Landing
checklist.
2C-26
Learjet 55
March 2002
PNF
At FAF
CALL Outer marker. or
Final fix.
Learjet 55
March 2002
2C-27
CAE SimuFlite
Non-Precision Approach (continued)
PF
PNF
Learjet 55
March 2002
PNF
Learjet 55
March 2002
2C-29
CAE SimuFlite
Non-Precision Missed Approach
PF
PNF
At MAP
CALL Missed approach
point. Missed
approach.
CALL Missed approach.
ACTION Apply power firmly
and positively.
Activate go-around
mode and initially
rotate the nose to the
flight director goaround attitude.
CALL Flaps 8.
2C-30
Learjet 55
March 2002
PNF
Learjet 55
March 2002
2C-31
CAE SimuFlite
Non-Precision Approach Deviations
PF
PNF
2C-32
Learjet 55
March 2002
PNF
Learjet 55
March 2002
2C-33
CAE SimuFlite
Visual Traffic Patterns (continued)
PF
PNF
2C-34
Learjet 55
March 2002
Landing
PF
PNF
2C-35
CAE SimuFlite
Landing (continued)
PF
PNF
2C-36
Learjet 55
March 2002
Maneuvers
Table of Contents
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-3
Rejected Takeoff
. . . . . . . . . . . . . . . . . . . . . . 2D-5
. . . . . . . . . . . . . . . . . . . . . 2D-9
. . . . . . . . . . . . . . . . . . . . . . . . 2D-11
. . 2D-15
Learjet 55
September 2003
2D-1
CAE SimuFlite
2D-2
Learjet 55
September 2003
Maneuvers
Takeoff
NON-ROLLING TAKEOFF
HOLD BRAKES
SET T/O POWER
RELEASE BRAKES
WMS HOLD
AIRSPEED INDICATION *
AIRSPEED ALIVE CALL
WMS SWITCH RELEASE
80 KNOT CROSSCHECK
AT V1
V1 CALL
ROLLING T/O
SET T/O POWER
BY 60 KIAS
6 AT VR
VR CALL "ROTATE"
ROTATE TO 9 PITCH ATTITUDE
*NOTE: The more comfortable "Rolling Takeoff"
may be accomplished when actual runway
length is at least 10% longer than computed
takeoff distance and obstacle clearance
is not a factor.
Learjet 55
September 2003
2D-3
CAE SimuFlite
2D-4
Learjet 55
September 2003
Maneuvers
Rejected Takeoff
TAKEOFF INITIATED
3 PRIOR TO V1
DECISION TO REJECT
CALL "ABORT, ABORT, ABORT"
THRUST LEVERS IDLE
WHEEL BRAKES APPLY
SPOILERS EXTEND
CONTROL COLUMN PULL AFT
DRAG CHUTE OR THRUST REVERSERS AS REQUIRED
ATC NOTIFY
80 KTS CROSSCHECK
4 BE PREPARED TO
ACCOMPLISH EMERGENCY EVACUATION, IF REQUIRED
CLEAR THE RUNWAY, IF POSSIBLE
Learjet 55
September 2003
2D-5
CAE SimuFlite
2D-6
Learjet 55
September 2003
Maneuvers
1500 FT AGL
ACCELERATE TO V2 + 30
FLAPS RETRACT
ACCELERATE TO VENR
FAILED ENGINE IDENTIFY
ENGINE FAILURE CHECKLIST COMPLETE
CALL ATC
80 KT CROSSCHECK
4
V1 DECISION SPEED
ENGINE FAILURE RECOGNIZED
5
ACCELERATE TO VR
ROTATE TO 9 PITCH ATTITUDE
CLIMB AT V2
2 ROLLING TAKEOFF
T/O POWER SET BY 60 KIAS
7
Learjet 55
September 2003
2D-7
CAE SimuFlite
2D-8
Learjet 55
September 2003
Maneuvers
Approach to Stalls
2
Learjet 55
September 2003
2D-9
CAE SimuFlite
2D-10
Learjet 55
September 2003
Maneuvers
Steep Turns
CLEAN CONFIGURATION
AIRSPEED 250 KIAS
WINGS LEVEL AT ASSIGNED ALTITUDE
AND HEADING
Learjet 55
September 2003
ALTITUDE MAINTAIN
250 KIAS MAINTAIN
45 BANK MAINTAIN
2D-11
CAE SimuFlite
2D-12
Learjet 55
September 2003
Maneuvers
Learjet 55
September 2003
2D-13
CAE SimuFlite
2D-14
Learjet 55
September 2003
Maneuvers
IAF OUTBOUND
TIMING START
FLAPS 8
AIRSPEED VREF + 30 MIN
2A RADAR VECTORS
FLAPS 8
AIRSPEED VREF + 30
5M MISSED APPROACH
T/O POWER APPLY
ATTITUDE INITIALLY ROTATE TO 9 PITCH
FLAPS 8
PROCEDURE TURN
FLAPS 20
AIRSPEED VREF + 20
4
Learjet 55
September 2003
5 THRESHOLD/50 FT AGL
AIRSPEED VREF + 10 MINIMUM
INBOUND TO FAF
FLAPS 40 (IF DESIRED)
FLAPS 20
GEAR DOWN
AIRSPEED VREF + 20
BEFORE LANDING CHECKLIST COMPLETE
AT FAF
FLAPS 20
TIMING START
AIRSPEED VTGT
TOUCHDOWN
AIRSPEED VREF + 10
SPOILERS EXTEND
DRAG CHUTE OR THRUST REVERSERS AS REQUIRED
BRAKES APPLY
8M ADVISE ATC
7M AT 1500 FT/CLEAR OF OBSTACLES
AIRSPEED VREF + 30
FLAPS UP
2D-15
CAE SimuFlite
2D-16
Learjet 55
September 2003
Maneuvers
Single Engine
Precision Approach/Missed Approach
and Landing
1A RADAR VECTORS
FLAPS UP
APPROACH CHECKLIST COMPLETE
INTERNAL A/S BUG SET TO VREF
REMAINING BUGS SET TO VTGT/VAC/VREF + 40
AIRSPEED REDUCE TO VREF + 40 MINIMUM
IAF OUTBOUND
TIMING START
FLAPS 8
AIRSPEED VREF + 30 MIN
2A RADAR VECTORS
FLAPS 8
AIRSPEED VREF + 30
5M MISSED APPROACH
T/O POWER APPLY
ATTITUDE INITIALLY ROTATE TO 9 PITCH
FLAPS 8
PROCEDURE TURN
FLAPS 20
AIRSPEED VREF + 20
4
Learjet 55
September 2003
5 THRESHOLD/50 FT AGL
AIRSPEED VREF + WIND FACTOR
1 DOT BELOW G/S
GEAR EXTEND
FLAPS 40 AT G/S INTERCEPT
BEFORE LANDING CHECKLIST COMPLETE
DESCENT BEGIN
AIRSPEED VTGT
6
AT FINAL APPROACH FIX
TIMING START
TOUCHDOWN
AIRSPEED VREF + WIND FACTOR
SPOILERS EXTEND
DRAG CHUTE OR THRUST REVERSERS AS REQUIRED
BRAKES APPLY
8M ADVISE ATC
7M AT 1500 FT/CLEAR OF OBSTACLES
AIRSPEED VREF + 30
FLAPS UP
2D-17
CAE SimuFlite
2D-18
Learjet 55
September 2003
Maneuvers
IAF OUTBOUND
TIMING START
FLAPS 8
AIRSPEED VREF + 30 MIN
2A RADAR VECTORS
FLAPS 8
AIRSPEED VREF + 30
5M MISSED APPROACH
T/O POWER APPLY
ATTITUDE INITIALLY ROTATE TO 9 PITCH
FLAPS 8
PROCEDURE TURN
FLAPS 20
AIRSPEED VREF + 20
4
Learjet 55
September 2003
5 THRESHOLD/50 FT AGL
AIRSPEED VREF + WIND FACTOR
INBOUND TO FAF
FLAPS 20
GEAR DOWN
AIRSPEED VREF + 20
BEFORE LANDING CHECKLIST COMPLETE
AT FAF
6
FLAPS 40
TIMING START
AIRSPEED VTGT
TOUCHDOWN
AIRSPEED VREF + WIND FACTOR
SPOILERS EXTEND
DRAG CHUTE OR THRUST REVERSERS AS REQUIRED
BRAKES APPLY
8M ADVISE ATC
7M AT 1500 FT/CLEAR OF OBSTACLES
AIRSPEED VREF + 30
FLAPS UP
2D-19
CAE SimuFlite
2D-20
Learjet 55
September 2003
Maneuvers
Single Engine
Non-Precision Approach/Missed Approach
and Landing
1A RADAR VECTORS
FLAPS UP
APPROACH CHECKLIST COMPLETE
INTERNAL A/S BUG SET TO VREF
REMAINING BUGS SET TO VTGT/VAC/VREF + 40
AIRSPEED VREF + 40 MINIMUM
IAF OUTBOUND
TIMING START
FLAPS 8
AIRSPEED VREF + 30 MIN
2A RADAR VECTORS
FLAPS 8
AIRSPEED VREF + 30
5M MISSED APPROACH
T/O POWER APPLY
ATTITUDE INITIALLY ROTATE TO 9 PITCH
FLAPS 8
PROCEDURE TURN
FLAPS 20
AIRSPEED VREF + 20
4
Learjet 55
September 2003
5 THRESHOLD/50 FT AGL
AIRSPEED VREF + 10 MINIMUM
INBOUND TO FAF
FLAPS 40 (IF DESIRED)
FLAPS 20
GEAR DOWN
AIRSPEED VREF + 20
BEFORE LANDING CHECKLIST COMPLETE
AT FAF
FLAPS 20
TIMING START
AIRSPEED VTGT
TOUCHDOWN
AIRSPEED VREF + 10
SPOILERS EXTEND
DRAG CHUTE OR THRUST REVERSERS AS REQUIRED
BRAKES APPLY
8M ADVISE ATC
7M AT 1500 FT/CLEAR OF OBSTACLES
AIRSPEED VREF + 30
FLAPS UP
2D-21
CAE SimuFlite
2D-22
Learjet 55
September 2003
Maneuvers
Circling Approach
1
FLY 90 TO RUNWAY
START TIME OVER RUNWAY
AFTER 15 SECONDS
TURN TO DOWNWIND
FOR GO AROUND
FLY DOWN RUNWAY
AT RUNWAY END
30 BANKED TURN TO DOWNWIND
45
15 SEC
4
30 BANK
30
SE
2
NOTES
BASED ON 30 BANK TURNS
USE CATEGORY D MINIMUMS
300 FT OBSTACLE CLEARANCE PROVIDED AT
CATEGORY D CIRCLING MINIMUMS (MDA)
TO 2.3 NM FROM ANY RUNWAY.
RECOMMENDATIONS
FLAPS 40
GEAR DOWN
AIRSPEED VREF + 10 + WIND FACTOR MINIMUM
(MAINTAIN CONSTANT SPEED FOR TIMING)
F/D ALTITUDE HOLD SELECT
F/D HEADING SELECT
SLIGHT ADJUSTMENTS TO TIME MAY BE USED TO
ADJUST FOR HEADWINDS OR TAILWINDS.
IF SIGHT OF RUNWAY IS LOST
CLIMBING TURN TOWARD RUNWAY, THEN
EXECUTE THE MISSED APPROACH PROCEDURE
FOR THE APPROACH FLOWN
Learjet 55
September 2003
ABEAM POINT
15 SEC
2D-23
CAE SimuFlite
2D-24
Learjet 55
September 2003
Maneuvers
BASE TURN
ALTITUDE DESCEND 500 TO 600 FPM
BASE LEG
1,500 FT AGL
BEFORE DESCENT
DESCENT CHECKLIST COMPLETE
INTERNAL A/S BUG SET TO VREF
REMAINING BUGS SET TO VTGT/VAC/VREF + 40
THRESHOLD/50 FT AGL
AIRSPEED VREF + WIND FACTOR
8 TOUCHDOWN
SPOILERS DEPLOY
BRAKES AS REQUIRED
REVERSE THRUST AS REQUIRED
6
LANDING ASSURED
FLAPS 40
AIRSPEED VTGT
7M MISSED APPROACH
T/O POWER APPLY
ATTITUDE ROTATE TO 9 PITCH
FLAPS 8
Learjet 55
September 2003
2D-25
CAE SimuFlite
2D-26
Learjet 55
September 2003
Maneuvers
No Flap
Visual Approach/Balked Landing
2
BASE LEG
1,500 FT AGL
DESCENT
THRESHOLD/50 FT AGL
AIRSPEED VREF + 20 + WIND FACTOR
YAW DAMPER OFF BEFORE LANDING
6 TOUCHDOWN
SPOILERS DEPLOY
BRAKES AS REQUIRED
DRAG CHUTE OR THRUST REVERSERS AS REQUIRED
7M ADVISE ATC
5M MISSED APPROACH
T/O POWER APPLY
ATTITUDE ROTATE TO 9 PITCH
Learjet 55
September 2003
2D-27
CAE SimuFlite
2D-28
Learjet 55
September 2003
Maneuvers
4 ADVISE ATC
1 MISSED APPROACH
AUTOPILOT DISENGAGE
T/O POWER APPLY
ATTITUDE ROTATE TO 9 PITCH
FLAPS 8
Learjet 55
September 2003
2D-29
CAE SimuFlite
2D-30
Learjet 55
September 2003
Maneuvers
Emergency Descent
2
TRANSPONDER 7700
PILOT AND COPILOT OXY-MIC
SWITCHES ON
NOTIFY ATC
CHECK CONDITION OF
PASSENGERS
NOTE:
THE DEPICTED TURN IS NOT
PART OF THE EMERGENCY DESCENT
4 TIME AND CIRCUMSTANCES PERMITTING
CONFIRM CHECKLIST ACCOMPLISHED
EXECUTE DESCENT/BEFORE LANDING CHECKLIST
CHECK MEA/MOCA
BLEED AIR SWITCHES NORMAL
Learjet 55
September 2003
2D-31
CAE SimuFlite
2D-32
Learjet 55
September 2003
Limitations
Table of Contents
General Limitations
. . . . . . . . . . . . . . . . . . . . 3-3
. . . . . . . . . . . . . . . . . . . . 3-3
. . . . . . . . . . . . . . . . . . . . . . . . 3-7
. . . . . . . . 3-11
. . . . . . . . . . . . . . . . . . . . . . . . 3-13
. . . . . . . . . 3-24
. . . . . . . . . . . . . . . . 3-27
. . . . . . . . . . . . . . . . . . . 3-29
. . . . . . . . . . . . . . 3-29
. . . . . . . . . . . . . . . . . . . . . . . 3-35
Learjet 55
March 2002
3-1
CAE SimuFlite
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . 3-45
Ice and Rain Protection System . . . . . . . . . . . . . . 3-46
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . 3-48
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . 3-50
Pneumatic System . . . . . . . . . . . . . . . . . . . . . 3-51
Powerplant
. . . . . . . . . . . . . . . . . . . . . . . . . 3-52
3-2
Learjet 55
March 2002
Limitations
General Limitations
Authorized Operations
VFR
IFR
Day
Night
Icing Conditions
Certification Status
FAR 25
Maneuvers
Learjet 55
March 2002
3-3
CAE SimuFlite
Noise Levels
The noise levels are in compliance with the requirements of
FAR 36, which are equal to or more severe than the requirements outlines in ICAO Annex 16. The noise levels established
in compliance with FAR 36 (Stage 3) are shown in Table 3-A.
These noise values are stated for reference conditions of standard atmospheric pressure as sea level, 77F (25C) ambient
temperature, 70% relative humidity, and zero wind.
Takeoff and sideline noise levels were obtained at the maximum takeoff weights listed in Table 3-A, V2 + 10 kts climb
speed, 20 flaps, anti-ice systems off, and all engine takeoff
with takeoff thrust setting. No thrust cutback was required for
compliance.
Landing approach noise levels were established on a 3 glideslope, gear down, maximum landing weights in Table 3-A,
approach speed of VREF + 10 kts, and 40 flaps. No special
noise abatement procedures were used.
No determination has been made by the FAA that the noise
levels in the AFM are or should be acceptable or unacceptable
for operation at, into, or out of any airport.
Smoking in Lavatory
3-4
Learjet 55
March 2002
Limitations
Model
Learjet 55
Learjet 55B
Learjet 55C
S/N 135 to
138
Learjet 55C
S/N 139,
139A, and
Subsequent
Condition
Sideline
19,500 lb
20,500 lb
21,000 lb
21,500 lb
Takeoff
19,500 lb
20,500 lb
21,000 lb
21,500 lb
Approach
17,000 lb
18,000 lb
(8,845
(9,299
(9,525
(9,752
kg)
kg)
kg)
kg)
90.0
90.8
90.7
90.7
94
94
94
94
(8,845
(9,299
(9,525
(9,752
kg)
kg)
kg)
kg)
84.2
85.2
85.5
86.3
89
89
89
89
(7,711 kg)
(8,165 kg)
90.6
91.0
98
98
90.7
94
86.3
89
91.0
98
(9,526 kg)
(9,752 kg)
91.0
90.9
94
94
(9,526 kg)
(9,752 kg)
86.2
86.7
89
89
(8,165 kg)
92.4
98
(9,526 kg)
(9,752 kg)
91.5
91.4
94
94
(9,526 kg)
(9,752 kg)
86.7
87.0
89
89
(8,165 kg)
92.4
98
Sideline
21,500 lb (9,752 kg)
Takeoff
21,500 lb (9,752 kg)
Approach
18,000 lb (8,165 kg)
Sideline
21,000 lb
21,500 lb
Takeoff
21,000 lb
21,500 lb
Approach
18,000 lb
Sideline
21,000 lb
21,500 lb
Takeoff
21,000 lb
21,500 lb
Approach
18,000 lb
3-5
CAE SimuFlite
3-6
Learjet 55
March 2002
Limitations
Operational Limitations
Altitude Limits
Maximum Pressure Altitude
Takeoff and Landing . . . . . . . . . . . . . . . . . 10,000 FT
. . . . . . . . . . . . . . . . . . . . . . . . 51,000 FT
Airstart Envelope
At least one inverter must be operating to energize oil pressure indicator. If oil pressure is not indicated within 10 seconds, abort start.
Learjet 55
March 2002
3-7
CAE SimuFlite
3-8
Learjet 55
September 2003
Limitations
Relight Envelope
Learjet 55/B/C
3-1
Learjet 55
September 2003
3-9
CAE SimuFlite
3-10
Learjet 55
March 2002
Limitations
Operation on wing fuel exposed to indicated RAM air temperatures below the freeze points shown in Table 3-B for 30
minutes or more may result in a reduction of usable fuel due
to fuel freezing.
Model
Fuel Type
Minimum RAT
Indicator Reading (C)
Jet-A
JP-5
Jet-A1
Jet-B
JP-4
-33
-39
-43
-43
-51
Jet-A
JP-5
Jet-A1
Jet-B
JP-4
-40
-46
-50
-50
-58
Learjet 55
March 2002
3-11
CAE SimuFlite
Ambient Temperature Limits
Learjet 55
3-2
3-12
Learjet 55
March 2002
Limitations
Speed Limits
All airspeed/mach limits are expressed in terms of indicated
values unless otherwise stated. Instrument error is assumed to
be zero.
3-3
Learjet 55
September 2003
3-13
CAE SimuFlite
VA, Maneuvering . . . . . . . . . . . . . . . 150 TO 235 KIAS
Refer to the appropriate Airspeed/Mach Limits chart in AFM
Section I to determine VA based on aircraft weight vs. altitude.
VFE, Maximum Flap Extended (Learjet 55/55B):
Flaps 8 and 20 . . . . . . . . . . . . . . . . . . 200 KIAS
Flaps 40
. . . . . . . . . . . . . . . . . . . . . . 150 KIAS
. . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Flaps 40
. . . . . . . . . . . . . . . . . . . . . . 150 KIAS
. . . . . . 200 KIAS
. . 104 KIAS
. . 99 KIAS
. . . . . . . . . . . 111 KIAS
3-14
Learjet 55
March 2002
Limitations
VMCG, Minimum Control Ground (Learjet 55C):
APR Not Operating
. . . . . . . . . . . . . . . . . 94 KIAS
. . . . . . . . . . . . . 350 KIAS
. . . . . . . . . . . . . . . . . . 0.81 MI
. . . . . . . . . 0.81 TO 0.79 MI
Learjet 55
March 2002
3-15
CAE SimuFlite
WARNING: Do not extend the spoilers or operate with
spoilers deployed at speeds above VMO/MMO because
of significant nose-down pitching moment associated
with spoiler deployment.
VR, Rotation
Refer to the appropriate Rotation Speed (VR) chart (Learjet
55/55B) or Uncorrected Takeoff Speeds table (Learjet 55C)
in AFM Section V.
3-16
Learjet 55
September 2003
Limitations
3-4
Learjet 55
September 2003
3-17
CAE SimuFlite
Takeoff Power Setting
Nacelle HT Only; Aeronca Thrust Reverser Nozzle
3-5
3-18
Learjet 55
September 2003
Limitations
3-6
Learjet 55
September 2003
3-19
CAE SimuFlite
Approach . . . . . . . . . . . . OBSERVE CAUTION BELOW
. . . . . . . . . . . . . . . . . . . . . . . 45 KTS
3-20
Learjet 55
March 2002
Limitations
Weight Limits
Maximum Ramp Weight
Learjet 55 . . . . . . . . . . . . . . 19,750 LBS (8,958 KG)
Learjet 55 with ECR 2173
Learjet 55
March 2002
3-21
CAE SimuFlite
3-22
Learjet 55
March 2002
Limitations
All weights in excess of maximum zero fuel weight must consist of fuel.
Center of Gravity
The center of gravity of the aircraft for all flight and ground
conditions must be maintained within the applicable Centerof-Gravity Envelope in AFM Section I.
Load Limits
Flaps Up . . . . . . . . . . . . . . . . . . . . . +3.0 TO -1.0 G
Flaps Down . . . . . . . . . . . . . . . . . . . . +2.0 TO 0.0 G
Learjet 55
March 2002
3-23
CAE SimuFlite
Takeoff and Landing Operational Limits
Cabin Pressurization
. . . . . . . . . . . . . . . . . . . . 25 KTS
Tailwind Component
Tailwind (maximum) . . . . . . . . . . . . . . . . . . . 10 KTS
Engine Synchronizer
Fuel Computers
Fuel Load
The wings must be balanced within 200 lbs prior to takeoff and
at landing.
3-24
. . . . . . . . . . . . . . . . . . . . . . . . 10,000 FT
Learjet 55
March 2002
Limitations
Runway Water/Slush Accumulation
Accumulation . . . . . . . . . . . . . . . . . 3/4 INCH (19 MM)
Systems Checks
Learjet 55
March 2002
3-25
CAE SimuFlite
stall warning system
third attitude gyro (Learjet 55)
APR system (if system is to be armed)
autospoilers (if system is to be armed).
Maximum Certified
Takeoff Weight . . . . . . . . . . . . . 21,000 LBS (9,525 KG)
The center of gravity of the aircraft for all flight and ground
conditions must be maintained within the center of gravity
envelope for aircraft certified for 21,000 lbs takeoff weight
defined in the basic FAA-approved AFM.
Trim
Yaw Dampers
3-26
Learjet 55
March 2002
Limitations
The wings must be balanced within 500 lbs in flight, and within 200 lbs for takeoff and landing.
. . . . . . . . . . . . . . . . . . . . . . . . 51,000 FT
Yaw Dampers
Learjet 55
March 2002
3-27
CAE SimuFlite
3-28
Learjet 55
March 2002
Limitations
Systems Limitations
Avionics and Communications
AHS Alignment (Learjet 55B/C)
Do not move the aircraft during AHS alignment, AHS alignment is indicated by the lack of attitude display, a red HDG
flag, and compass card rotation.
Do not use autopilot in any axis that fails the autopilot monitor check. For autopilot use with a failed axis, pull the failed
axis DC CB (AFCS PITCH or AFCS ROLL).
Learjet 55
March 2002
3-29
CAE SimuFlite
Collins APS-85 Autopilot/Flight Guidance System
(Learjet 55B/C)
The Collins APS-85 Pilots Guide (No. 523-07746445001117, dated 7/7/86 or later revision) must be immediately
available to the flight crew.
Do not use autopilot pitch and roll axes for takeoff or landing.
On Learjet 55B, autopilot/flight director localizer or backcourse localizer intercept angle must be limited to 45 or less.
3-30
Learjet 55
March 2002
Limitations
Electronic Flight Instrument System (EFIS)
(Learjet 55B/C)
Do not predicate aircraft performance, navigation, and operation on the multifunction display (MFD) as a source for
required performance, navigation, and operational data.
Learjet 55
March 2002
3-31
CAE SimuFlite
No more than one nose equipment fan (DPU and MPU) and
one flight display fan (EFD and MFD) may be inoperative for
takeoff. On Learjet 55C, the inoperative fan(s) must be
repaired within 25 flight hours.
Do not use autopilot pitch and roll axes for takeoff or landing.
Do not use autopilot in any axis that fails the autopilot monitor check. If autopilot use with a failed axis is intended, pull
the failed DC CB (AFCS PITCH or AFCS ROLL).
3-32
Learjet 55
March 2002
Limitations
Drag Chute
Learjet 55
March 2002
3-33
CAE SimuFlite
Electrical and Lighting
Battery Overheat
CAUTION: On aircraft with ni-cad batteries, do not dispatch if the red BAT 140 or BAT 160 annunciators illuminate
at any time prior to takeoff, including engine start. Check the
batteries as specified per the Learjet Maintenance Manual.
On aircraft with lead acid batteries, do not attempt a battery start with less than 24V DC on each battery at 70F
(21C) or below, or less than 25V DC on each battery at
110F (43C) or above. Interpolate for temperatures between
70F (21C) and 110F (43C).
Generator Limits
GPU Limits
3-34
Learjet 55
March 2002
Limitations
Flight Controls
NOTE: Refer to Learjet Maintenance Manual or SimuFlite
Technical Manual for AAK/AMK definitions.
Autospoilers
Spoilerons
Learjet 55
March 2002
3-35
CAE SimuFlite
Model
Learjet 55B
Learjet 55C
Spoilers
3-36
Learjet 55
March 2002
Limitations
Do not extend spoilers or operate with spoilers deployed
at speeds above VMO/MMO.
During landing, a time delay in the spoiler circuit causes
increased spoiler extension times. For a normal landing
(spoilerons operative with flaps below 25), full spoiler
extension requires approximately five seconds. If the
spoilers are inoperative (AUG AIL annunciator illuminated)
or the SPOILERON CB is open, spoiler extension requires
approximately 11 seconds. To account for the increased
spoiler deployment times, apply the following corrections
to the distance obtained from the Actual Landing Distance
chart in AFM Section V.
Normal Landing
Spoilerons Inoperative
Landing . . . . . . . . . . . MULTIPLY DISTANCE BY 1.15
Learjet 55
March 2002
3-37
CAE SimuFlite
Stall Warning
WARNING: If, during flight, the shaker is not accompanied by the nudger (nudger monitor horn sounds), do
not decelerate further.
3-38
Learjet 55
March 2002
Limitations
Trim
Learjet 55
March 2002
3-39
CAE SimuFlite
Yaw Damper
On Learjet 55/55B, one yaw damper must be on and operative for all flight conditions except takeoff and for trimming
rudder. For trimming rudder, disengage yaw damper, accomplish rudder trim, then re-engage yaw damper.
3-40
Learjet 55
March 2002
Limitations
Fuel System
Altitude Restriction
When using any Jet B or JP-4 fuel in the fuel mixture, the initial operating altitude is limited to 33,000 ft. After cruise at
33,000 ft for 20 minutes, climb to any altitude up to 51,000 ft
is permitted.
Anti-Icing Additive
On aircraft without fuel heaters, anti-icing additive conforming to MIL-I-276686 (or MIL-I-85470 on Learjet 55/55C)
is required. The additive concentration by volume must be a
minimum of 0.06% and a maximum of 0.15%. Refer to AFM
Addendum I, Fuel Servicing.
CAUTION: On aircraft with fuel heaters, lack of antiicing additive may cause fuel filter icing and subsequent
engine flameout.
Approved Fuels
Learjet 55
March 2002
3-41
CAE SimuFlite
Jet-A
(EMS 53111, Kerosene)
Jet-A1
(EMS 53112, Kerosene)
Learjet 55
March 2002
Limitations
Aviation Gasoline
Biocide Additive
Adjust the engine electronic fuel computer to the recommended specific gravity position for the type of fuel in use.
Refer to AFM Addendum I, Fuel Servicing, for recommended
specific gravity settings and adjustment procedures.
NOTE: Due to fuel computer accessibility, fuel computer
specific gravity adjustment is not considered a normal
pilot function.
CAUTION: Engine surge may occur if the recommended specific gravity adjustment is not adhered to for
the type of fuel in use. If surge is encountered, refer to
the Engine Maintenance Manual.
Fuel Load/Balance
Do not take off or land with wing fuel imbalance greater than
200 lbs.
Learjet 55
March 2002
3-43
CAE SimuFlite
Fuel Temperature JP-4, Jet B, or Equivalent Fuels
On aircraft with fuel heaters, do not takeoff with fuel temperature below -65F (-54C).
Lateral Imbalance
CAUTION: Do not crossflow with main jet pump(s) inoperative; engine starvation may occur as fuel is pumped
through the open crossflow valve into the opposite wing.
Unusable Fuel
The fuel remaining in the fuel tanks when the fuel quantity
indicator reads zero is not usable in flight.
3-44
Learjet 55
March 2002
Limitations
Hydraulic System
Approved Fluid
Learjet 55
March 2002
3-45
CAE SimuFlite
Ice and Rain Protection System
Anti-Ice Operation (Learjet 55)
3-46
March 2002
Limitations
Nacelle Heat
Stall Warning
See Systems Limitations, Flight Controls section.
Learjet 55
March 2002
3-47
CAE SimuFlite
Landing Gear
Anti-Skid
Before taxi and with the anti-skid switch on, check that the
anti-skid generator lights are extinguished. If a light is illuminated, assume the anti-skid system is inoperative. Leave the
switch on, and limit the takeoff weight to 18,500 lbs. Refer to
AFM Section V for increased takeoff distance.
NOTE: If, during approach, one or more anti-skid lights
remain illuminated after lowering the landing gear, set
the ANTI-SKID switch to OFF then ON to clear the system. If the light(s) remain illuminated, assume the antiskid system is inoperative; leave the switch on and refer
to AFM Section V for the increased landing distance.
3-48
Learjet 55
March 2002
Limitations
Main Tire Limiting Ground Speed
Maximum Ground Speed
. . . . . . . . . . . . . . . 182 KTS
Nosewheel Steering
Maximum Ground Speed . . . . . . . . . . . . . . . . 45 KTS
Maximum Ground Speed With Two of Three
ANTI-SKID GEN Lights Illuminated (Left Inboard,
Right Inboard, and Right Outboard) . . . . . . . . . . 10 KTS
CAUTION: During moderate to heavy braking action on
patchy snow or ice, avoid the use of nosewheel steering
above 10 kts.
3-49
CAE SimuFlite
Oxygen System
The following certification requirements are in addition to the
requirements of applicable operating rules. Observe the most
restrictive of the two requirements (certification or operating).
Crew and passenger oxygen masks are not approved for use
above 40,000 ft cabin altitude.
3-50
Learjet 55
March 2002
Limitations
Pneumatic System
Anti-Skid
Cabin Pressurization
The Freon cooling system must be off for takeoff and landing
or the Cabin Temp Control knob must be MANUAL and
FULL COLD.
Learjet 55
March 2002
3-51
CAE SimuFlite
Powerplant
Approved Oils
Oils conforming to Garrett Turbine Engine Company specification EMS 53110, Type II are approved. Specifically, these
are:
Aeroshell/Royco Turbine Oil 500 and 560
Castrol 5000
Exxon (Enco/Esso) Turbo Oil 2380
Mobil Jet Oil II and 254.
3-52
Learjet 55
March 2002
Limitations
Learjet 55
September 2003
3-53
CAE SimuFlite
Turbine Temperature Limits
Aircraft without APR System (TFE 731-3A Engine)
Start If ITT limit is exceeded, abort start and refer to Engine Light Maintenance
Manual for corrective action.
Takeoff If takeoff ITT limit is exceeded, reduce power to within limits and record both
temperature and duration in excess of limit in engine log. An ITT overshoot resulting
from takeoff power not exceeding the takeoff transient limit is allowable and does not
require an engine log entry.
If takeoff transient ITT limit is exceeded, reduce power to within takeoff limits and make
an electronic fuel computer N1 adjustment before next flight.
If 939C is exceeded for more than 10 seconds or 977C is attained or exceeded, refer
to Engine Light Maintenance Manual for corrective action.
Maximum Continuous The maximum continuous limit is 885C; however, for
greatest engine life, it is recommended that, under normal conditions, engine power be
reduced to an ITT of 865C or less after 30 minutes of maximum continuous operation.
3-7
3-54
Learjet 55
September 2003
Limitations
Start If ITT limit is exceeded, abort start and refer to Engine Light Maintenance
Manual for corrective action.
Takeoff Takeoff ITT exceeding the normal takeoff ITT limit is permitted. Refer to APR
Engine Cycles.
If the APR-ON takeoff ITT limit is exceeded, reduce power to within limits and record
both temperature and duration in excess of limit in engine log. Except as noted in APR
Engine Cycles, an ITT overshoot resulting from takeoff power not exceeding the takeoff transient limit is allowable and does not require an engine log entry.
If takeoff transient ITT limit is exceeded, reduce power to within takeoff limits and make
an electronic fuel computer N1 adjustment before next flight.
If 939C is exceeded for more than 10 seconds or 977C is attained or exceeded, refer
to Engine Light Maintenance Manual for corrective action.
Maximum Continuous The maximum continuous limit is 885C; however, for
greatest engine life, it is recommended that, under normal conditions, engine power be
reduced to an ITT of 865C or less after 30 minutes of maximum continuous operation.
3-8
Learjet 55
September 2003
3-55
CAE SimuFlite
Engine Speed Limits
Condition
TFE731-3A
(Without APR)
TFE731-3AR
(With APR)
Overspeed1
105% N1 or N2
105% N1 or N2
5 Seconds
103 to 105% N1
or N2
103 to 105% N1
or N2
1 Minute
101.5 to 103% N1
100 to 103% N2
101.5 to 103% N1
101 to 103% N2
Transient2
Takeoff3
Max Continuous3
If limit is exceeded, reduce power to within limits and make necessary fuel control
adjustment prior to next flight.
Power settings above performance chart values may exceed engine rated thrust.
Engine Synchronizer
3-56
Learjet 55
March 2002
Limitations
Fuel Computers
Learjet 55
March 2002
3-57
CAE SimuFlite
Hydraulic System Pressure at Engine Shutdown
Learjet 55/55B
CAUTION: At engine shutdown, failure to bleed hydraulic pressure from system before selecting battery
switches OFF could result in nose gear retraction if the
landing gear selector valve malfunctions.
3-58
Learjet 55
March 2002
Limitations
Preheating
When the aircraft has been cold-soaked at ambient temperatures below -13F (-25C), operate the engines a minimum
of three minutes to bring the hydraulic system up to normal
operating temperature.
NOTE: Exceeding idle power with oil temperature below
30C (86F) is not recommended. However, if ambient
temperature prevents attainment of 30C (86F), idle
power may be exceeded as required to further warm the
oil to normal operating limits prior to takeoff. On shutdown
for Learjet 55B/C, idle engine for two minutes prior to
thrust lever cutoff.
SPR
Start Cycles
Cooling Period
One Minute
One Minute
15 Minutes
One Minute
One Minute
One Hour
3-59
CAE SimuFlite
Thrust Reversers
3-60
Learjet 55
March 2002
Systems
Table of Contents
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-1
Electrical Systems
. . . . . . . . . . . . . . . . . . . . . 4B-1
Environmental Systems
. . . . . . . . . . . . . . . . . . 4C-1
. . . . . . . . . . . . . . . . . . . . . . . 4E-1
. . . . . . . . . . . . . . . . . . 4H-1
. . . . . . . . . . . . . . . . . . . . . . . . . 4K-1
Learjet 55
March 2002
4-1
CAE SimuFlite
4-2
Learjet 55
March 2002
Avionics
Pitot/Static System
Learjet 55B/C (S/N 55-127 to 55-147)
SECONDARY
AIR DATA
COMPUTER
STANDBY
ALTIMETER
PRIMARY AIR
DATA
COMPUTER
STANDBY
MACH/
AIRSPEED
INDICATOR
PITOT
PITOT
STATIC 1
STATIC 1
STATIC 2
SHUTOFF VALVES
SHUTOFF VALVES
PILOT'S
PITOT/STATIC
TUBE
STATIC 2
COPILOT'S
PITOT/STATIC
TUBE
PITOT/STATIC
DRAIN VALVES
PITOT/STATIC
DRAIN VALVES
PILOT'S PITOT
COPILOT'S PITOT
PILOT'S STATIC
COPILOT'S STATIC
Learjet 55
March 2002
4A-1
CAE SimuFlite
Pitot/Static System
Learjet 55 (S/N 55-003 to 55-126)
LANDING
GEAR
AURAL
WARNING
OPTIONAL
EQUIPMENT
AIR DATA
SENSOR
MACH
SWITCH
ALTITUDE
CONTROL
PITOT
STATIC 1
STATIC 2
VERTICAL SPEED
INDICATOR
VERTICAL SPEED
INDICATOR
ALTIMETER
ALTIMETER
MACH/AIRSPEED
INDICATOR
(ALTITUDE/
OVERSPEED
SWITCHES)
MACH/AIRSPEED
INDICATOR
(ALTITUDE/
OVERSPEED
SWITCHES)
SHUTOFF VALVES
SHUTOFF VALVES
PILOT'S
PITOT/STATIC
TUBE
PITOT
STATIC 1
STATIC 2
COPILOT'S
PITOT/STATIC
TUBE
PITOT/STATIC
DRAIN VALVES
PITOT/STATIC
DRAIN VALVES
PILOT'S PITOT
COPILOT'S PITOT
PILOT'S STATIC
COPILOT'S STATIC
4A-2
Learjet 55
March 2002
Avionics
Avionics
This chapter provides a brief overview of the following:
communication equipment
navigation equipment
Besides these specific areas, this chapter includes instrumentation not addressed in other chapters.
Depending on customer preference, modifications, and system
upgrades, avionics systems vary widely. This chapter provides
a brief overview of the most common equipment.
For a complete description and operating procedures for avionics systems in the Learjet 55, refer to the applicable Aircraft
Flight Manual supplements and avionics equipment pilots
guides.
pitot/static system
altimeters
airspeed indicators
airspeed warning
Learjet 55
March 2002
4A-3
CAE SimuFlite
Pitot/Static System
The pitot/static system provides ram air pressure and static pressure data from a combined pitot/static tube on either side of the
aircraft nose. Each tube has a single pitot opening and two static openings with electrically-powered heating elements that prevent ice formation.
Two solenoid-operated shutoff valves for each side of the static
system isolate the left or right pitot/static tube static ports from its
opposite. The three position (L/BOTH/R) STATIC SOURCE switch
on the pilots or center panel uses 28V DC from the STATIC SEL
CB to control the valves electrically. In the BOTH position all four
valves open; R position closes static shutoff valves on the left side
and L position closes valves on the right side.
On S/N 003 through 126, the left pitot/static tube provides ram
air pressure to the pilots mach/airspeed indicator (altitude/overspeed switch). The left pitot/static tube also provides static air
pressure to the pilots Mach/airspeed indicator, altimeter, and
vertical speed indicator (VSI).
The right pitot/static tube provides ram air pressure to the copilots Mach/airspeed indicator (altitude/overspeed switch), the
Mach switch, landing gear aural warning system, and the air data
sensor. The right pitot/static tube also provides static pressure to
the copilots Mach/airspeed indicator, altimeter, vertical speed
indicator (VSI), and the altitude control system, landing gear
aural warning system, and the air data sensor.
On S/N 127 through 147, the left pitot/static tube provides ram air
pressure to the primary air data computer (ADC). The right
pitot/static tube provides ram air pressure to the standby Mach/airspeed indicator and secondary ADC. The forward static port on
the left pitot/static tube and aft static port on the right pitot/static
tube provides static pressure to the primary ADC. The forward static port on the right pitot/static tube and the aft port on the left
pitot/static tube provides static pressure to the standby Mach/airspeed indicator, the standby altimeter and secondary ADC.
4A-4
Learjet 55
September 2003
Avionics
Altimeters
Various types of altimeters are on the Learjet 55. Typical units
include:
radio/barometric (RADBAR)
barometric
ADC-driven.
RADBAR altimeters combine a radio altimeter (RAD) and a barometric (BAR) altimeter in a single unit. A moving pointer and a
drum counter display barometric altitude from -1,000 to +50,000
ft. The pointer makes a complete revolution of the dial every 1,000
ft. The drums display altitude in ten-thousands, thousands, and
hundreds of feet. A separate three-digit, incandescent display
shows radio altitude from 0 to 990 ft; above 990 ft the display
blanks. The display receives radio altitude information through a
radio altimeter converter from the radio altimeter system.
ADC-driven altimeters use electrical signals from an air data
computer to display aircraft altitude with a pointer and a drum
display. The pointer makes one revolution every one thousand
feet. The drum display shows altitude in ten-thousands, thousands, and hundreds of feet.
All altimeters contain provisions for adjusting the unit to local
barometric pressure in either millibars or inches of mercury (In
Hg). On encoding altimeters, adjusting to local barometric pressure has no effect on the encoded altitude information; it is always
relative to standard pressure (29.92 In Hg/1013 millibars).
4A-5
CAE SimuFlite
instantaneous display of aircraft altitude rate-of-change. An
accelerometer senses a change in normal acceleration to displace the indicators pointer before a change in static pressure
occurs. Typical IVSIs display aircraft vertical velocity from 0 to
6,000 feet per minute (FPM), either up and down.
On the Learjet 55B and 55C, ADC-driven VSIs use digital signals to provide an accurate display of an aircrafts vertical velocity. The indicator displays vertical speed from 0 to 6,000 feet per
minute, up or down with a pointer moving over a stationary dial.
A manually positioned index (bug) provides a visual reminder of
a desired vertical speed.
Airspeed Indicators
Typical Mach/airspeed indicators for the pilot and copilot provide
an accurate display of aircraft airspeed and Mach number. On
the Learjet 55, the airspeed indicators and Mach/overspeed
warning system are part of the same system.
On the Learjet 55, the pilots and copilots Mach/airspeed indicators receive pressure and static data from their respective
pitot/static system sources. Both indicators are identical; each
displays airspeed from 60 to 400 KIAS and Mach number from
0.4 to 0.9. A barber pole indicates the maximum allowable airspeed (VMO) and Mach number (MMO). Switches within each
indicator control the overspeed warning and stick puller system.
On the Learjet 55B and 55C, separate air data computers electrically drive the Mach/airspeed indicators. Each indicator display
airspeed from 60 to 420 KIAS with a pointer and Mach number
with a two-digit drum display. A moving barber pole indicates the
maximum airspeed (VMO). A combined indicator test button and
index (bug) setting knob is on the lower left corner of the indicator. Pressing the button initiates a system test; the IAS warning
flag appears and the airspeed and VMO pointers move to a reference airspeed.
4A-6
Learjet 55
September 2003
Avionics
Airspeed Warning
The airspeed warning system uses switches in either the Mach/
airspeed indicators or separate ADC-driven switches to activate
a rising-tone aural overspeed warning. Warning system activation of airspeed or Mach number varies with the aircraft model,
altitude, and operation of the autopilot and Mach trim system.
On the Learjet 55, the system activates with the autopilot
engaged or disengaged and the Mach trim system operative if
airspeed exceeds:
With the autopilot disengaged and the Mach trim system not operative, the aural warning sounds when Mach number exceeds
0.74 (MMO).
The stick puller begins applying force below 24,000 ft once the
airspeed reaches 2 to 6 kts above the overspeed warning activation speed. The stick puller also activates above 24,000 ft if airspeed increases 0.005 to 0.015 Mach above the warning system
activation speed.
On the Learjet 55B and 55C, the system activates with the
autopilot engaged and the Mach trim system operative if airspeed exceeds:
Learjet 55
September 2003
4A-7
CAE SimuFlite
With the autopilot disengaged and the Mach trim system not
operative, the aural warning sounds when Mach number
exceeds 0.74 (MMO).
If airspeed exceeds the maximum allowable, the stick puller activates. On the Learjet 55B, a pusher/puller servo applies force to
attain a nose-up attitude. On the Learjet 55C, the autopilot pitch
servo applies force to attain a nose-up attitude. With the autopilot
disengaged, there is no stick puller function.
The stick puller on the Learjet 55C does not function during an
overspeed condition. If an overspeed condition exists with the
autopilot on, the system disengages altitude hold and commands
a slight pitch-up attitude with the stick puller. If the flight director
is in the active mode, the system disengages altitude hold and
commands a pitch-up attitude on the command bar indicator;
there is no stick puller command.
Learjet 55
September 2003
Avionics
The secondary (copilots) ADC supplies the:
copilots altimeter
altitude preselect
gear warning
overspeed warning
No. 2 transponder
SAT/TAS/TAT
The Learjet 55 has either a static air temperature/true airspeed
(SAT/TAS) system or a static air temperature/true airspeed/total
air temperature (SAT/TAS/TAT) system that provides temperature and airspeed with a digital display. It also supplies temperature information to the air data computers (if installed).
The digital display continuously displays static air temperature
and true airspeed; pressing the TAT button displays total air
temperature.
Learjet 55
September 2003
4A-9
CAE SimuFlite
Altitude Preselect Alerter
Altitude alerting systems provide visual and aural indications
when the aircraft approaches or deviates from a selected altitude; these systems receive altitude information from an altimeter or an ADC. The unit provides visual warnings through the light
on the unit and aural warnings through the cockpit speakers and
headsets.
Once the aircraft altitude is within 1,000 ft of the desired altitude,
the altitude alerter light illuminates and the alert horn sounds for
one second, depending on the aircraft rate of climb or descent.
The light extinguishes once the aircraft is within 300 ft of selected altitude. The light illuminates and the horn sounds if altitude
deviates more than 300 ft; correcting the altitude or selecting a
new altitude extinguishes the light.
4A-10
Learjet 55
September 2003
Avionics
Communications
Communications equipment on the Learjet 55 includes:
VHF communications
HF communications
Flitefone
interphone
static discharging.
VHF Communications
Typical VHF transceivers provide air-to-air, air-to-ground, and
ground-to-ground communications. The unit operates in the
117.000 to 136.975 MHz frequency range with a frequency spacing of 25 kHz that provides 720 channels. Optional transceivers
have an extended frequency range of 116.000 to 151.975; this
provides 1,440 distinct channels.
Depending on the equipment installed, there is either a dual or
triple VHF communication system installation. Dual VHF communication systems utilize two separate receivers. Each receiver has its own control head and antenna Triple VHF communication systems have three independent systems: COMM 1A,
COMM 1B, and COMM 2. The COMM 1A and 1B systems have
separate receivers and control heads but share an antenna. The
COMM 2 system is for emergency use if either the COMM 1A or
COMM 1B system fails.
Learjet 55
September 2003
4A-11
CAE SimuFlite
HF Communications
Most aircraft use high frequency (HF) communications equipment to allow very long range communications. Typical systems
operate in the 2.0000 to 29.9999 MHz range with frequency
spacing of 100 Hz; this provides 280,000 distinct channels. Most
HF transceivers provide amplitude modulation (AM) and single
side band (SSB) transmission modes.
Flitefone
A FlitefoneTM radio-telephone allows the crew or passengers to
communicate with ground stations through the public telephone
system, with mobile telephones, or other aircraft with radio telephones over the high frequency (HF) and ultra-high frequency
(UHF) radio frequencies. The system also allows communication
between the cockpit and passenger cabin.
Interphone
The ground maintenance interphone system permits two-way
communication between the flight crew and ground personnel.
An audio amplifier connects the nose, tailcone, and cockpit jacks
together to enable communications with the cockpit and ground
personnel. With headsets connected to the jacks, communication is possible between the personnel at the nose, tailcone, or
cockpit stations.
Learjet 55
September 2003
Avionics
Learjet 55
September 2003
4A-13
CAE SimuFlite
On S/N 003 through 144, oil pressure switches on the left and
right engines stop the recorder if the aircraft crashes and the
recorder continues to receive power. On S/N 144 through 147,
an inertia switch performs the same function. If the aircraft experiences an 8 G impact, the switch opens to remove power to the
CVR. A reset button near the inertia switch resets it.
The emergency locator transmitter (ELT) transmits a downward
sweeping tone on 121.5 MHz and 243.0 MHz as an aid in
locating a downed aircraft.
An impact switch in the transmitter activates the system with the
application of a force approximately 5 Gs along the longitudinal
axis of the aircraft.
The system switch either arms, activates, or turns off the ELT.
Some systems employ a switch that can reset the forceactivated switch in the transmitter.
Static Discharging
Static dischargers on the winglets, wing trailing edges, elevator,
tailcone, or delta fins (on the Learjet 55C only) minimize the
effects of lighting strikes on the aircraft structure and static
charges on avionics equipment. The static discharges bleed off
accumulated static charges to the atmosphere and direct lightning strikes away from the aircraft.
During the preflight inspection, check the security, presence, and
condition of the dischargers.
Navigation
Typical navigation equipment on the Learjet 55 includes very
high frequency (VHF) receivers, an instrument landing system
(ILS), automatic direction finding (ADF), vertical and directional
gyros, and long range navigation equipment. This discussion
also includes flight management and area navigation systems.
4A-14
Learjet 55
September 2003
Avionics
VHF Navigation
VHF navigation receivers provide very high frequency omnirange (VOR), localizer (LOC), glideslope (GS), and marker beacon navigation information to the flight crew through various indicating equipment.
Typically, each system receives 200 VHF frequencies from
108.00 to 117.95 with 50 MHz spacing, 40 paired glideslope frequencies from 329.15 to 335.00 MHz spaced at 150 kHz, and 40
LOC frequencies from 108.10 to 111.95 MHz. Automatic DME
channeling is through the navigation receiver. Multiple outputs
from the receivers drive the flight director, radio magnetic indicators (RMIs), autopilot, course deviation indicators, and area navigation equipment (RNAV). The receiver supplies audio output to
the audio control units.
Receiver control, frequency selection, and frequency display are
through control heads on the center instrument panel.
As part of the VHF navigation receiver, a marker beacon receiver provides visual and aural indications of beacon passage. The
system receives on 75 MHz and provides electrical outputs to
two sets of three indicating lights on the instrument panel. The
receiver also provides audio output to the audio control units for
beacon passage notification.
Learjet 55
September 2003
4A-15
CAE SimuFlite
Automatic Direction Finder
Automatic direction finder (ADF) systems consist of a receiver,
control head, and a combined loop and sensing antenna. Most
aircraft have a pair of systems. The receiver operates in the
190.0 to 1749.5 kHz frequency range with 0.5 kHz spacing that
provides 3,120 frequencies.
Learjet 55
September 2003
Avionics
VLF Navigation
Very low frequency (VLF) navigation systems provide great circle,
point-to-point navigation on a world-wide basis. These systems
utilize very low frequency transmissions from Omega and U.S.
Navy facilities.
The receiver-computer unit processes all inputs and provides
position coordinates, distance and deviation information, drift
and track angle deviation, wind direction and speed, and ground
speed to the control display unit. The receiver-computer also
provides inputs to the horizontal situation indicators (HSIs),
autopilot and flight director system. Loss of navigation facility signals causes the system to revert to dead reckoning based on aircraft heading, true airspeed, and last computed winds.
Pulse Equipment
Pulse equipment includes avionics that employ pulses of radio
signals to provide aircraft altitude, distance, and location, and
identification of weather hazards ahead of the aircraft.
This includes distance measuring equipment (DME), radio
altimeters, transponders, and weather radar.
Learjet 55
September 2003
4A-17
CAE SimuFlite
Distance Measuring Equipment
Distance measuring equipment (DME) computes and provides
slant range distance between the aircraft and a VORTAC facility.
The system transmits in the 1025 to 1150 MHz range, and
receives in the 962 to 1213 MHz range. Pairing of DME channels
with VHF navigation frequencies allows the automatic selection
of DME channels by the VHF receiver.
The DME system provides distance, speed, and time information
to the horizontal situation indicators (HSIs), and DME displays.
Radio Altimeter
Radio altimeter systems provide precise altitude above ground
level (AGL) readings for approach and landing. The system consists of a transceiver, indicator, and transmit and receive antennas on the aft fuselage. The system transmits a 4250 to 4350
MHz (4.3 GHz, 5 MHz) signal toward the ground, receives the
bounced signal, and computes distance from the delay between
transmission and reception. The system provides altitude information from -20 to +2,000 ft on an indicator on the pilots instrument panel or on the ADI/EADI. The radio altimeter system also
provides altitude information to the flight advisory system.
4A-18
Learjet 55
September 2003
Avionics
If the aircraft deviates more than one dot from the localizer, the
system announces LOCALIZER three times; for a deviation of
more than one dot from the glideslope the system announces
GLIDESLOPE three times. The LOCALIZER and GLIDESLOPE
warnings continue until the crew corrects the deviation from the
localizer or glideslope path.
If the aircraft descends below 500 ft with the landing gear
retracted, the system announces CHECK GEAR three times.
These warnings repeat every 100 ft until gear extension.
Transponder
Typical transponder systems with Mode C or Mode S capability
provide identification and altitude reporting to surveillance radar
installations. The system transmits on 1090 MHz and receives
on 1030 MHz. The pilots encoding altimeter provides aircraft altitude information to the transponder system for transmission to
ATC radar facilities.
Weather Radar
The vertical gyro system provides aircraft attitude information to
the radar system to stabilize the antenna. The system operates
by transmitting a high frequency radio signal (X-band), receiving
the bounced signal, and displaying the received signals on the
display. Controls on and below the indicator select system mode,
scan range, antenna tilt, and receiver gain (sensitivity).
Typical systems provide:
ground mapping
target alerting.
Learjet 55
September 2003
4A-19
CAE SimuFlite
Radar power output and scanning area varies between equipment manufacturer, model, and radar capabilities. Hazard areas
presented in this discussion come from various aircraft and component maintenance manuals and FAA Advisory Circular AC
2068B. Personnel hazard areas are the maximum recommended hazard area for radar operation on the ground.
When operating radar on the ground, precautions should be
taken to avoid injury to personnel, fuel ignition, or radar equipment damage. Avoid operating the radar during refueling or within 300 ft of refueling aircraft. Caution personnel to remain outside
an area within 270and 15 ft forward of the radome. Direct the
nose of the aircraft so a 240sector forward of the aircraft is free
for a distance of 100 ft of large obstructions and buildings.
directional gyros
vertical gyros
These systems determine aircraft attitude and direction and provide this information to various navigation and flight control equipment including the autopilot, flight director, and weather radar.
On the Learjet 55B and 55C, two attitude heading systems
(AHS) replace the linear accelerometers, directional, vertical and
rate gyros.
Directional Gyros
Two directional gyros provide 360of magnetic heading information to the pilots and copilots horizontal situation indicators
(HSIs), radio magnetic indicators (RMIs), autopilot, and flight
director.
4A-20
Learjet 55
September 2003
Avionics
A SLAVE FREE switch for each directional gyro allows the selection of either slaved or free gyro operation. In SLAVED, the directional gyro follows signal provided by the flux valve. In FREE, the
directional gyro operates independently from the flux valve; manual correction of the gyro is through the SLAVE L-R switch.
Vertical Gyros
Two vertical gyros provide aircraft pitch and roll information to the
autopilot, flight instruments, flight director, and radar antenna stabilization system.
Each unit consists of an electronically driven gyro rotating on its
vertical axis. Gimbals within the unit limit the amount of freedom
in the pitch and roll axes. The gyro is free to pitch 82up and
down, and roll 360(roll unlimited).
pitch, roll, pitch rate, roll rate, yaw rate, lateral acceleration,
and vertical acceleration to the autopilot/flight guidance
computer
Learjet 55
September 2003
4A-21
CAE SimuFlite
HEADING control switches (FREE SLAVE and SLAVE L-R) for
each AHS are on the pilots and copilots subpanels. The FREE
SLAVE switch allows the AHS to operate either independently
(FREE) or dependently (SLAVE) from its flux sensor. In FREE,
the crew can manually correct the AHS heading value through
the SLAVE L-R switch. In SLAVE, the AHS receives compensating signals from its flux sensor.
If one AHS fails, the opposite system can provide attitude and
heading data to the affected EFIS. An AHS 1/AHS 2 transfer
switch on the respective EFIS control panel provides reversionary switching.
Learjet 55
September 2003
Avionics
Autopilot
The autopilot system provides automatic control and stabilization
of the aircraft about the pitch and roll axes. It positions the aircraft
elevator and ailerons in response to flight computer steering
commands. An integrated or separate yaw damper system provides stability in the yaw axis. Selectable operating modes provide the ability to maintain automatically a desired altitude, pitch
attitude or heading, and to capture automatically and track localizer, glideslope, and VOR signals.
A typical autopilot system consists of:
autopilot controller
autopilot switches
autopilot computer
The autopilot system obtains signals from the air data computers,
vertical accelerometer, the vertical and directional gyros, and navigation receivers. With this data, the autopilot drives the pitch and
roll actuators to maintain a desired aircraft altitude and attitude.
Autopilot Controller
The autopilot controller is on the top center of the instrument
panel. The controller contains the autopilot engage and self-test
buttons as well as annunciators and mode selectors for the
autopilot and flight director. The following description concerns
the J.E.T. FCC-500 autopilot. The autopilot controller for the
Collins APS-85 is similar.
Primary controls and annunciators for the autopilot include the
ENG (engage) button, the TST (test) button, and the PWR
(power) annunciator. Additional buttons select the various autopilot operating modes including soft ride (SFT), heading (HDG),
Learjet 55
September 2003
4A-23
CAE SimuFlite
half-bank (1/2 BNK), navigation (NAV), wing levelling (LVL), and
speed hold (SPD and V/S). Amber and green annunciators illuminate to indicate selection and engagement of the various system modes.
Before engaging the autopilot with the ENG button, turn the
AUTOPILOT and PITCH TRIM switches ON. The aircraft must
be in less than a 42bank angle. After pressing the ENG button,
the autopilot engages and the PITCH and ROLL annunciators
illuminate to indicate pitch and roll axis engagement.
Pressing the TST button illuminates the annunciators on the
autopilot controller.
Pressing the TST and ENG buttons simultaneously initiates a
self-test of the:
vertical gyro
vertical accelerometer
After pressing the TST and ENG buttons, the MON, ROLL, and
PITCH annunciators illuminate. If MON, ROLL, and PITCH
annunciators extinguish after approximately nine seconds, the
autopilot passed the self-test and is operational. If either the
ROLL or PITCH annunciators begin flashing, the associated axis
is malfunctioning; the autopilot failed the self-test. The MON
annunciator remains illuminated to indicate axis failure; the
autopilot is not operational.
The Collins APS-85 autopilot on the Learjet 55B and 55C has a
self-test feature. Turning aircraft batteries ON powers up the
autopilot and initiates the system self-test. If the autopilot fails the
self-test, the autopilot will not engage and an FD flag appears on
the EADIs.
4A-24
Learjet 55
September 2003
Avionics
Autopilot Switches
Additional controls for the autopilot are on the instrument panel,
pedestal, and on the control wheels.
The AUTOPILOT switch on lower left instrument panel supplies
power to the autopilot system. The PITCH TRIM switch on the
pedestal affects the operation of the autopilot. The switch must
be in either PRI or SEC for the autopilot to operate.
The control wheel master switch (MSW) on the outboard horns
of the pilots and copilots control wheels disengages the autopilot. The PITCH and ROLL annunciators extinguish and the
autopilot disengage tone sounds to indicate autopilot disengagement.
A control wheel trim switch is above each control wheel master
switch. The switches either disengage the autopilot, make trim
adjustments with the autopilot pitch and roll axes disengaged
using the barrel portion of the trim switch. The switch has four
positions: LWD (left wing down), RWD (right wing down), NOSE
UP, and NOSE DN (nose down).
Autopilot Computer
The autopilot computer (flight control computer) computes and
processes commands for the autopilot and flight guidance systems. The computer then provides driving signals to the servos.
Servo Actuators
Servo actuators position the ailerons, elevators, and rudder.
Each servo drives its flight control with a DC torque motor. Once
the flight control reaches the desired position, a feedback signal
from a position sensor cancels the command signal and de-energizes the servo. If a flight control moves from a set position, a
generated error signal commands the servo to reposition the
flight control.
Learjet 55
September 2003
4A-25
CAE SimuFlite
Yaw Damper
The Learjet 55 possesses a dual yaw damper (primary and secondary) system that operates independently from the autopilot.
The Learjet 55B has a dual yaw damper system with a primary
system which operates through the autopilot and a secondary
system that operates independently. The Learjet 55C has a single yaw damper system that is part of the flight control system.
This discussion focuses on the Learjet 55 and 55B system.
The system consists of:
computer
control panel
yaw follow-up
rate gyro
lateral accelerometer.
Learjet 55
September 2003
Avionics
pressure to each of the rudder pedals; there should be resistance. Use the control wheel master switch to disengage the yaw
damper. The complete yaw damper check is recommended to be
accomplished when maintenance has been accomplished, and
periodically at the discretion of the operator or pilot.
Testing of the yaw damper on the Learjet 55B is similar to the
procedure for the Learjet 55. Instead of testing the primary and
secondary yaw dampers, only test the secondary yaw damper.
The primary yaw damper is part of the autopilot system and it
undergoes a test during the autopilot self-test.
The yaw damper on the Learjet 55C is part of the flight control
system. The system operates similarly with the flight control computer providing the driving signals to the rudder servo. The system is not required for flight, only for the autopilot function. The
yaw damper control panel on the pedestal contains a single YD
ENG button and ENG annunciator. Testing of the yaw damper is
through the autopilot self-test.
On all aircraft, the control wheel master switches also controls
the yaw damper system. Pressing either button sends a disengage signal to the yaw damper. The ENG annunciator extinguishes to indicate yaw damper disengagement.
Flight Director
The flight director system generates vertical and lateral steering
commands for the attitude director indicator (ADI) and the autopilot system. The ADI displays these commands as command
bars; the autopilot uses them as steering commands.
The four flight director systems available on the Learjet 55
include:
Collins FIS-84
Collins FDS-85
Collins FD-109Y
Sperry SPI-501/502.
Learjet 55
September 2003
4A-27
CAE SimuFlite
Depending on the system installed, the flight director interfaces
with the autopilot computer or has its own flight director computer. Each system interfaces with the navigation receivers, vertical
and horizontal gyros (or AHS), and the radio magnetic indicators
(RMIs).
rate-of-turn
radio altitude
decision height
speed deviation.
4A-28
Learjet 55
September 2003
Avionics
Two bars flanking the aircraft symbol display steering commands
from the flight director. The bars are servo-driven for combined
pitch and roll commands. Numerous warning flags within the
indicator alert the crew to invalid information received by the ADI.
Learjet 55
September 2003
4A-29
CAE SimuFlite
Two electronic flight displays on each side of the instrument
panel replace the mechanical attitude director and horizontal situation indicators with color CRTs. The top unit of each pair functions as an electronic attitude director indicator (EADI). The bottom unit is an electronic horizontal situation indicator (EHSI). The
multifunction display is both a weather radar and navigation information display.
If an EADI or EHSI fails, the operating display can present a
combined EADI/EHSI display. The multifunction function display
also can replace a failed EADI or EHSI.
The electronic flight instrument system receives data from various sources:
radio altimeter
autopilot
weather radar.
EADI
Each electronic attitude director indicator is a color CRT driven
by a display processor unit. The EADI displays:
localizer deviation
glideslope deviation
radio altitude
decision height
4A-30
Learjet 55
September 2003
Avionics
angle-of-attack fast/slow
EHSI
Each electronic horizontal situation indicator presents the same
information as its mechanical counterpart. The EHSI displays:
The EHSI operates in either full-compass format, partial-compass format, or weather data mode. Full-compass format displays a 360 compass rose; partial-compass displays only 90 of
compass coordinates.
The advantage of a partial compass format is the ability to display additional information such as weather radar returns, navigation aid position, range rings, and wind vector. Format selection is through the display controller.
System failures displayed on the EHSI include heading, course,
azimuth and vertical deviation failure.
Learjet 55
September 2003
4A-31
CAE SimuFlite
Multifunction Display
The multifunction display (MFD) on the center instrument panel
replaces the standard weather radar display. Driven by the multifunction processor unit, the MFD presents weather radar, navigation, and checklist data.
Controls on the MFD allow the selection of radar, navigation,
flight plan, and emergency data. Line select and line advance
buttons allow cursor movement and mode selection.
4A-32
Learjet 55
September 2003
Avionics
Processor Units
The display processor units are the heart of the electronic flight
instrument system. The processor units receive information from
the navigation receivers, gyros, weather radar, and guidance
systems to provide an integrated display of navigation and aircraft guidance information on the EADIs, EHSIs, and MFD.
Navigation and guidance equipment provide pitch and roll information, heading, glideslope, localizer (LOC), course deviation,
bearing (NAV and ADF), aircraft position, airspeed, and ground
speed. The processor units process this information, then present it on the respective display.
Learjet 55
September 2003
4A-33
CAE SimuFlite
4A-34
Learjet 55
September 2003
The Learjet 55/55B/C direct current (DC) electrical system provides and distributes 28.5V DC power to the appropriate buses
for systems requiring direct current.
Power Sources
DC electrical power sources are:
Batteries
Two lead-acid or optional nickel-cadmium batteries in the aft
compartment provide secondary aircraft electrical power as well
as power for engine starts when external power is not used.
Lead-Acid Batteries
Two 36 ampere-hour, 24V DC lead-acid batteries supply main
battery power through their respective Battery buses. Each plastic battery case contains 12 interconnected cells filled with electrolyte (i.e., diluted sulfuric acid). Two vents, one on each battery
case, expel hydrogen gags as the battery charges and discharges. The vents also drain electrolyte spillage or overflow.
On S/N 104 and subsequent and aircraft with AAK 55-83-5, a
battery vent sump jar on the lower aft side of the left battery contains bicarbonate of soda to neutralize any electrolyte spillage,
overflow, or hydrogen gas vented from the batteries.
Learjet 55
September 2003
4B-1
Electrical System
DC Electrical System
CAE SimuFlite
Nickel-Cadmium (Ni-Cad) Batteries
Aircraft with optional ni-cad batteries have two 40 ampere-hour,
24V DC batteries in the aft compartment to supply main battery
power. Each stainless steel battery case contains 19 or 20 cells
and has a removable cover. Type TCA 5 batteries have 19 cells;
types TCA 5-20 and TCA 5-20-1 have 20 cells.
The battery vent system consists of hoses connected to the battery case vent ports and overboard vents. The right drain vents
aft and the left drain vents forward to produce an airflow through
the batteries. Ensure the gas vents are clear at all times. If the
vents are not properly vented, a hydrogen gas build-up can lead
to an explosion. Electrolyte spillage can corrode the aircraft.
Battery Switches
The two-position battery switches (BAT 1/2/OFF) on the lower
center instrument panel control the aircraft batteries. Each battery is wired directly to the corresponding Battery bus.
When either battery switch is on (i.e., in the BAT position), the corresponding 16-volt battery relay closes to connect the respective
Battery bus to the Battery Charging bus. When the switch is OFF,
the battery relays de-energize, isolating the affected Battery bus
from the Battery Charging bus.
Learjet 55
March 2002
Electrical System
140F, the red BAT 140 annunciator illuminates; if this occurs in
flight, follow the Abnormal Procedures checklist. If it occurs during
engine start, do not take off.
When battery temperature reaches 160F, the red BAT 160
annunciator illuminates. If this occurs in flight, identify the malfunctioning battery on the BAT TEMP indicator, isolate that battery
by setting its switch to OFF, and follow the Abnormal Procedures
checklist. If it occurs on the ground, do not take off. In all cases,
replace the battery.
Generators
A 30V DC, 400 amp, air-cooled, brushless generator on each
engine generates 28.5V DC output with a maximum load limit of
325 amps. During normal operation, both generators operate in
parallel to supply those systems requiring DC power. If no oil
pressure registers during an engine start, the affected generator
cannot come on-line.
Starter-Generator Switches
Two three-position starter-generator switches (GEN/OFF/START
L/R) on the center switch panel control the engine generators
(see Engine Starting, this chapter).
Learjet 55
March 2002
4B-3
CAE SimuFlite
DC Electrical System
Learjet 55B/C
LEFT
GENERATOR
TRIP
VOLTAGE
REGULATOR
RESET
L
GEN
CONTROL
D
C
2
1
x100
A
M
P
S
L LANDING LIGHT
G
E
N
L GEN
RESET
NORM
FIELD
CONTROL
LEFT
BATTERY
A
M
P
S
HOT
L STALL WARNING
ENTRY LIGHTS
L
D
C
B
U
S
STARTER
STARTER
ENGAGED LIGHT
275A
AIR IGN
FUEL COMPUTER
45 - 50% N 2
L IGN
& START
BAT 1
GEN
OFF
OFF
START
PRIMARY TRIM
STBY
PUMP
1
30
EMER
BUS
CONTROL
EMER BUS
2
20
10
NORMAL
FUEL CONTROL
RELAY PANEL
D
C
V
O
L
T
S
AUXILIARY
HYDRAULIC PUMP
C
H
A
R
G
I
N
G
FUEL COMPUTER
45 - 50% N2
STBY
PUMP
RIGHT
BATTERY
B
A
T
T
E
R
Y
GROUND POWER
OVERVOLT
CUTOUT
OFF
IDLE TO
70%
AIR
IGNITION
BOX
OFF
BAT 2
START
OFF
FUEL CONTROL
RELAY PANEL
OFF
R IGN
& START
B
U
S
AIR
IGNITION
BOX
GE
N
FUEL FLOW
DC VOLTMETER
DEFOG HEAT (INTERNAL)
BLOWER BUS
INTERNAL AUX DEFOG BLOWER
COCKPIT BLOWER
L CABIN BLOWER
R CABIN BLOWER
STAB ACTUATOR (PRIMARY TRIM
ACTUATOR POWER)
ELECTRIC HYDRAULIC PUMP
AUX HEAT LEFT
AUX HEAT RIGHT
FREON COOLING
STABILIZER HEAT
RECOGNITION LIGHT
UTILITY LIGHT (TAILCONE)
CABIN INTERIOR INTER BUS
CONTROL
DEFOG / CLIMATE CONTROL CABIN
BLOWER (POWER)
CUR
LIM
R AIR
IGN
STARTER
275A
HOT
R STALL WARNING
STARTER
ENGAGED LIGHT
R GEN
RESET
R
GEN
CONTROL
NORM
BATTERY POWER
GPU
RESET
VOLTAGE
REGULATOR
FIELD
CONTROL
TRIP
RIGHT
GENERATOR
4B-4
R
G
E
N
R LANDING LIGHT
B
U
S
L
D
C
A
M
P
S
2
1
x100
R
D
C
A
M
P
S
Learjet 55
March 2002
Electrical System
L
E
S
S
E
N
T
I
A
L
B
B
U
S
20A
CONTROL
L LESS B BUS
L AIR IGN
L STBY PUMP
L JET PUMP & XFR V
L FW SOV
L ENG FIRE DET
L ENG FIRE EXT
CAB FIRE DET
L PITOT HT
L ICE DET
OXY VALVE
INSTR LTS
ROLL TRIM
YAW TRIM
FCC 1
MSP 1
PRI YAW DAMP
FCC / AHS FANS
BUS TIE
MAIN BUS
L
E
S
S
E
N
T
I
A
L
A
B
U
S
20A
AVIONICS MSTR
L FUEL CMPTR
L N1
HOUR METER
FPA
FLITEFONE
SELCAL
CAB AUDIO
FMS 1
OSS
CLOCK
SAT / TAS ALT ALERT
PRI ECP SEL
PRI ECP ANN
RADIO ALT
ATC 1
EADI 1
EHSI 1
MPU PWR 1
LORAN SENSOR
SEC ECP ANN
ATC 2
MPU PWR 2
EADI 2
EHSI 2
COMM 2
NAV 2
T / R CONT
EMER
BUS
CONTROL
EMER
BUS
CONT
EMER
BUS
TIE
1
EMER
BUS
CONTROL
20A
E
M
E
R
B
U
S
E
S
S
E
N
T
I
A
L
B
B
U
S
LEAR 55B
RIGHT ESSENTIAL B BUS
ESS B BUS TIE
R ESS B BUS
R AIR IGN
R STBY PUMP
R JET PMP & XFR V
R FW SOV
R ENG FIRE DET
R ENG FIRE EXT
R PITOT HT
R ICE DET
OIL TEMP
CAB AIR
INSTR LIGHTS
PED LTS
SYSTEM TEST
FCC 2
MSP 2
PRI YAW DAMP
A
B
U
S
3
LEAR 55B
RIGHT ESSENTIAL A BUS
ESS A BUS TIE
R ESS A BUS
AVIONICS MSTR
R FUEL CMPTR
R N1
AIR PRESS IND
HYD PRESS IND
AUTO TEMP CONT
CAB PRESS
STATIC PORT SEL
TAT PROBE HT
B
U
S
ADC 2 A / S
ADC 2 ALTM
VSI 2
CLOCK
AHS 1 XFR
EPD / DPU FAN 2
FMS 2
EMER BAT 1
L N2
NAV LTS
STROBE LTS
MAN TEMP CONT
TEMP CONT IND
FREON CONT
L BLEED VALVES
L STALL HT
L NAC HT
APR
SQUAT SW
ANTI-SKID
AHS 2 XFR
AHS 1
HF 1 ADPTR
HF 1 RCVR / EXCT
HF 1 COMM
MFD
DCP 1 & CHP 1
DPU 1
DME 1
RADAR 1
ADF 1
COPILOT RMI
MFD / MPU FAN
EFD / DPU FAN ANN
PASS INFO
T / R LIGHTS
T / R EMER STOW
BUS TIE
BLOWER BUS
R
E
S
S
E
N
T
I
A
L
L
P
O
W
E
R
50A
BUS TIE
INTERIOR BUS
4
EMER
BUS
CONT
R
EMER
BUS
CONTROL
E
M
E
R
B
U
S
GEAR
WARN LTS
FUEL QTY
FUS TANK AUX PMP
R ITT
SEC PITCH TRIM
FLAPS
TRIM / FLAP INDS
AUDIO 2
AHS 2
PILOT RMI
SPOILER
SEC YAW DAMP
EMER BUS INV
AVIONICS MASTER
SWITCH CIRCUITS
R
P
O
W
E
R
B
U
S
STAB HT
WING INSP LT
NOSE STEER
RUDDER PED ADJ
DCP 2 & CHP 2
DPU 2
DME 2
SEC ECP SEL
ADF 2CAB DISPLAY
RAZOR
40A
40A
OVERLOAD
SENSOR
MAIN BUS
CONTROL
RIGHT MAIN POWER
2A
Learjet 55
March 2002
4B-5
CAE SimuFlite
4B-6
Learjet 55
March 2002
Electrical System
DC Electrical System
LEFT
GENERATOR
Learjet 55
TRIP
HOT
STARTER
LEFT
BATTERY
STARTER
ENGAGED LIGHT
AIR IGN
FUEL COMPUTER
45 TO 50% N2
GEN
AIR
IGNITION
BOX
IDLE TO
70%
30
20
10
GROUND POWER
OVERVOLT
CUTOUT
OFF
D
C
V
O
L
T
S
STBY
PUMP
START
OFF
FUEL COMPUTER
45 TO 50% N2
OFF
AIR
IGNITION
BOX
FUEL CONTROL
RELAY PANEL
GEN
B
A
T
T
E
R
Y
C
H
A
R
G
I
N
G
R IGN
& START
INTERIOR BUS
OFF
OFF
2A
L
275A
START
BAT 2
OVERLOAD
SENSOR
AIR
IGN
OFF
RIGHT
BATTERY
A
M
P
S
1
x100
B
U
S
FUEL FLOW
DC VOLTMETER
RIGHT ESSENTIAL A & B BUSES
1
LEFT ESSENTIAL A & B BUSES
DEFOG HEAT (INTERNAL)
BLOWER BUS
INTERNAL AUX DEFOG BLOWER
COCKPIT BLOWER
L CABIN BLOWER
R CABIN BLOWER
STAB ACTUATOR (PRIMARY TRIM
ACTUATOR POWER)
ELECTRIC HYDRAULIC PUMP
AUX HEAT LEFT
AUX HEAT RIGHT
FREON COOLING
STABILIZER HEAT
RECOGNITION LIGHT
UTILITY LIGHT (TAILCONE)
CABIN INTERIOR INTER BUS
CONTROL
DEFOG / CLIMATE CONTROL CABIN
BLOWER (POWER)
B
U
S
CUR
LIM
HOT
STARTER
STARTER
ENGAGED LIGHT
R GEN
RESET
NORM
GPU
FIELD
CONTROL
1
1
RESET
TRIP
VOLTAGE
REGULATOR
CONNECT TO BATT
CHARGING BUS
Learjet 55
March 2002
R
GEN
CONTROL
BATTERY POWER
RIGHT
GENERATOR
275A
BLOWER BUS
E
S
S
E
N
T
I
A
L
B
AIR
IGN
R STALL WARNING
B
U
S
NORM
L IGN
& START
D
C
L LANDING
LIGHT
G
E
N
L
GEN
CONTROL
BAT 1
FIELD
CONTROL
L GEN
RESET
L STALL WARNING
ENTRY LIGHTS
A
M
P
S
VOLTAGE
REGULATOR
RESET
L
D
C
20A
R
E
S
S
E
N
T
I
A
L
B
B
U
S
R
G
E
N
R LANDING
LIGHT
B
U
S
L
D
C
D
C
A
M
P
S
2
1
x100
A
M
P
S
40A
L ESS B BUS
XFLOW VALVE
L STBY PUMP
L FILL & XFER
L JET PUMP
L F/W SOV
L ENG FIRE DET
L ENG FIRE EXT
SMOKE DET
INSTR LTS
L PITOT HT
L ICE DET
L AIR IGN
OXY VALVE
PITCH TRIM
YAW TRIM
AFCS
AFCS PITCH
AFCS ROLL
AFCS YAW
BUS TIE
L
E
S
S
E
N
T
I
A
L
A
L ESS A BUS
AUX INV
L FAN RPM
L ITT
L STALL HT
L FUEL COMPTR
WARN LTS
MAN TEMP
PRI FLT DIR
AUDIO 1
COMM 1A OR
COMM 1
NAV 1
ATC 1
RADIO ALTM
FPA
B
U
S
20A
BUS TIE
R
E
S
S
E
N
T
I
A
L
A
B
U
S
L TURB RPM
EMER BAT 1
NAV LTS
STROBE
ANTISKID
AISLE LTS
L NAC HT
TEMP CONTROL
FREON CONTROL
WHEEL MASTER
RADAR
L ECS VALVE
SQUAT SW
AIR DATA SEN
ADF 1
DME 1
PRI MKR BCN
PRI RMI
L
E
F
T
M
A
I
N
B
U
S
50A
BUS TIE
R
I
G
H
T
M
A
I
N
B
U
S
ADF 2
DME 2
SEC MKR BCN
SEC RMI
SEC VLF NAV
CABIN DISPLAY
PASS INFO
EMR BATT 2
COMM 2
SEC HF COMM
SEC HF COMM
SEC HF COMM
SNSR HTR
CABINET LTS
T/R CONTROL
40A
MAIN BUS
CONTROL
2A
4B-7
CAE SimuFlite
4B-8
Learjet 55
March 2002
Electrical System
WARN LTS
XFLOW VALVE
FUS TANK XFR PUMP
L ITT
PRI PITCH TRIM
WHEEL MASTER
FLOOD LTS
EMER BUS
AUDIO 1
CONT
ADC 1 A/S
3
ADC 1 ALTM
VSI
COMM 1
NAV 1
EMER
BUS
TIE
L EMER BUS
3
L ESS A BUS
2
2
BATTERY
1
SWITCH
DECK A
SWITCH
DECK B
BATTERY
CHARGING
BUS
OFF
EMER
BUS
STAB ACT
L 26V AC BUS
NAV 1
DC VOLTMETER
COPILOT'S CB PANEL
BATTERY
2
SWITCH
DECK A
SWITCH
DECK B
OFF
R ESS A BUS
1
BATTERY 2
EMER BUS
CONT
3
R 26V AC BUS
GEAR
WARN LTS
FUEL QTY
FUS TANK AUX PUMP
R ITT
SEC PITCH TRIM
FLAPS
TRIM/FLAP IND
AUDIO 2
AHS 2
PILOT RMI
SPOILER
SEC YAW DAMP
AHS 2
PILOT RMI
115/26V AC
TRANSFORMER
R AC BUS
26V AC
CONTROL
R EMER BUS
Learjet 55
March 2002
115V AC
3
SECONDARY
EMERGENCY
POWER
SUPPLY
4B-9
CAE SimuFlite
4B-10
Learjet 55
March 2002
Electrical System
LEFT STARTER
L VOLTAGE
REGULATOR
CROSS START
CURRENT
LIMIT
PCB
L START
L START
RELAY 2
EMER
BUS
L START
RELAY 1
NORM
OFF
OFF
BAT 1
BAT 1
LEFT
BATTERY
LEFT
BATTERY
LEFT
BATTERY
RELAY
LEFT
BATTERY
BUS
LEFT
BATTERY
RELAY
EXTERNAL
POWER
RECEPTACLE
EXTERNAL POWER
OVER VOLTAGE
CUTOUT CIRCUIT
RIGHT
BATTERY
RELAY
RIGHT
BATTERY
EXT
PWR
RELAY
EXTERNAL POWER
OVER VOLTAGE
CUTOUT CIRCUIT
RIGHT
BATTERY
RELAY
RIGHT
BATTERY
BAT 2
BAT 2
OFF
OFF
LEARJET 55
RIGHT
BATTERY
BUS
TRIP
L IGN
GEN
R AIR
IGN
R IGN
GEN
L GEN
LEFT
GEN
BUS
RESET
D
C
D
C
2
1
x100
A
M
P
S
CUR
LIM
DC VOLTS
RESET
RIGHT
GEN
BUS
R GEN
20
10
NORM
R GEN
CONTROL
CIRCUIT
D
C
V
O
L
T
S
R
GEN
FUEL
CONTROL
RELAY
CURRENT
SENSOR
TRIP
FUEL
COMPUTER
OVERVOLTAGE
GND
FIELD POWER
RIGHT
STANDBY
PUMP
R START
PCB
RIGHT STARTER
R GEN
RESET
START R
OFF
GEN
R START
RELAY 1
NORM
OFF
R THROTTLE SW
A
M
P
S
AIR IGN
R START
RELAY 2
March 2002
CURRENT
SENSOR
L
GEN
OFF
AIR IGN
LEARJET 55B/C
Learjet 55
DC AMPS
L GEN
RESET
L THROTTLE SW
R IGN &
START
FIELD POWER
OVERVOLTAGE
GND
L GEN
CONTROL
CIRCUIT
L AIR
IGN
EXTERNAL
POWER
RECEPTACLE
LH
GEN
FUEL
COMPUTER
GEN
OFF
START L
L IGN &
START
EXT
PWR
RELAY
LEFT
STANDBY
PUMP
FUEL
CONTROL
RELAY
R GEN
INTERFACE
CROSS START
CURRENT
LIMIT
R VOLTAGE
REGULATOR
RH
GEN
4B-11
CAE SimuFlite
4B-12
Learjet 55
March 2002
Electrical System
L/R GEN Annunciators
Amber L/R GEN annunciators on the glareshield panel illuminate
if:
DC Ammeter
A dual-indicating DC ammeter (L/R DC AMPS) on the instrument
panel indicates amperage output of each generator. Ammeter
range is 0 to 400 amps, color-coded as follows:
DC Voltmeter
On Learjet 55, the voltmeter indicates Battery Charging bus voltage from 0 to 30V DC; the red range begins at 30V.
On Learjet 55B/C, when the EMER BUS switch is in the NORM
position, the DC voltmeter indicates the voltage on the Battery
Charging bus. However, if the EMER BUS switch is in the EMER
position, the voltmeter indicates the voltage of the left and right
main aircraft batteries through the EMER BUS control circuits.
Learjet 55
March 2002
4B-13
CAE SimuFlite
External Power
A ground power unit (GPU) connects to the aircraft DC electrical
distribution system through a standard external power receptacle
underneath the right engine pylon. To start an engine or operate
aircraft systems using external power, at least one BAT switch
must be in the ON position. If the external power source exceeds
approximately 33V DC, external power overvoltage protection
circuits open the external power relay and disconnect the external power from the aircraft DC distribution system. Auxiliary
power amperage must be limited to maximum to 1,100A and a
minimum of 500A, as specified on the placard above the external power receptacle.
Learjet 55
March 2002
Electrical System
A spare current limiter box, if installed, is in the aft compartment and contains a spare current limiter of each size used in
the aircraft.
The red CUR LIM annunciator on the glareshield panel indicates
the continuity of two 275A current limiters, which connect the
Battery Charging bus to the Generator buses. If both current limiters fail, the ships batteries power the Battery Charging bus
and the Essential buses on S/N 003 through 089 without AMK
55-84-1. The Essential buses are tied to the generator bus on
S/N 003 through 089 with AMK 55-84-1 and S/N 090 and subsequent.
Sensors wired across the current limiter terminals illuminate the
CUR LIM annunciator if either current limiter fails.
Learjet 55
March 2002
4B-15
CAE SimuFlite
DC Relays
A relay serves as a gate through which current flows to power
specific components; it opens or closes in response to particular
switch positions or to certain system conditions.
Voltage Regulators
Two solid state voltage regulators on the left side of the aft
equipment compartment, one for each engine, maintain a constant output voltage (approximately 28V DC) to the Generator
buses under varying engine speeds and load conditions by automatically adjusting the generator field current. Four circuits in
each regulator function as follows:
the voltage regulator equalizer circuit connects during parallel generator operation. This equalizer circuit senses any
change in the applicable generator load and automatically
adjusts the respective generator field until a balanced condition results
another circuit limits generator current during engine crossstarting and ground operation.
4B-16
Learjet 55
March 2002
Electrical System
DC Bus System
The Learjet 55 electrical system uses 15 DC distribution buses
to supply power from the engine generators, the aircraft batteries, and/or a ground power unit (GPU) to systems and equipment
requiring 28V DC current. The Learjet 55 DC buses are:
Battery 1 and 2
Battery Charging
Blower
Battery 1 and 2
Battery Charging
Blower
Interior
Battery Buses
The main aircraft batteries feed the corresponding Battery buses
in the circuit breaker panels through 20A current limiters.
Learjet 55
March 2002
4B-17
CAE SimuFlite
Equipment connected to the Battery buses is always available
for use, regardless of the battery switch position. The following
circuits are wired to the Left Battery bus:
Generator Buses
Each generator feeds power to its respective Generator bus,
which connects to the Battery Charging bus through a 275A
current limiter.
The Generator buses power the following buses or circuits:
associated AC inverter
4B-18
Learjet 55
September 2003
Electrical System
Battery Charging Bus
During normal operation, each generator supplies 28V DC
regulated output to its respective Generator bus, which in turn
applies voltage to the Battery Charging bus through a 275A
current limiter.
Without engine power or a loss of both 275A current limiters, the
main aircraft batteries and/or a ground power unit feed the
Battery Charging bus, which, on S/N 003 through 089 and aircraft without AMK 55-84-1, powers the Essential buses in the
circuit breaker panels through 50A current limiters. On S/N 090
and subsequent and aircraft with AMK 55-84-1, the Generator
buses supply the Essential buses.
At least one battery switch must be on to connect the GPU output voltage to the Battery Charging bus.
The Battery Charging bus powers the following circuits:
fuel flow
DC Voltmeter
Freon cooling
stabilizer heat
recognition light
Left and Right Essential A/B buses (S/N 003 through 089
without AMK 55-84-1).
Learjet 55
March 2002
4B-19
CAE SimuFlite
Essential A and B Buses
On S/N 003 through 089 without AMK 55-84-1, the Battery
Charging bus feeds the Essential DC buses through a current
limiter and a circuit breaker.
On S/N 090 and subsequent and aircraft with AMK 55-84-1,
the Generator buses feed the Essential buses.
The Essential buses in early unmodified aircraft depend on the
Battery Charging bus for power. If both 275A Battery Charging
bus current limiters fail simultaneously, generator power is isolated from the Battery Charging bus. The only remaining power
for Essential bus loads is the main aircraft batteries. If the aircraft
is operated in this condition with minimum IFR equipment and
assuming the batteries are new and fully charged, the batteries
will deplete in 30 minutes or less, and power is lost to the Battery
buses, Battery Charging bus, and Essential A/B buses.
In later and modified models with Essential buses independent
of the Battery Charging bus, the negative impact of dual 275A
current limiter failure is greatly reduced. In this case, there is a
significantly lower drain on the aircraft batteries, and if the batteries fail, power is lost only to the Battery buses and Battery
Charging bus.
On the Learjet 55B/C, when the EMER BUS switch is in the
NORM position, the Essential A buses supply power to the associated equipment on the left and right Emergency buses; when the
EMER BUS switch is in the EMER BUS position, the main aircraft
batteries supply power to equipment on the Emergency buses.
4B-20
Learjet 55
March 2002
Electrical System
Power Buses (Learjet 55B/C)
The Power bus in the Learjet 55B/C is essentially the same bus
as the Main bus in the Learjet 55. The name was changed in the
later models to avoid confusion between names of the Main bus
and Main Power bus.
The left and right Generator buses feed the left and right Power
buses, respectively, through a 100A current limiter, a self-resetting overload sensor, and a control relay.
primary inverter.
secondary inverter.
The ignition and start 7.5A CBs power the generator control
circuits.
Learjet 55
March 2002
4B-21
CAE SimuFlite
Blower Bus
The Blower bus on the right circuit breaker panel supplies power
to the cabin and cockpit blowers from the Battery Charging bus.
The Blower bus circuit breakers are:
AUX DEFOG
COCKPIT BLOWER
R CABIN BLOWER
L CABIN BLOWER
Interior Bus
The Interior bus CBs on S/N 90, 92, 93, 97, and subsequent
supply power through a 50A current limiter and a 50A CB to
equipment in the passenger cabin. The Battery Charging bus
feeds the Interior bus through the 50A INTR BUS CONT CB.
Although equipment in the passenger cabin varies from aircraft
to aircraft, a typical setup would include the following circuit
breakers:
STEREO/MAINT ICS
RH READ LTS
AISLE LTS
CABINET LTS
TOILET
GALLEY.
Learjet 55
September 2003
Electrical System
sensor CB cools, the switch resets; however, the power relay
does not re-energize because of the open MAIN BUS CONTROL CB. Once the malfunction is corrected and the affected
MAIN BUS CONTROL CB is reset, the power relay re-energizes
and restores power to the MAIN BUS.
DC Circuit Breakers
Push-to-reset, thermal circuit breakers (CBs) protect the aircrafts DC electrical circuits. All DC and AC CBs are on the pilots
and copilots circuit breaker panels.
The pilots and copilots 40A ESS A and ESS B buses interconnect through the 20A ESS A BUS TIE and ESS B BUS TIE CBs
on the copilots circuit breaker panel.
The pilots MAIN BUS and copilots MAIN BUS interconnect
through the 50A MAIN BUS TIE CB on the copilots circuit
breaker panel.
Learjet 55
September 2003
4B-23
CAE SimuFlite
Learjet 55 Emergency Power System
The Learjet 55 emergency power supply system has a nickelcadmium or lead-acid battery to provide 24/28V DC and 5V DC
power for critical systems if both generators fail. This emergency
power pack supplies power to the standby attitude indicator,
landing gear, flaps, and N1 indicator, as well as the emergency
power (EMER PWR) indicator. The aircraft generators deliver a
constant trickle-charge to the emergency power pack via the
right Essential B bus.
An emergency power switch (EMER BAT 1) on the center switch
panel controls the emergency power pack. The switch has three
positions: BAT 1/STBY/OFF.
If a DC power loss occurs with the emergency power switch in
STBY, the power pack automatically powers the standby attitude
indicator, engine N1 indicators, and the EMER PWR indicator.
If a DC power loss occurs with the switch in BAT 1, the power
pack automatically powers the standby attitude indicator, the
landing gear actuating and indicating systems, the N1 engine
indicators, and the flap actuating system (the flap position indicator is inoperative).
The EMER PWR indicator on the left instrument panel illuminates
during emergency power operation of the selected systems.
4B-24
Learjet 55
March 2002
Electrical System
Learjet 55B/C Emergency Power System
The Learjet 55B/C has a dual emergency power battery system; the EMER PWR BAT 1/2 switches control the emergency
batteries.
Emergency battery 1 powers the 28V DC standby attitude indicator, the EMER PWR 1 annunciator, and lights in the following
equipment for approximately 30 minutes:
magnetic compass
standby altimeter
Learjet 55
March 2002
4B-25
CAE SimuFlite
Learjet 55B/C Emergency Bus System
An Emergency bus system supplies 28V DC, 115V AC and 26V
AC to selected systems if both generators fail. In addition, the
emergency bus system de-energizes and isolates all nonessential equipment in the event of electrical smoke or fire.
The aircraft batteries power the DC equipment on the Emergency
bus while the secondary emergency power supply inverter provides AC power to the AC equipment on the Emergency bus.
4B-26
Learjet 55
March 2002
Electrical System
Learjet 55
March 2002
4B-27
CAE SimuFlite
Engine Starting
A 28V DC starter and igniter box on each engine provide engine
starting. Prior to starting an engine, set the following switches to
ON:
the BAT 1/2 switches (to supply power to the left and right
IGN & START CBs)
Starter
With the battery, fuel computer, and starter-generator switches
on, a 28V DC starter on the engine accessory section provides
normal engine starting from either external power or the aircraft
battery system. Once the engine stabilizes at approximately 45%
to 50% N2, the fuel computer turns off the igniters and the starter.
(See Power Plant chapter).
Igniters
A 28V DC ignition system consists of an ignition exciter box on
the left side of each engine. The igniters provide continuous ignition when the pilot manually sets the AIR IGN L/R switches as
follows:
4B-28
Learjet 55
September 2003
Electrical System
Starter Generator Switch in START Position
With the thrust lever at CUTOFF and the BAT switches ON, the
L/R IGN & START CBs apply DC power to close the left and right
number 1 start relays. Then with the GEN START switch set to
START, the corresponding IGN & START CB applies DC power
to:
Learjet 55
March 2002
4B-29
CAE SimuFlite
Engine Starting Methods
Soft Start
All starters have soft start provisions. When 28V DC is initially
applied to the starter, an internal resistor circuit allows only 10 to
14V DC to the starter. After approximately 1.5 seconds, the voltage drop across the resistor decreases until system voltage is
applied to the starter. This occurs on all types of engine starts.
Battery Start
A battery start differs from a GPU start only in that GPU power is
not available. Once an engine starts, its generator charges the
batteries and powers a cross generator start on the other engine.
4B-30
Learjet 55
March 2002
Electrical System
AC Electrical System
PRI
INV
Learjet 55B/C
PRIMARY
INVERTER
OVERLOAD
SENSOR
60A
FROM
DC LEFT
GEN BUS
POWER
RELAY
PRI
INV
FROM DC
LEFT MAIN
POWER
WARNING
LIGHTS
CONTROL
PRI
2A
OFF
AUX
INV
WARNING
LIGHTS
CONTROL
WARNING LIGHT
P
S
O
FROM DC
LEFT ESS
A BUS
AUX
INV
PRI
2A
60A
OVERLOAD
SENSOR
115V AC OUTPUT
SECONDARY
INVERTER
OVERLOAD
SENSOR
60A
INV
SEC
LEFT AC BUS
L AC
BUS
L AC BUS
L AUX AC BUS
PRI AC VM
MACH TRIM
NOSE STEER
EL LTS
RADAR
26V AC CONT
L AUX
BUS
TO LEFT AUX AC BUS
PRI AC
VM
EMERGENCY
BUS
CONTROL
SI - 100
EMERGENCY
AC
INVERTER
150
A
C
100
A
C
V
O
L
T
S
50
0
7.5A
V
O
L
T
S
SEC AC
VM
0.25A
R AC BUS
TO RIGHT AC BUS
N
A
U
T
O
26V AC
BUS
10A
115V AC
AC BUS TIE
RIGHT AC BUS
AC BUS TIE
R AC BUS
R AUX AC BUS
SEC AC VM
SPOILERON
EL LTS
CAB AC LTS
NOSE FAN
26 AC CONT
SI-100 115V AC
SEC YAW DAMP
PULLER
2A
115V AC OUTPUT
FREQ SYNC CKT
POWER
RELAY
SEC
INV
2A
OFF
March 2002
NAV 1
26V AC
BUS
115V AC
SEC
INV
TO LEFT AC BUS
POWER
RELAY
FROM DC
RIGHT EMER BUS
Learjet 55
R AUX BUS
FROM DC
BATTERY
CHARGING BUS
FROM DC
RIGHT GEN BUS
L OIL PRESS
AHS 1
FMS 1
ADF 1
COPILOT RMI
AUXILIARY
INVERTER
OFF
FROM DC RIGHT
MAIN POWER
T
R
A
N
S
F
O
R
M
E
R
26V AC BUS
26V AC
B
O
X
P
S
O
S
E
C
P
A
R
A
L
L
E
L
I
N
G
C
O
N
T
R
O
L
P
S
O
I
N
V
E
R
T
E
R
A
U
T
O
WARNING
LIGHTS
CONTROL
T
R
A
N
S
F
O
R
M
E
R
26V AC
AHS 2
PILOT RMI
N
26V AC BUS
E
R OIL PRESS
FMS 2
ADF 2
NAV 2
4B-31
CAE SimuFlite
4B-32
Learjet 55
March 2002
Electrical System
AC Electrical System
PRI
INV
Learjet 55
WARNING
LIGHTS
CONTROL
A
U
T
O
PRIMARY
INVERTER
LOAD EQL CKT
OVERLOAD
SENSOR
60A
PRI
INV
I
N
V
E
R
T
E
R
PRI
AUXILIARY
INVERTER
OVERLOAD
SENSOR
60A
115V AC OUTPUT
POWER
RELAY
AUX
INV
AUX
INV
FROM DC ESS A BUS
WARNING
LIGHTS
CONTROL
AUX INV
ON
P
A
R
A
L
L
E
L
I
N
G
OFF
B
U
S
26V AC
BUS
115V AC
L
E
F
T
L AC
BUS
L AC TO BUS
L AUX
BUS
A
C
AUX INV
L BUS
150
R BUS
100
50
0
A
C
V
O
L
T
S
AC BUS
PRI
SEC
SEC
VM
R AUX
BUS
10A
0.25A
R AC
BUS
10A
R AC TO BUS
B
O
X
SECONDARY
INVERTER
SEC
INV
INV
SEC
March 2002
115V AC OUTPUT
POWER
RELAY
SEC
INV
2A
Learjet 55
OVERLOAD
SENSOR
60A
WARNING
LIGHTS
CONTROL
B
U
S
PRI
VM
C
O
N
T
R
O
L
2A
A
C
26V AC
T
R
A
N
S
F
O
R
M
E
R
115V AC OUTPUT
POWER
RELAY
2
6
V
A
U
T
O
T
R
A
N
S
F
O
R
M
E
R
115V AC
26V AC
BUS
7.5A
R
I
G
H
T
A
C
B
U
S
AC BUS TIE
R AC BUS
R AUX AC BUS
EL LTS
CAB LTS CB
SEC VM
SEC YAW DAMP
SPOILERON
SEC DIR GYRO
SEC VERT GYRO
SAT TAS COMP
SEC FLT DIR ATTD
SEC RATE GYRO
26V AC BUS
2A
2
6
V
26V AC
A
C
B
U
S
4B-33
CAE SimuFlite
4B-34
Learjet 55
March 2002
Electrical System
AC Electrical System
The Learjet 55/55B/C AC electrical system receives DC power
from the aircraft generators and converts it to 115V AC and 26V
AC as the aircraft AC systems require. A primary and secondary
inverter in the aft compartment generate and distribute AC power
via a paralleling control box. Other AC system components
include two auto transformers that convert 115V AC to 26V AC
and overload sensors and current limiters that protect the system. In addition, an optional third inverter may be installed.
AC Inverters
Two 115V AC, 400 Hz, 1,000 VA solid state static inverters are in
the aft equipment section above the baggage compartment. An
exception is S/N 142, in which the inverters are in the nose
avionics compartment.
The left and right DC Generator buses supply 28V DC through a
100A current limiter, an automatic reset overload sensor, and an
inverter relay to the primary and secondary AC inverters, respectively. The DC Main Power buses power the inverter control
relays through a circuit breaker and the inverter switch. Either
inverter is capable of carrying the entire AC system load. At 400
Hz 1%, the inverter frequency is compatible with sensitive aircraft instruments.
During normal operation, the primary and secondary inverters
apply 115V AC power to the left and right AC buses, respectively, through the paralleling control box. The left and right AC buses
interconnect through the 7.5A AC BUS TIE CB on the copilots
circuit breaker panel.
Inverter Switches
Each of two INVERTER (PRI/SEC) switches on the center switch
panel controls its respective primary or secondary inverter. When
either switch is on (in PRI or SEC position), the associated power
relay supplies input power to the associated inverter. The 2A
Learjet 55
March 2002
4B-35
CAE SimuFlite
PRI-INV and SEC-INV CBs on the left and right circuit breaker
panels supply 28V DC power to the primary and secondary
inverter control circuits, respectively.
Inverter Annunciators
The applicable amber inverter annunciator (PRI INV or SEC
INV) on the glareshield panel illuminates if the inverter supplies
less than 90V (switch OFF or malfunction) or if a malfunction
downstream reduces demand on the inverter to approximately
10 volt-amps. In addition, the annunciators illuminate if the primary or secondary inverter switches are selected OFF while
electrical power is available. The AUX INV annunciator does not
illuminate when the switch is off; it illuminates only if the switch is
on and the inverter fails.
Overload Sensors
An overload sensor on each inverter protects the inverter from
DC current flow overload damage. The overload sensor is a 60A
thermal CB mechanically connected to an internal switch.
4B-36
Learjet 55
March 2002
Electrical System
When the overload sensor CB cools, the switch resets; however,
the power relay does not energize because the inverters control
CB is open. After the malfunction is corrected and the affected
inverter control CB resets, the power relay energizes and the
affected inverter comes back on-line.
Switching functions for the paralleling control box include the following:
Learjet 55
March 2002
4B-37
CAE SimuFlite
If an inverter function becomes erratic, the paralleling box
reduces the malfunctioning inverters output. The minimum
acceptable voltage for reliable operation of the equipment
powered through the AC buses is 90V AC. If an inverter fails,
creating insufficient inverter current flow, or if an inverter control
CB fails, the paralleling control box illuminates the corresponding
amber annunciator (PRI INV, SEC INV, or AUX INV).
AC Buses
The primary and secondary inverters feed the left and right AC
buses respectively through the left and right 10A AC BUS CBs.
The 7.5A AC BUS TIE CB connects the L/R AC buses.
The auxiliary inverter can feed either the left or right AC bus
through the left AUX BUS or right AUX BUS CB, as selected with
the AUX INV L/R BUS switch.
Autotransformers
Two autotransformers, one in each pilots circuit breaker panel,
reduce the 115V AC voltage to 26V AC for certain aircraft and
avionics systems. The autotransformers also regulate the lowered output voltage so that it maintains a constant value regardless of variations in the input voltage.
Learjet 55
March 2002
Electrical System
Circuit Breaker Protection
Push-to-reset magnetic circuit breakers protect the aircraft AC
electrical circuits. Two circuit breaker panels, one on each side of
the cockpit, contain rows of circuit breakers arranged with AC
buses on top and DC buses on the lower three rows.
The top row contains the left and right AC bus, the 115V AC
bus, and the 26V AC bus CBs. In the Learjet 55B/C, the
Emergency DC bus is on the top row as well. The 7.5A AC BUS
TIE circuit breaker in the copilots panel interconnects the left
and right AC buses and powers the opposite bus if one bus CB
or current limiter fails.
Emergency AC Power
(Learjet 55B/C)
The 115V, 75VA SI-100 inverter provides emergency AC power
from the DC Emergency bus via the EMER PWR CB. (See DC
Electrical System, Emergency Power Systems.)
With the emergency bus switch in EMER BUS position, the
Emergency bus control circuits apply 115V AC power directly to
the following:
Learjet 55
March 2002
4B-39
CAE SimuFlite
Exterior Lighting
Landing/Taxi Lights
Two lights, one on each main gear, are full bright for landing and
dim for taxiing. A three-position (L or R/TAXI/OFF) LDG LT switch
on the center instrument panel controls the landing/taxi lights as
follows:
The landing light control circuits are wired through the main gear
down-and-locked switches; therefore, the landing lights are inoperative when the landing gear is not down and locked.
Navigation Lights
Navigation lights are on the forward portion of the wing tips and
in the vertical stabilizer aft bullet. The two-position NAV LT/OFF
switch on the copilots outboard switch panel controls the navigation lights. With the switch in NAV LT (on) position, the following occurs:
The bulbs and control circuits receive power from the left Main
bus on the Learjet 55, or from the left Power bus on the Learjet
55B/C, through the 7.5A NAV LTS CB on the pilots circuit
breaker panel.
4B-40
Learjet 55
September 2003
Electrical System
Anti-Collision (Beacon) Lights
Dual-bulb anti-collision lights are on top of the vertical stabilizer
and on the lower fuselage. The tandem mounted bulbs oscillate
approximately 180 at 45 cycles per minute. An integral lens concentrates the light beam and produces an illusion of 90 flashes
per minute due to the oscillating.
The BCN LT switch on the copilots outboard switch panel controls the lights, which operate on 28V DC supplied through the
7.5A BCN LTS CB on the copilots circuit breaker panel.
Strobe Lights
Strobe lights are in the outboard side of each winglet and in the
vertical stabilizer aft bullet. The strobe system consists of the
three lights, a power supply unit for each light, and the STROBE
LT switch, on the copilots outboard switch panel.
With the STROBE LT switch on, each lights power supply
receives 28V DC via the 7.5A STROBE LTS CB on the pilots circuit breaker panel. Each power supply produces a 450V DC
pulse to flash the associated light at a rate of approximately 50
pulses per minute.
Recognition Light
A recognition light is on the upper leading edge of the vertical
stabilizer. The two-position RECOG LT/OFF switch, on the copilots outboard switch panel controls the light. When the switch
is on, control circuits apply 28V DC from the Battery Charging
bus to illuminate the light. To extend the life of the bulb, turn the
recognition light off at altitudes of 18,000 ft or above. The light
and control circuits operate on 28V DC supplied through a 30A
current limiter.
4B-41
CAE SimuFlite
Interior Lighting
Interior lighting includes systems for the cockpit, passenger compartment, and aft compartments.
Cockpit Lighting
Instrument Panel Floodlights
Three cold-cathode, fluorescent lights in the glareshield illuminate the instrument panel. The FLOOD rheostat on the pilots
dimmer panel controls and dims the floodlights. The 7.5A
FLOOD LTS CB on the pilots circuit breaker panel supplies 28V
DC to two power supply units that operate the fluorescent lights
on 600V AC.
Instrument Lights
Three 5V DC power supply units power the incandescent lighting
for the instrument panel indicators, center pedestal indicators,
and the magnetic compass. The 7.5A INSTR LTS CB on the
pilots circuit breaker panel feeds provides 28V DC to the power
supply units.
The pilots INSTR dimmer switch controls brightness for the pilots
engine instruments, stall margin indicator, flight instruments, subpanel, and auto-pilot controller mode selector switch lights.
Normally, a separate dimmer switch immediately forward of the
dimmer panel controls the pilots flight director LED readout.
Copilots INSTR dimmer switch controls brightness for the copilots stall margin indicator, copilots flight instruments, cabin
temperature indicator, pressurization instruments, and the copilots subpanel. A separate dimmer switch immediately forward
of the dimmer panel controls the copilots flight director LED
readout.
The copilots CTR PNL/PEDESTAL dimmer switch controls the
brightness for the center instrument panel (except engine instruments), magnetic compass, pedestal, and autopilot controller.
4B-42
Learjet 55
March 2002
Electrical System
Switch Panel Lighting
The following panels have 115V AC electroluminescent lighting
via the 2A EL LTS circuit breakers on both pilots circuit breaker
panels:
dimmer panels.
The EL PANEL and C/B PNL rheostat switches on the pilots and
copilots dimmer panels control and dim the panel lighting.
The pilots EL PNL dimmer switch controls the electroluminescent lighting of the pilots inboard and outboard switch panels,
the center switch panel, the pilots audio control panel, the pilots
microphone control/jack panel, and the pilots dimmer panel. The
pilots C/B PNL dimmer switch controls the electroluminescent
lighting of the pilots circuit breaker panel.
The copilots EL PNL dimmer switch controls the electroluminescent lighting of the copilots outboard switch panel, the pressurization and temperature control panel, the copilots audio control
panel, the copilots microphone control/jack panel, and the copilots dimmer panel.
Learjet 55
March 2002
4B-43
CAE SimuFlite
Optional Dome Lights
Optional dome lights in the overhead panel illuminate the entire
cockpit area. The OVERHEAD LIGHT rheostat switch (Figure
5C-25) on the copilots side panel controls and dims the dome
lights. The STEP LIGHT switch also controls these lights. The
7.5A INSTR LTS CB on the copilots circuit breaker panel supplies 28V DC to the dome lights.
Aisle Lights
Aisle lights on each side of the center aisle provide foot path
lighting. The AISLE LIGHT rocker switch on the left service cabinet near the entry door controls the aisle lights. The 7.5A AISLE
LTS CB on the pilots circuit breaker panel supplies 28V DC to
the aisle lights.
Overhead Lights
Cold-cathode fluorescent lighting recessed in the cabin headliner provides general cabin lighting.
4B-44
Learjet 55
March 2002
Electrical System
Normally, the three-position OVERHEAT LIGHT rocker switch on
the left service cabinet near the entry door controls and dims the
overhead lights.
In the event of cabin depressurization, the center lights automatically illuminate full bright if the cabin altitude reaches approximately 14,000 ft.
In aircraft with an optional emergency lighting system, two power
supply units illuminate the lights with 28V DC supplied through
the 10A CABIN LTS CB on the copilots circuit breaker panel. If
the normal electrical system fails, the emergency lights automatically illuminate.
Entry Light
A cabin entry door light on the left service cabinet illuminates the
lower door steps. The STEP LIGHT rocker switch on the left service cabinet near the entry door controls the entry light. The lights
are wired to the Left Battery bus through the 5A ENTRY LT CB
on the pilots circuit breaker panel; the light is on operative
regardless of the BAT switch position.
Lavatory Lights
The LAV LTS switch in the vanity cabinet controls lights in the
lavatory headliner.
Learjet 55
September 2003
4B-45
CAE SimuFlite
No Smoking and Fasten Seat Belt Signs
The flight crew controls the no smoking and fasten seat belt symbolic signs in the forward and aft cabin headliner. When the
switch on the cockpit center switch panel is set to NO SMOKING
FASTEN SEAT BELT, both symbols illuminate and an audible
tone sounds. When the switch is set to FASTEN SEAT BELT,
only the fasten seat belt symbol illuminates and the tone sounds.
In addition, a RETURN TO SEAT sign in the lavatory illuminates
whenever the fasten seat belt symbol is activated.
4B-46
Learjet 55
March 2002
Electrical System
Setting the switch to DISARM isolates the emergency lights from
the emergency batteries. Reposition the switch to ARM prior to
takeoff. If the switch is in the DISARM position and at least one
BAT switch is on, the amber light adjacent to the EMER LIGHT
switch illuminates to remind the crew to reset the switch to ARM.
Move the switch to DISARM prior to setting the BAT switches off.
Learjet 55
March 2002
4B-47
CAE SimuFlite
Electrical System
Learjet 55
Power Source
DC
Generators (2 engine-driven)
Batteries (2 nicad or lead acid)
AC
Static inverters (2)
Third optional inverter
Emergency power pack(s) (1 or 2)
Distribution
DC buses
Generator L/R
Battery L/R
Battery Charging
Essential A/B L/R
Main Power L/R
Main L/R
Blower
Interior
Emergency battery 1
Optional Emergency battery 2
AC buses
AC L/R
26V AC L/R
Control
Switches
START/GEN
RESET
Battery
Inverter
Auxiliary Inverter (if installed)
EMER BAT
Monitor
Annunciators
GEN L/R
BAT 140
BAT 160
DC ammeter
DC voltmeter
BAT TEMP gage
4B-48
Learjet 55
March 2002
Electrical System
Learjet 55
September 2003
Circuit breakers
Current limiters
GPU overvoltage 33V DC
Generator overvoltage 31V DC
Inverter overcurrent 60A
Main/Power bus overcurrent 70A
Generator 325A continuous
4B-49
CAE SimuFlite
Electrical System
Learjet 55B/C
Power Source
DC
Generators (2 engine-driven)
Batteries (2 nicad or lead acid)
AC
Static inverters (2)
Third optional inverter
Emergency power pack(s) (1 or 2)
SI-100 Emergency inverter
Distribution
DC buses
Generator L/R
Battery L/R
Battery Charging
Essential A/B L/R
Main Power L/R
Main L/R
Blower
Interior
Emergency L/R
Emergency batteries (2)
AC buses
AC L/R
26V AC L/R
Control
Switches
START/GEN
RESET
Battery
Inverter
Auxiliary Inverter (if installed)
EMER BAT
EMER BUS
4B-50
Learjet 55
March 2002
Electrical System
Annunciators
GEN L/R
BAT 140
BAT 160
DC ammeter
DC voltmeter
BAT TEMP gage
Protection
Circuit breakers
Current limiters
GPU overvoltage 33V DC
Generator overvoltage 31V DC
Inverter overcurrent 60A
Main/Power bus overcurrent 70A
Generator 325A continuous
Learjet 55
September 2003
4B-51
CAE SimuFlite
4B-52
Learjet 55
March 2002
Environmental Systems
Pneumatic Distribution
COCKPIT AIR
DISTRIBUTION
CABIN AIR
DISTRIBUTION
CABIN AIR
DISTRIBUTION
EMERGENCY
PRESSURIZATION VALVE
EMERGENCY
PRESSURIZATION VALVE
645
BLEED-AIR
SHUTOFF
VALVE
645
NACELLE HEAT
NACELLE HEAT
LP ENGINE BLEED
250
250
BLEED
AIR
MIX
VALVE
BLEED
AIR
MIX
VALVE
WING
ANTI-ICE
BLEED
AIR L
HIGH PRESSURE
SHUTOFF SOLENOID
WINDSHIELD
ANTI-ICE
GROUND
SERVICE
ALCOHOL
ANTI-ICE
LP ENGINE BLEED
BLEED
AIR R
HIGH PRESSURE
SHUTOFF SOLENOID
FAN SPINNER
ANTI-ICE
FAN SPINNER
ANTI-ICE
PRESS
SYSTEM
TEMP
CONTROL
SYSTEM
HYD
SYSTEM
FLOW
CONTROL
VALVE
HP ENGINE BLEEDS
LEFT
ENGINE
HP ENGINE BLEEDS
RIGHT
THRUST
REVERSER
LEFT
THRUST
REVERSER
TEMP
CONTROL
SYSTEM
RIGHT
ENGINE
TEMP
CONTROL
SYSTEM
RAM AIR
RAM AIR
HEAT
EXCHANGER
BLEED AIR
EXCHANGER OUTPUT
RAM AIR
PLENUM
CONDITIONED AIR
OVERBOARD
Learjet 55
March 2002
4C-1
CAE SimuFlite
4C-2
Learjet 55
March 2002
Environmental Systems
Pneumatic System
TO COCKPIT
SENSOR FAN
R
M
A
I
N
LEARJET 55B/C
(R BLEED VALVES)
R ECS VALVE
13
2
15
7.5A
E
S
S
B
U
S
R FW SOV
12
6
BLEED
AIR R
LEARJET 55B/C
(CAB AIR)
BLEED AIR CABIN
AIR ON
17
1A
T
E
M
P
C
O
N
T
C
R
E
W
23
DUCT
OV HT
HOT
5
4
3
2
1
COLD
T
E
M
P
C
O
N
T
C
A
B
13 LP BLEED ENGINE
14 HP BLEED ENGINE
26
2 L EMERGENCY VALVE
OFF
B
U
S
7.5A
7
1
P
W
R
14
16
32
1 R EMERGENCY VALVE
RAM AIR
HEAT
EXCHANGER
10
20
18
CONDITIONED AIR
19
AUTO
21
27
FLOW
CONTROL
VALVE
17 RAM AIR
29
22
SERVO AIR
CONTROL AIR
FORCED AIR
24
30
MAN
CABIN
TEMP
AUTO
TEMP CONTROL
(IND.)
OVERBOARD
28
25
MAN
6
BLEED
AIR R
23
11
16
14
15
13
L ECS VALVE
EMER
PRESS
1
4
2
75A
LEFT
ECS
VALVE
CONTROL
BOX
CREW
TEMP
Learjet 55
March 2002
ENG FIRE
PULL
1A
OVERRIDE
MAN
TEMP
CAB TEMP
(IND)
1A
M
A
I
N
E
S
S
TO CABIN
TEMP GAGE
NORM
EMER
ON
L FW SOV
5A
AUTO
TEMP
COLD HOT
OFF
COLD HOT
E
S
S
B
U
S
LEARJET 55B/C
(L BLEED VALVES)
L ECS VALVE
P
W
R
7.5A
B
U
S
A
B
U
S
L FW SOV
1
5A
L
E
S
S
B
B
U
S
4C-3
CAE SimuFlite
Freon Cooling System
B
A
T
LEFT
CABIN
BLOWER
POWER
C
H
A
R
G
I
N
G
CABIN
FANS
LO
HI
OFF
HI
HI
B
U
S
COOL
F
A
N
FREON
CNTRL
LO
M
A
I
N
P
W
R
RIGHT
CABIN
BLOWER
POWER
1
B
U
S
5
LO
MOTOR
FREON
PRESSURE
SWITCH
2
4
COCKPIT
AUX FAN
OFF
CABIN
BLOWER
EXPANSION
VALVE
COCKPIT
EVAPORATOR
COMPRESSOR
CONDENSER
EVAPORATOR
PRESSURE
REGULATING VALVE
CABIN
BLOWER
RECEIVER /
DRYER
CABIN
EVAPORATOR
EXPANSION VALVE
COCKPIT
BLOWER
4C-4
Learjet 55
March 2002
Environmental Systems
CONDITIONED AIR
HIGH HT CONTROL
FREON
LOW HT CONTROL
GPU OR GEN ON
AC ON / START-DISABLE
HEAT CONTROL
CABIN
CABIN
FLOOR DIFFUSER
CABIN TEMP
SENSORS
FOOT WARMER
DIFFUSER
INTERNAL
DEFOG OUTLET
OVERHEAD
LIGHT
GASPER
1 CABIN
SENSOR
FAN
CABIN
TEMP
0
10
A
U HI L
X
O
H OFF
T
HI
LO
CABIN
FANS
LO
80
COCKPIT FREON
EVAPORATOR
B
A
T
LO
INTERNAL
DEFOG OUTLET
THERMAL
FUSE 430F
COCKPIT
BLOWER
THERMAL
FUSE
430F
5
OVERHEAD DIFFUSER
DOOR
B
L
L CABIN O
BLOWER W
E
R
15A
AUX
HT HI
AUX
HT LOW
C
H
A
R
G
I
N
G
B
U
S
B
U
S
6
INTERNAL
DEFOG BLOWER
B
U
S
R CABIN
BLOWER
15A
HI
INTERNAL
DEFOG
BLOWER
B
U
S
LO
TEMP
SENSOR
125-150
B
A
T
P
W
R
HI
OVERHEAD DIFFUSER
TEMP SENSORS
125-150
R
M
A
I
N
7.5A
HI
C
H
A
R
G
I
N
G
TAILCONE
90
COCKPIT
CABIN SKIN
TEMP SENSOR
CABIN FREON
EVAPORATOR
FLOOR DIFFUSER
7
B
L
O
W
E
R
AUX
DEFOG
HI
L
O
OFF
VARIABLE-OPEN
AIR OUTLET
COCKPIT SKIN
TEMP SENSOR
SIDE WINDOW
DIFFUSER
COCKPIT
SENSOR
FAN
AFT
PRESSURE
BULKHEAD
COCKPIT AIR
TEMP SENSOR
B
U
S
Learjet 55
March 2002
4C-5
CAE SimuFlite
4C-6
Learjet 55
March 2002
Environmental Systems
Pressurization System
MANUAL CONTROL
VALVE
N.C.
VACUUM
REGULATOR
1
DIFFERENTIAL
PRESSURE RELIEF
(9.4 PSI)
N.O.
3
N.C.
N.C.
4
FWD
PRESSURE
BULKHEAD
CABIN
ALTITUDE
LIMITER
11,500 FT
N.O.
5
DEPRESSURIZATION SOLENOID
RH
THRUST
LEVER
SWITCH
AIR
MANUAL
CABIN
ALT
WARNING
LIGHT
CONTROL
March 2002
GROUND
CAB
PRESS
REGULATED VACUUM
Learjet 55
40
5
x
AL
TF
10 T
00
AFT
PRESSURE
BULKHEAD
CABIN
CONTROLL
INCR
RATE
AUTO
BLEED AIR
CABIN AIR
>82%
C
AC ABI
FT N
<82%
N.O.
CABIN
ALTITUDE
LIMITER
11,500 FT
AUTOMATIC
CABIN ALTITUDE
CONTROLLER
CABIN AIR
MAXIMUM
DIFFERENTIAL
PRESSURE
RELIEF
(9.7 PSI)
PNEUMATIC
RELAY
CABIN AIR
EXHAUST
CONTROL
VALVE
8,750 FT
ANEROID
SWITCH
E
S
S
E
S
S
B
U
S
B
U
S
LEARJET 55B/C
CABIN AIR
CABIN
AIR ON
SQUAT
SWITCH
AIR
LEARJET 55
BLEED AIR
OFF
GROUND
10,000 FT
ANEROID
SWITCH
AURAL
WARNING
BOX
CABIN ALTITUDE
WARNING HORN
4C-7
CAE SimuFlite
4C-8
Learjet 55
March 2002
Environmental Systems
Environmental Systems
This chapter describes the systems that extract, distribute, and
control engine bleed air. The pneumatic, pressurization, and air
conditioning systems are combined in this chapter to present the
flow of engine bleed air and its use throughout the aircraft.
The pneumatic system extracts bleed air from the engines
and transfers it to various systems (i.e., air conditioning, ice and
rain protection, and pressurization). In addition, bleed air pressurizes the hydraulic reservoirs and on some models the alcohol reservoir.
The air conditioning system routes engine bleed air collected
by the pneumatic system through a heat exchanger for cooling.
This section also discusses aircraft heating, the refrigeration unit,
and the auxiliary cabin heater.
The pressurization system utilizes engine bleed air to provide
cabin pressurization.
Pneumatic System
The pneumatic system provides engine bleed air for the following:
cabin pressurization
hydraulic system.
Each engine supplies high and low pressure bleed air to its
respective mix valve. The mix valve combines the high and low
pressure bleed air and also acts as a high pressure shutoff valve.
Learjet 55
March 2002
4C-9
CAE SimuFlite
Bleed air from the mix valves passes through shutoff valves to the
bleed air manifold for distribution to the various airplane systems.
The system consists of two independent distribution systems
connected to a common distribution point. Two bleed air switches
control the system; two annunciators on the glareshield monitor
system operation.
Components
Each distribution system consists of:
4C-10
Learjet 55
March 2002
Environmental Systems
Shutoff/Regulator Valve
A bleed air regulator and shutoff valve is in the bleed air supply
line from each engine. From the left and right pressure regulator
shutoff valve, bleed air is distributed to the wing anti-ice system,
air conditioning system, ground service port, pneumatic system,
windshield anti-ice, pressurization vacuum source, and hydraulic
system.
The bleed air shutoff/regulator valve is spring-loaded to the
closed position; it is opened pneumatically with the BLEED AIR
switch in ON whenever bleed air is available from the mixing
valve. Setting the appropriate BLEED AIR switch to ON opens
the valve at 5 PSI and limits system pressure to 35 2 PSI.
The normally open solenoid on the shutoff/regulator valve closes
whenever the BLEED AIR switch is placed to OFF or EMERGENCY. The valves, in addition to being controlled by the
BLEED AIR switches, are energized closed by two other means:
Check Valves
Bleed air check valves between the bleed air shutoff/regulator
valve and the manifold assembly prevent reverse air flow to the
ram air plenum. The check valves allow bleed air to flow from the
engine; they close with reverse flow. This prevents loss of bleed
air during single engine operation by stopping flow from the operative engine through the ducts to the inoperative engine.
Manifold Assembly
The manifold assembly in the aft compartment is the common
bleed air distribution point for the environmental and alcohol
pneumatic (anti-ice) systems. By routing bleed air to various systems, the manifold accomplishes the following:
Learjet 55
March 2002
4C-11
CAE SimuFlite
cabin pressurization
Learjet 55
March 2002
Environmental Systems
surization aneroid also receives 28V DC power when the BLEED
AIR switch is ON (see Pressurization System, this chapter).
When the associated BLEED AIR switch is placed in EMER, the
HP shutoff solenoid is de-energized closed and the bleed air
shutoff/regulator valve closes to stop the flow of air into the bleed
air distribution manifold. The emergency pressurization valve
receives electrical power and is energized open to allow hot
unconditioned bleed air to flow directly into the cabin distribution
ducts for emergency pressurization. In addition, the amber
EMER PRESS annunciator illuminates (see Pressurization
System, this chapter).
4C-13
CAE SimuFlite
CABIN AIR Switch
The two-position CABIN AIR switch on the pressurization and
temperature control panel manipulates the flow control valve.
With the BLEED AIR switches in ON, setting the CABIN AIR
switch to ON de-energizes the valves solenoid to allow system
pressure to the valves controlling chambers.
On S/N 019 and subsequent, setting the CABIN AIR switch to
OFF energizes the valves control solenoid after a six second
delay; this shuts off control pressure to allow the valve shutoff
sleeve to block bleed air flow.
4C-14
Learjet 55
March 2002
Environmental Systems
a cabin blower relay that energizes when the cooling system switch is in COOL or FAN
a cabin blower relay that trips when the CABIN AIR switch
is in ON
Refrigeration System
The refrigeration system provides ground cooling, inflight cooling
at lower altitudes, and cabin dehumidification. The Freon cooling
system requires DC power and can only be used if an APU, or at
least one generator is powering the aircraft. System operation is
inhibited during engine starts and when the stabilizer anti-ice is
in operation. The Freon system also shuts off automatically if the
cabin temperature control valve opens more than 15 (HOT).
Learjet 55
March 2002
4C-15
CAE SimuFlite
On aircraft prior to S/N 089 without AAK 55-83-6, the Freon
compressor receives 28V DC power from the Battery Charging
bus through a 175A current limiter and power relay any time the
system is in operation.
On S/N 089 and subsequent, a 5 hp motor replaces the 3 hp
compressor motor. If the system shuts down automatically
because of a fault, the system may be restored by placing the
COOL/FAN/OFF switch to OFF and then back to COOL. This
should reset the system back to normal operation.
Operation
With the compressor operating and the CABIN AIR switch in the
OFF position, Freon is compressed and circulated throughout
the system while the cabin blowers circulate air across the cabin
evaporator to the overhead diffusers.
With the CABIN AIR switch in ON, the cockpit blower (AUX FAN)
circulates Freon cooled air to the variable outlets (wemacs) in the
cockpit and cabin. If the cockpit AUX FAN switch is in OFF and
the COOL/FAN/OFF switch is in COOL, the cockpit blower automatically operates at low speed. This ensures proper airflow
across the cockpit evaporator when the system is in operation.
With the CABIN AIR switch in ON, pneumatic bleed air flows
through the cabin evaporator for cooling.
The cabin blowers can be operated independently of the Freon
system by placing the cooling system switch in FAN whenever
the CABIN AIR switch is in OFF.
A refrigerant pressure switch plumbed to the compressor discharge port provides system overpressurization protection. If the
compressor discharges pressure reaches approximately 335
10 PSI, the Freon control relay de-energizes and cuts power to
the compressor motor.
When the pressure drops to approximately 205 40 PSI, the
Freon control relay energizes and the motor starts.
4C-16
Learjet 55
March 2002
Environmental Systems
FREON ON Light
The optional green FREON ON light on the glareshield illuminates when the Freon cooling system is energized. The light
extinguishes whenever the system is de-energized.
Cockpit Blower
A cockpit blower (cockpit auxiliary fan) under the floor beneath
the pilots seat provides additional air circulation in the cockpit
and cabin. The COCKPIT AUX FAN switch on the copilot lighting
panel has an ON/OFF detent; the switch is rotated clockwise to
increase the speed of the blower. Air is distributed to the cockpit
by two overhead wemacs and to the cabin by the overhead
adjustable wemacs.
The cockpit blower can be used in flight or on the ground for air
circulation. It also operates as a function of the Freon cooling
system. It can be operated through the rheostat whenever the
aircrafts main batteries are on. The blower motor, however, must
be off during the start checklist.
Cabin Blowers
Two cabin blowers (cabin fans) on the left and right sides of the
aft cabin admit air across the evaporator when the CABIN AIR
Learjet 55
March 2002
4C-17
CAE SimuFlite
switch is off. When the CABIN AIR switch is ON, the pneumatic
bleed air flows across the evaporator for cabin cooling and
heating.
The cabin blowers are used to circulate air in the cabin through
the overhead diffusers. The COOL/FAN/OFF switch or the AUX
HT switch on the copilot depressurization and temperature control panel controls the blowers.
Variable blower speeds can be selected with the CABIN FANS
switch on the copilot lighting control panel. With the CABIN AIR
switch in OFF and the COOL/FAN/OFF switch in FAN, the blowers operate in low speed unless power is available from a generator or ground power unit.
With the CABIN AIR switch in OFF, the cabin blowers automatically energize whenever the AUX HT is placed to HI or LO,
or the Freon cooling system is placed to COOL.
4C-18
Learjet 55
March 2002
Environmental Systems
a pressure regulator
AUTO/MAN Operation
With the temperature control system in AUTO mode, the temperature control system automatically maintains the selected
temperature with the (CREW or CABIN) temp selector. Duct
temperature sensors in each system close the affected temperature control valves and illuminate the amber DUCT OV HT
annunciator when excessive high temperatures are sensed in
either duct supply line.
Learjet 55
March 2002
4C-19
CAE SimuFlite
When MAN mode is selected with either system AUTO/MAN
switch, rotate the CREW or CABIN TEMP selector knob to position the temperature control valve position. The valves stay in the
position selected and only respond when manually moved or reselected to AUTO. Duct overheat protection is also available in the
manual mode.
On aircraft prior to S/N 019, the cabin and cockpit temperature
sensor blowers become operational when the CABIN AIR switch
is placed to ON. On S/N 19 and subsequent, the sensor blowers have a 10 second time delay before becoming operational.
When the mode selector is in MAN, the manual temperature
selector knob removes the cabin and cockpit temperature sensors from the system and controls pressure to the bypass valves.
On S/N 127 and subsequent and as an option on prior aircraft, an AUTO/CABIN/MAN three-position switch below the
CABIN TEMP selector knob provides an additional operation
automatic remote. The AUTO mode performs the same function
as previously detailed. The CABIN mode operation is identical to
AUTO except the cabin temperature is set using a CABIN TEMP
HOT/COLD selector in the cabin. The passengers can adjust
their own desired temperature using the HOT/COLD selector.
When the cabin temperature control valve is adjusted through
the cabin selector, it can be observed on the CABIN TEMP indicator by vertical needle movement. When MAN is selected, the
HOT/COLD selector is bypassed and the cabin temperature is
adjusted with the cockpit HOT/COLD selector knob.
The CABIN TEMP HOT/COLD selector is normally in the mid
cabin sidewall area with the Flitefone.
blue 60 to 70F
4C-20
Learjet 55
March 2002
Environmental Systems
green 70 to 80F
red 80 to 90F.
Duct Overheat
The cabin and cockpit temperature controllers limit duct temperature to below 250F. Duct temperature overheat sensors illuminate the amber DUCT OV HT light whenever excessive high
temperatures (300F) are sensed.
The temperature indicator needle moves to the full cold position
to signify which duct supply line is overheating.
Learjet 55
March 2002
4C-21
CAE SimuFlite
Auxiliary Cabin Heater
An auxiliary cabin heater in the cooling system ducting provides
additional heating for the cabin only. The heater consists of two
heater coil assemblies, a three-position system switch, and a
thermal switch and fuse for each heating assembly. Each coil
assembly has two heating elements. With the AUX HT switch set
to HI, all four heating elements in the ducts energize. With the
switch set to LO, only two heater elements energize (one in each
coil assembly).
The thermoswitches and thermal fuses wired in series provide
overheat protection to the heater coils. Should either coil become
overheated, power is disconnected to both coils. The thermoswitches cycle the heating coils to maintain a constant 125F to
150F airflow temperature. If a malfunction occurs, the thermal
fuses melt at approximately 430F to disconnect electrical power
from the heater coils.
The thermoswitches also prevent the cabin blowers from operating during initial startup until the airflow across the heater coils
reaches 150F.
The AUX HT system shuts down automatically during engine
start, and is not available when the CABIN AIR switch is in ON or
the COOL/FAN/OFF switch is in COOL.
4C-22
Learjet 55
September 2003
Environmental Systems
Pressurization System
Routing engine bleed air into the cabin and controlling its escape
with the cabin air exhaust valve provides cabin pressurization. In
flight, normal pressurization operation does not require electrical
power; the system uses regulated vacuum from an ejector pump
in the aft equipment bay.
Components of the pressurization system include the following:
pressurization module.
Air Source
Normally, conditioned air ducts into the cabin through the air conditioning and heating system. In an emergency pressurization situation, engine bleed air routes directly into the cabin, bypassing
the cabin air-conditioning ducting.
Learjet 55
March 2002
4C-23
CAE SimuFlite
Manual Control Valve (Cherry Picker)
The cabin air exhaust valve can also be controlled manually;
however, manual control requires DC electrical power. In flight,
the manual control valve accomplishes this. A small lever with a
bright red knob on the end, located on the pressurization control
module, controls the valve. The lever is commonly referred to as
the cherry picker, because of its appearance, or as the UPDOWN control knob. The three-position (up, down, and neutral)
manual control valve lever is spring-loaded to the neutral position.
AUTO-MAN Switch
The AUTO-MAN switch, on the pressurization and temperature
control panel, provides automatic and manual mode selection for
normal pressurization. DC power is required to place the system
in MAN. With the switch set to MAN, solenoid valves in the regulated vacuum lines energize to remove regulated vacuum from
the cabin controller. The control valve operates manually by the
red UP-DOWN control knob cherry picker.
When the AUTO-MAN switch is set to AUTO, the solenoid valves
de-energize and allow regulated vacuum to the cabin controller
for automatic pressurization control. Normally, the AUTO-MAN
switch remains in the AUTO position.
With the pressurization switch in MAN, the red UP/DN manual
control knob cherry picker applies either cabin pressure or
ambient outside static air pressure to the valve.
Learjet 55
March 2002
Environmental Systems
Pressurization Filters
Three filters remove contaminants from the air and operate the
pressurization control system. One is in the pressurization module, one is on the cabin safety valve, and one is on the aft pressure bulkhead.
Learjet 55
March 2002
4C-25
CAE SimuFlite
The jet pump utilizes engine bleed air to generate a vacuum
(negative pressure) in the venturi. A vacuum of 4.00 0.75 in Hg
differential pressure is maintained between the cabin and the
vacuum line through the regulator.
4C-26
Learjet 55
September 2003
Environmental Systems
Pressurization Module
The pressurization module on the copilots lower panel consists
of:
rate selector
rate controller
solenoid valves
pneumatic relay.
The manual cabin altitude control valve cherry picker allows the
crew to change cabin altitude if normal pressurization system
controls malfunction. The knob labeled UP/DN is in the top corner of the pressurization control panel.
The cabin altitude and differential pressure gage vents to ambient pressure and cabin pressure. Two pointers indicate flight altitude and differential pressure.
Pressurization Controls
The cabin pressure controller, including the rate controller, controls normal pressurization. Prior to takeoff, the AUTO-MAN
switch is set to AUTO, the CABIN AIR switch to ON, and the aircraft altitude selector knob to cruise altitude. The rate knob may
be turned to obtain a 600 50 fpm rate of cabin pressurization.
The rate is monitored by the cabin rate-of-climb indicator and can
be varied with the RATE selector knob. Cabin altitude is monitored with the cabin altimeter, which includes a cabin pressure
differential scale.
Learjet 55
March 2002
4C-27
CAE SimuFlite
Cabin Altitude Warning
An amber CABIN ALT annunciator on the glareshield visually
warns the crew that cabin altitude is increasing and that a solenoid in the pressurization module closed to remove the controller
and put the system in manual mode. The manual control valve
cherry picker must be used to close or open the outflow valve.
A rotary test switch on the center instrument panel tests the aural
cabin altitude warning circuits.
When the cabin altitude light illuminates, the pressurization system automatically switches to manual and the mini-controller is
isolated from the outflow valve. The cabin only be controlled by
the manual control valve cherry picker until the system is reset
at 7,230 ft.
Emergency Pressurization
When cabin altitude reaches 9,500 250 ft, emergency pressurization actuates; the valves reset at 8,300 ft. There are two ways
to actuate the emergency pressurization system:
Learjet 55
March 2002
Environmental Systems
Operation
When on the ground with the cabin air switch off, the cabin safety valve is held open by the regulated vacuum through the normally closed solenoid valve L-13. During ground operation, the
two normally closed solenoids (L-2 and L-4) in the pressurization
module are electrically held open through the squat switch relay
panel. The normally open solenoids (L-5 and L-6) in the module
remain open with no power. Turning the cabin air switch on
removes DC power from solenoid L-13 to cause it to go to the
normally closed position. The cabin safety valve then closes.
Once airborne, the squat switch relay box removes DC power
from solenoid valves L-2 and L-4. This causes the valves to go
to their normal closed position.
Depending on the setting of the cabin altitude controller, a modulated vacuum is applied to the outflow valve through the normally open solenoid valves L-1 and L-6. Solenoid valve L-1 iso-
Learjet 55
March 2002
4C-29
CAE SimuFlite
lates the cabin altitude controller from the outflow valve if the
cabin exceeds 8,750 ft or if the AUTO-MANUAL switch is in
MANUAL.
The manual control valve cherry picker can be used in manual
or auto modes; the difference is that the pressurization system
returns to its previous setting in automatic mode.
Before Takeoff
If the CABIN AIR switch is ON and the safety valve closes, the
cabin cannot pressurize until the pilot advances the right thrust
lever past 82% N1 power on takeoff. This feature prevents a
cabin pressure bump immediately after rotation. At 82%, solenoid L-5 and L-6 are electrically closed and traps pressure in the
cabin controller and pneumatic relays at approximately 200 ft
below field elevation. This pressure remains until rotation and the
squat switch puts the aircraft in the air mode and opens the L-6
solenoid at the outflow valve and the L-5 solenoid at the cabin
pressure controller. This releases the trapped pressure in the
cabin controller and pneumatic relay, causing the outflow valve
to modulate to the adjusted rate of climb set by the pilot.
Cabin Protection
If the cabin climbs above 8,750 ft, the manual pressure aneroid
illuminates the CAB ALT light. If the cabin continues to rise, at
approximately 11,500 ft both cabin altitude limiters open to cabin
pressure which closes the spring loaded outflow and safety
valves.
4C-30
Learjet 55
September 2003
Environmental Systems
If overpressurization occurs, the 9.4 PSID differential relief valve
applies the static air pressure from the static port to the outflow
valve to open it. If this fails and the pressure continues to
increase to 9.7 PSID, the aft differential relief valve applies static
pressure from a static port on the aft pressure bulkhead of the
cabin to the cabin safety valve; the cabin safety valve opens and
relieves cabin pressure.
Landing
As the aircraft descends and reaches the preselected cabin altitude, the cabin air exhaust control valve modulates toward the
open position. As the aircraft descends below the pre-selected
cabin altitude, the cabin becomes unpressurized and follows the
aircraft rate of descent to touchdown. With the thrust lever setting reduced to less than 82% N1, the throttle switches actuate to
the less-than-82% position, which has no effect on the system
until the squat switches are actuated. As the aircraft touches
down, the squat switches actuate to the ground position. This
allows solenoid air valve L-2 to open and, with the CABIN AIR
switch set to OFF, the vacuum shutoff solenoid valve (L-13)
opens. Regulated vacuum reduces control chamber pressure in
the cabin air exhaust control and cabin safety valve, and the poppets move to the full-open position to allow residual air at cabin
pressure to flow to atmosphere.
Learjet 55
March 2002
4C-31
CAE SimuFlite
Pneumatic Systems
Air Conditioning/Heating System
Power Source
Bleed air
Essential A/B L/R buses
Distribution
Control
Switches
CAB AIR
COOL/FAN
COCKPIT AUX FAN
CREW TEMP selector
CABIN TEMP selector
Monitor
Protection
Circuit breakers
4C-32
Learjet 55
March 2002
Environmental Systems
Control
Battery Charging bus
Operation
Right Main bus (Learjet 55)
Right Power bus (Learjet 55B/C)
Distribution
Control
Switches
AUX HT HIGH/LOW/OFF
CABIN AIR
Protection
Learjet 55
March 2002
4C-33
CAE SimuFlite
Bleed Air System
Power Source
Distribution
Control
Switches
BLEED AIR L/R
CAB AIR
Monitor
Annunciators
BLEED AIR L/R
EMER PRESS
Protection
Circuit breakers
4C-34
Learjet 55
March 2002
Environmental Systems
Distribution
Freon compressor
Condenser
Evaporators
Control
Switches
COOL/FAN/OFF
CABIN AIR
Monitor
Fault sensor
Learjet 55
March 2002
4C-35
CAE SimuFlite
Pressurization System
Power Source
Bleed air
Outside static air
Right Essential B bus
Emergency pressurization
Main L/R buses (Learjet 55)
Power L/R buses (Learjet 55B/C)
Distribution
Control
Switches
CAB AIR
AUTO/MAN
EMER PRESS OVERRIDE
Cabin air exhaust manual control knob
(cherry picker)
CABIN RATE CONTROLLER
Monitor
Annunciators
CABIN ALT
EMER PRESS
Gages
CABIN ALT
CABIN CLIMB
Cabin altitude warning horn
Protection
Cabin altitude limiters to maintain cabin altitude if differential pressure valves malfunction
4C-36
Learjet 55
March 2002
Fire Protection
ENG
EXT
ARMED
ENG FIRE
PULL
PRESSURE
INDICATOR
600
300
0
FIRE
CONTROL
ENG FIRE
PULL
PRESSURE
INDICATOR
FUEL FIREWALL
SHUTOFF VALVE
(AFT EQUIPMENT BAY)
R FIRE EXT
R FIRE DET
L FIRE EXT
L FIRE DET
L FW SOV
FIRE
CONTROL
ENG
EXT
ARMED
R FW SOV
RH ESS B BUS
LH ESS B BUS
600
300
900
1200
TWO-WAY
CHECK
VALVE
PSI
LH
BOTTLE
900
1200
PSI
RH
BOTTLE
EXPLOSIVE
SQUIBS
TWO-WAY
CHECK VALVE
RELIEF
VALVE (217F)
LH
NACELLE
BLEED AIR
SHUTOFF VALVE
(AFT EQUIPMENT BAY)
RH
NACELLE
HYDRAULIC FIREWALL
SHUTOFF VALVE
(AFT EQUIPMENT BAY)
THERMAL
DISCHARGE
INDICATOR
MANUAL
DISCHARGE
INDICATOR
EXTINGUISHING AGENT
Learjet 55
March 2002
4D-1
CAE SimuFlite
Fire Protection System
Learjet 55
ENG
EXT
ARMED
ENG
EXT
ARMED
ENG
EXT
ARMED
ENG FIRE
PULL
PRESSURE
INDICATOR
600
300
0
FIRE
CONTROL
ENG FIRE
PULL
PRESSURE
INDICATOR
FUEL FIREWALL
SHUTOFF VALVE
(AFT EQUIPMENT BAY)
ENG
EXT
ARMED
R FIRE EXT
R FIRE DET
L FIRE EXT
L FIRE DET
L FW SOV
FIRE
CONTROL
R FW SOV
RH ESS B BUS
LH ESS B BUS
600
300
900
1200
TWO-WAY
CHECK
VALVE
PSI
LH
BOTTLE
900
1200
PSI
RH
BOTTLE
EXPLOSIVE
SQUIBS
TWO-WAY
CHECK VALVE
RELIEF
VALVE (217F)
LH
NACELLE
BLEED AIR
SHUTOFF VALVE
(AFT EQUIPMENT BAY)
RH
NACELLE
HYDRAULIC FIREWALL
SHUTOFF VALVE
(AFT EQUIPMENT BAY)
THERMAL
DISCHARGE
INDICATOR
MANUAL
DISCHARGE
INDICATOR
EXTINGUISHING AGENT
4D-2
Learjet 55
March 2002
Fire Protection
control units
sensing elements/assemblies
Control Units
Two control units in the tailcone control the nacelles fire detection system by monitoring resistance through sensing elements.
If resistance drops below 350 ohms, the appropriate control unit
illuminates the affected nacelles T-handle ENG FIRE PULL light
and the Master Warning lights.
Learjet 55
March 2002
4D-3
CAE SimuFlite
ENG FIRE PULL T-Handles
The control units in the aft compartment illuminate the ENG FIRE
PULL T-handle for the affected engine if thermistor core resistance levels indicate an overheat condition or fire.
When an accessory gearbox or firewall sensing elements resistance level is roughly equivalent to 300F, the control unit illuminates the ENG FIRE PULL lights for the affected engine.
Because normal tailcone ambient temperatures are significantly
higher than on an accessory gearbox or firewall, the tailcone elements resistance level must be approximately equivalent to
700F before the light illuminates.
Electrical power for the system passes through the 7.5A L/R
ENG FIRE DET CB on the pilots and copilots ESS B panels
respectively.
a smoke detector
an amplifier
a circuit breaker
Smoke Detector
The smoke detector is in the upper left side of the cabin baggage
compartments aft bulkhead. The SMOKE DET CB on the pilots
CB panel powers the detector, which sends a signal to the
smoke detector amplifier.
The smoke detector amplifier in the upper LH side of the aft bulkhead of the cabin baggage compartment amplifies the signal
from the smoke detector and applies it to a transistor circuit.
4D-4
Learjet 55
March 2002
Fire Protection
CABIN FIRE Annunciator
The transistor circuit receives the signal from the amplifier and
completes a ground to illuminate the red CABIN FIRE annunciator on the glareshield annunciator panel, causing it to flash on
and off.
Components
The fire extinguishing system consists of the following:
check valves
discharge valves/indicators
Learjet 55
March 2002
4D-5
CAE SimuFlite
ENG FIRE PULL T-Handles
Pulling an ENG FIRE PULL T-handle closes the respective
engines main fuel shutoff valve, hydraulic shutoff valve, and
bleed air shutoff and pressure regulator valve.
On the Learjet 55, both amber ENG EXT ARMED switchlights
above the pulled T-handle illuminate. The amber EMERG
PRESS annunciator also illuminates.
On the Learjet 55B and 55C, both ENG EXT ARMED single
lights illuminate. The EMERG PRESS annunciator also illuminates.
On all models, the EMERG PRESS annunciator may be extinguished by turning OFF the associated BLEED AIR switch during the Engine Fire Shutdown checklist.
4D-6
Learjet 55
March 2002
Fire Protection
Discharge Valves/Indicators
A thermal discharge valve in each bottle relieves pressure when
bottle temperature reaches 102.8C (217F) and vents bottle
contents overboard. A red thermal discharge disc ruptures when
either of the fire extinguisher bottles discharge overboard.
If a bottle discharges into a nacelle, a yellow manual discharge
indicator disc under the left nacelle pylon ejects. During the preflight inspection, visually check for missing discs. If a disc is missing, contact maintenance.
Learjet 55
March 2002
4D-7
CAE SimuFlite
Fire Protection System
Power Source
Distribution
Control
Monitor
Protection
4D-8
Learjet 55
March 2002
Flight Controls
Flaps System
FLAPS
R ESS B BUS (R EMER
PWR BUS LEARJET 55B/C)
3A
VALVE ENERGIZED
TO UP POSITION
VALVE IN NEUTRAL
POSITION
RETURN
RESTRICTOR
RELIEF
VALVE
FLAP BLOW UP
1,650 PSI
PRESSURE
FLAP & TAB
POSN
R ESS B BUS
(R EMER PWR BUS)
2A
FLAP POSITION
SWITCHES
FLAP POSITION
FOLLOW-UP
DOWN
UP
UP
FLAP CONTROL
SWITCHES
DOWN
ACTUATOR
ACTUATOR
INTERCONNECT
UP
LEFT FLAP
8
20
30
DN
PRESSURE
RETURN
Learjet 55
March 2002
F
L
A
P
RIGHT FLAP
4E-1
CAE SimuFlite
Spoilers System
RESTRICTOR BYPASS
SOLENOID (DE-ENERGIZED)
SELECTOR
VALVE
TORQUE
MOTOR
LEFT
SERVO
VALVE
RIGHT
SERVO
VALVE
MANIFOLD
TORQUE
MOTOR
AILERON
AUGMENTATION
FOLLOW-UP
15 LIMIT
AUGMENTATION
SWITCH
SPOILER
FOLLOW-UP
45
DOWN AND
LOCKED SWITCH
ACTUATOR
ACTUATOR
LEFT SPOILER
RIGHT SPOILER
SPOILERON
COMPUTER
AMPLIFIER
FLAP 25 SWITCH
FLAP 3 SWITCH
SPOILER
SPOILER
WARNING
LIGHT
CONTROL
AUG
AIL
3A
SPOILERON
3A
SQUAT
SWITCH
SPOILER
MON
SPOILER
ARMED
LEFT
THRUST LEVER
IDLE SWITCH
RIGHT
THRUST LEVER
IDLE SWITCH
S RET
P
O
I ARM
L
E
R EXT
PRESSURE
SPOILER
SWITCH
RETURN
L 55 NOT MODIFIED
4E-2
Learjet 55
March 2002
Flight Controls
ALTIMETER
100
18,000' BIAS
8
7
FEET
1
1013
MILLIBARS
0, 00
6
IN
ALT
2992
4
R. STALL
WARNING
COMPUTER
HDG
STALL
MARGIN
MSW
R
STALL
STALL
MARGIN
INDICATOR
GAGE
STICK
SHAKER
STALL WARN
R
L
FLAP BIAS 3, 13 AND 25
OFF
STALL
MARGIN
INDICATOR
GAGE
UP/DOWN
SPRING
ASSEMBLY
MSW
L
STALL
STICK
SHAKER
PITCH SERVO
STALL
MARGIN
18,000' BIAS
7
FEET
1
1013
MILLIBARS
0, 00
6
ALT
2992
4
IN
L. STALL
WARNING
COMPUTER
HDG
ALTIMETER
HORN
L. STALL WARNING VANE
Learjet 55
March 2002
4E-3
CAE SimuFlite
4E-4
Learjet 55
March 2002
Flight Controls
N DN
4 AFT
6 TO
PITCH
TRIM
8 TRIM
AIR
DATA
COMPUTER
MACH TRIM
FOLLOW-UP
N UP
TO AUTOPILOT COMPUTER
STAB POSITION
SWITCH
MACH TRIM
COMPUTER
1
AIR
DATA
SENSOR
P
R
I
PRI TRIM
SPEED
MONITOR
MACH TRIM
PRIMARY TRIM
S
E
C
ELEVATOR
MACH MON
AUTOPILOT TRIM
AUTOPILOT
PITCH
COMPUTER
SECONDARY TRIM
O
F
F
SEC
UP/DOWN
SPRING
ASSEMBLY
NOSE
DN
PITCH
TRIM
NOSE
UP
WHEEL MASTER
SWITCH (MWS)
FOUR-WAY (THUMB)
TRIM SWITCH
3 FLAP
SWITCH
AURAL
TRIM-IN-MOTION
PITCH SERVO
Learjet 55
March 2002
4E-5
CAE SimuFlite
4E-6
Learjet 55
March 2002
Flight Controls
Flight Controls
The primary flight controls are mechanically driven by direct cable
connection to the corresponding cockpit control; they consist of
the following:
ailerons
elevators
rudder.
Secondary flight controls are electrically controlled and hydraulically operated. They are as follows:
flaps
spoilers.
Trim tabs for roll and yaw trim are on the left aileron and the rudder. Positioning the horizontal stabilizer results in pitch trim. The
autopilot, stall warning, Mach overspeed, and pitch trim systems
also affect control of the aircraft.
In addition to the primary and secondary flight controls, the
following complete the flight controls systems:
stall warning
Ailerons
Rotation of the control wheel moves the ailerons inversely to one
another producing aircraft movement around the roll axis (i.e.,
Learjet 55
March 2002
4E-7
CAE SimuFlite
the aileron on one wing moves up and the aileron on the opposite wing moves down). Full range of travel for the ailerons is 18
1 up and 18+1, -2 down.
Roll Trim
A trim tab on the left ailerons inboard trailing edge provides lateral trim capability. A rotary-type electric actuator connects to the
tab using a push-pull rod.
A trim switch on the outboard horn of the left and right control
wheel controls the actuator. The trim switch is a dual-function
(trim and trim arming) switch. The switchs four positions are as
follows:
NOSE UP
NOSE DN.
Elevators
The elevators on the trailing edge of the horizontal provide pitch
control of the aircraft mechanically through fore and aft movement of the control column or electrically through the autopilot
pitch servo.
A closed loop cable assembly from the control column to the tail
section drives the elevators through a range of 15 30 trailing
edge up travel on the Learjet 55 and 55B. On Learjet 55C the
trailing edge travel is 15 30 up and 16.5 30 down.
4E-8
Learjet 55
March 2002
Flight Controls
Rudder
A direct connect cable system from both sets of rudder pedals to
the tail section drives the aircraft rudder. The rudder, at the trailing edge of the vertical stabilizer, provides directional control of
the aircraft about the vertical axis. Full range of motion is 30 +2
-1 left and right of center. Rudder pedals or the PRI or SEC yaw
damper servos control the rudders.
Rudder Trim
The rudder trim system reduces pilot input forces to aid the pilot
in maintaining control of the aircraft.
The dual rotary-type trim tab switch labeled NOSE LEFT/OFF/
RIGHT on the center pedestal positions the rudder trim tab on
the lower trailing edge of the rudder. Moving both rudder trim
switches from the spring-loaded OFF position to either the right
or the left operates the tab electrically.
The rudder semi-circular scale and pointer trim indicator on the
center pedestal shows the position of the rudder trim tab. Trim
tab travel is 11 1 left and right.
Horizontal Stabilizer
The horizontal stabilizer is an airfoil attached to the top of the vertical stabilizer, which provides stability in pitch. Repositioning the
horizontal stabilizer with a dual motor, screw-jack type actuator
produces pitch trim.
Mach Trim
The Mach trim system provides automatic pitch trim compensation at operation of airspeeds above 0.70 Mach. The system
operates through a Mach trim computer and a primary pitch trim
motor, which activates to induce the required 1 lb. of control yoke
force with a 6 KTS airspeed change whenever the autopilot is
disengaged or inoperative. The Mach trim system engages automatically upon reaching 0.70 Mach.
Learjet 55
March 2002
4E-9
CAE SimuFlite
A malfunction circuit automatically disengages the Mach trim system and alerts the crew both visually with the red MACH TRIM
annunciator on the glareshield and aurally with the overspeed
warning horn, if the Mach speed is greater than 0.74 Mach.
With the aircraft on the ground, the SYS TEST switch on the center switch panel at MACH TRIM, and the center button pressed,
a test of the Mach trim system occurs. This test also checks the
Mach trim/overspeed warning circuits and causes the overspeed
warning horn to sound when the Mach trim disengages.
Pressing the MACH TRIM test button simulates continuous
Mach trim operation with the primary trim system operating. The
Mach monitor detects the continuous trim signal as a Mach trim
computer output error. This illuminates the red MACH TRIM and
amber PITCH TRIM annunciators.
Pressing the MACH TRIM test button in flight resynchronizes the
Mach trim system to the horizontal stabilizer position and existing Mach speed.
Pitch Trim
Repositioning the horizontal stabilizer with a dual-motor actuator
results in pitch trim. The primary trim motor is operated by the primary pitch trim switches. The secondary pitch trim switch and the
autopilot control the secondary trim motor. A speed controller in
the primary pitch system changes trim rate as a function of horizontal stabilizer trim position (6.5 on trim indicator). The speed
controller allows high trim rates for takeoff or approach and low
trim rates for cruise. A trim speed monitor in the speed controller
warns of a trim speed error. The primary and secondary pitch
trim systems are electrically independent.
The PITCH TRIM indicator displays the degree of the horizontal
stabilizer trim in increments of one to eleven degrees nose-up to
nose-down. An index mark at the 6.5 position separates the high
and low trim rate ranges.
4E-10
Learjet 55
March 2002
Flight Controls
The amber PITCH TRIM annunciator illuminates for any of the
following:
Learjet 55
September 2003
4E-11
CAE SimuFlite
Pedal Adjust Switches
Each set of rudder pedals individually adjusts through the
PEDAL ADJUST switch on the respective pilots outboard switch
panel. Both switches have three positions:
FWD
OFF
AFT.
Yaw Damper
The yaw damper on the Learjet 55/55B provides automatic stabilization about the yaw axis by controlling transient yaw motion
(dutch roll) through a dual (primary and secondary) yaw damper
system.
Both yaw damper systems for the Learjet 55 must be operational
for flight. Engage the yaw damper from engine start to shutdown
except for takeoff, retrimming the rudder and No Flap Landing.
While taxiing, the yaw damper delivers better steering feel and
improves nosewheel centering through the rudder pedals. Yaw
damper authority adjusts with the flaps extended beyond 3.
Pressing the wheel master switch disengages the yaw damper.
The J.E.T. yaw dampers in the Learjet 55 require 28V DC and
115V AC of power.
The Learjet 55Bs primary yaw damper is part of the Collins
autopilot system and does not require AC power. The secondary
yaw damper manufactured by J.E.T. operates independently of
the autopilot.
Both yaw dampers for the Learjet 55/55B must be operational for
flight with one engaged after takeoff and operated constantly,
except when trimming the rudder, and the yaw damper must be
disengaged prior to touchdown if landing with zero flaps.
4E-12
Learjet 55
March 2002
Flight Controls
The Learjet 55C consists of one yaw damper, which operates
identically to the primary yaw damper on the Learjet 55B. There
is no operational requirement and the system performs its own
self-test.
4E-13
CAE SimuFlite
On S/N 042 and subsequent, the trim-in-motion audio clicker
system, which is wired through the flap position switches, does
not sound with the flaps beyond 3. During the pitch trim system
check, the flaps must be up to verify clicker operation prior to
flight. On prior aircraft, the clicker sounds anytime stabilizer
trimming occurs.
flaps
spoilers.
Flaps
The flaps attach to the rear wing spar with tracks, rollers, and
hinges. Full flap travel is from 0 to 40, and interconnecting cables
and pulleys synchronize flap movement throughout the range of
flap travel.
The preselect flap switch on the right side of the pedestal operates the electrically controlled and hydraulically actuated singleslotted flaps. The switch has four positions: UP, 8, 20, DN.
On S/N 3 to 126, if a DC electrical power loss occurs, the
EMERG BAT 1 (ON) sends electrical current to the flap control
valve and the flap selector. On S/N 127 and subsequent, selecting emergency bus supplies power to the flaps from the Right
EMERG bus. If the aircraft batteries contain sufficient electrical
power, the flaps operate.
4E-14
Learjet 55
March 2002
Flight Controls
Flap selection during an excessive airspeed will lower the flaps
until the airflow pressure exceeds the limit of the relief valve; the
flaps remain at this position until airspeed reduction occurs, then
the flaps continue the extension to the preselected position.
The flap position indicator does not operate if a loss of DC power
occurs with the selection of flaps through the EMERG BAT 1
position.
Spoiler Operation
The spoiler (EXT or RET) switch extends or retracts the spoilers.
Setting the switch to extend applies power to the spoiler computer through its SPOILER CB on the copilot ESS B bus (Learjet
55B/C, right EMER bus).
The amber SPOILER annunciator on the glareshield illuminates
when either spoiler is more than 1 from the retracted position.
The light flashes whenever the spoilers are extended and flaps
are selected beyond 3.
The spoilers provide a more positive roll control at slow airspeeds during approach. The Spoileron Mode automatically
engages when flaps are selected beyond 25.
In the event of a malfunction, (6 split between spoilers in Spoiler
Mode or a 6 split between spoiler and associated aileron in the
Spoileron Mode) a monitor circuit automatically disengages the
augmentation system, illuminates the AUG AIL or SPOILER
MON annunciator on the glareshield, and retracts the spoiler.
Movement of the SPOILER RESET switch on the test switch
panel restores system operation. The spoiler/spoilerons are
inoperative inflight whenever the amber AUG AIL or SPOILER
MON lights are illuminated and the 115V AC spoileron CB (right
AC bus) is pulled. On the ground, a squat switch on the landing
gear allows the spoilers to operate normally through the 3A spoiler CB on the copilots ESS B bus (right EMER bus on Learjet
55B/C). They operate normally on the ground through DC power.
The Spoiler Mode overrides the spoilerons when the system is
operating.
Learjet 55
September 2003
4E-15
CAE SimuFlite
If a hydraulic failure occurs, the spoilers blow down and are inoperative. A check valve upstream from the spoiler actuator prevents spoiler activation by the auxiliary hydraulic pump.
On S/N 086 and prior; when not incorporating SB 55-27-7,
AMK 55-84-7A, or AAK 55-83-4, increased calculated landing
distance by 4% (by 15% if the spoilers are inoperative) to allow
for longer spoiler extension time on unmodified aircraft.
Autospoiler Mode
On S/N 065, 087, and subsequent and aircraft with AAK 5583-4, a switch on the forward pedestal assembly controls the
autospoiler system. In ARM, the spoilers deploy automatically (in
one to four seconds) with weight-on-the-gear (closing the squat
switches) and throttle levers at IDLE. The one-to-four second
time delay prevents spoiler deployment on a bounced landing.
Advancing either throttle stows the spoilers in one second, and
they remain stowed until the throttle lever(s) return to IDLE. Flap
position has no effect on the autospoiler mode of operation.
Normal selection of extension or retraction modes overrides the
autospoiler mode.
Arm the autospoiler system for landing on S/N 117 and subsequent, and prior aircraft with AAK 55-85-1. Without the modification, do not arm the system for landing.
4E-16
Learjet 55
March 2002
Flight Controls
a stick nudger
a stick pusher
4E-17
CAE SimuFlite
pusher actuation, the flash duration is sufficient to cause the
annunciators to appear steady. Steady illumination of the annunciators at any time other than pusher actuation indicates a computer power loss or an internal malfunction. The annunciators
illuminate whenever the STALL WARN switches are OFF and
the BAT switches are ON.
4E-18
Learjet 55
March 2002
Flight Controls
The stall margin indicator pointers enter the yellow segment, the
L and R STALL annunciators illuminate then flash, and the stick
shakers actuate when the angle of attack increases to an angle
corresponding to an airspeed at least 7% above the stall speed
published in the Airplane Flight Manual.
The red L and R STALL warning annunciators in the glareshield
annunciator panel indicate an impending stall or a system malfunction. During flight operations, the annunciators illuminate and
flash if the shaker actuates. The annunciators pulse at the same
frequency and duration as the shakers. The flash frequency
increases as the AOA increases from initial shaker actuation. At
or just prior to the stall margin pointer entering the red segment,
the flash frequency is sufficient to cause the annunciators to
appear steady.
On S/N 101, 105, 107, and subsequent; and aircraft with AMK
55-84-4, the stall warning system includes an ALFA DOT airspeed sensing and signal biasing unit. Aircraft without the
improvement are restricted from performing intentional stall
maneuvers with the aircrafts center of gravity aft of 17% MAC.
On S/N 003 to 134, the test circuit (i.e., rotary test switch) operates only with the squat switches in the ground mode and the
stall warning switches on.
On S/N 003 to 027 except 025, the flaps must be up to obtain a
valid stall warning system test. On S/N 025 to 100; 102 to 104;
and 106; except 026, 027, 101, and 105; and prior aircraft
with SSK 55-504, the flaps must be down to obtain a valid system test. The modification replaces the stall warning computer.
On S/N 101, 105, 107, and subsequent; and prior aircraft with
AAK 55-83-4, flap position does not affect system test.
Learjet 55
March 2002
4E-19
CAE SimuFlite
Stall Warning System Test Switch
The Learjet 55 and 55B stall warning systems are tested on the
ground using the rotary-type systems test switch on the center
switch panel. The L STALL position tests the left stall warning
system. The nudger monitor horn sounds for approximately one
second to indicate proper operation of the horn and the applicable 0.5g accelerometer. The corresponding stall margin indicator pointer begins to sweep from the green segment toward
the red segment.
As the pointer passes the green-yellow margin, the stick-shaker
actuates, the stick nudger actuates and the L STALL annunciator
flashes. As the pointer passes the yellow-red margin, the pusher
replaces the nudger action. After a brief interval of full pusher
force, the needle sweeps back to the yellow or green segment. If
the needle remains in the yellow segment, the shaker and
nudger continue to operate until the test button is released.
The R STALL position tests the right stall warning system. The
nudger monitor horn sounds for approximately one second to
indicate proper operation of the horn and the applicable 0.5 g
accelerometer. The corresponding stall margin indicator pointer
begins to sweep from the green segment toward the red segment. As the pointer passes the green-yellow margin, the stickshaker and stick nudger actuate and the R STALL annunciator
flashes. As the pointer passes the yellow-red margin, the pusher
replaces the nudger action. After a brief interval of full pusher
force, the needle sweeps back to the yellow or green segment. If
the needle remains in the yellow segment, the shaker and
nudger continue to run until the release of the test button.
Upon completion of both stall tests, repeat the right stall test with
either control wheel master switch depressed. Verify that as the
stall margin indicator needle moves through the arc, the nudger
and pusher do not actuate, and the failure tone sounds. The final
test is to operate the flaps through a complete extension or
retraction sequence and check that both stall margin indicator
needles make one significant shift in position.
4E-20
Learjet 55
March 2002
Flight Controls
The Learjet 55C stall warning systems are tested on the ground
using the rotary-type systems test switch on the center switch
panel. Rotate the test switch to L STALL, press and hold the center test button. The pilots stall margin indicator needle should
begin to sweep from the green segment to the red segment. As
the needle passes the green-yellow margin, the shaker actuates,
the MASTER WARNING lights illuminate, and the red L STALL
warning annunciator flashes. High frequency vibration of the control column verifies shaker actuation. Release the test button.
Rotate the test switch to R STALL, press and hold the center test
button. The copilots stall margin indicator needle begins to
sweep from the green segment to the red segment. As the
needle passes the green-yellow margin, the shaker actuates, the
MASTER WARNING lights illuminate, and the red R STALL
warning annunciator flashes. High frequency vibration of the control column verifies shaker actuation. Release the test button.
Stall Fences
The stall fences help reduce the spanwise progression of a stall
from the top of the wing to the tip and thereby provide improved
aileron control at or near stalling speed.
On S/N 003 to 086 without AAK 55-83-4, a stall strip is on each
wings leading edge, inboard of WS 90. On S/N 135 and subsequent (Learjet 55C) the stall strip is on each wings leading
edge, inboard of WS 103.
On S/N 087 to 134 and prior aircraft, with AAK 55-83-4, a wing
stall triangle on each wings leading edge, outboard of WS 92.52,
causes the center section of the wing to stall before the tip. This
assures lateral control throughout the stall. Individual stall
triangles on the wings leading edge starting at WS 149.95 are
spaced evenly every 1.8 inches, outboard to WS 160.75.
On S/N 135 (Learjet 55C) and subsequent, two wing stall
triangle strips are on each wings leading edge with one outboard
of WS 195.5 and the other outboard of WS 231.3. Additional individual wing stall triangles on the wings leading edge start at WS
137.35 and are spaced evenly every 1.8 inches, outboard of WS
148.15.
Learjet 55
March 2002
4E-21
CAE SimuFlite
Mach/Overspeed Warning System
The Mach/overspeed warning system warns the pilot if the aircraft exceeds VMO or MMO. An overspeed horn sounds when the
airspeed exceeds 300 kts below 8,000 ft or when the airspeed
exceeds 350 kts indicated airspeed or Mach 0.81 to 0.79, as
appropriate for altitude, above 8,000 ft. Exceeding MMO, the left
stall warning system actuates the stick puller by using the stall
warning/autopilot pitch servo interface and pulls the nose up to
aid in reducing airspeed. Pressing the wheel master switch interrupts the stick puller.
For the Learjet 55, a switch module senses indicated airspeed
in excess of 300 kts, flight altitude below 8,000 ft, and 0.74 Mach.
If airspeed exceeds 0.74 with the autopilot disengaged and Mach
trim inoperative, the speed switch turns on the overspeed warning
horn. The warning horn also sounds when the indicator needle
coincides with the barberpole above 8,000 ft, which occurs at
350 kts indicated airspeed and between 0.81 and 0.79 Mach.
The airspeed warning system uses switches in either the
Mach/airspeed indicators or separate ADC-driven switches to
activate a rising-tone aural overspeed warning. Warning
system activation airspeed or Mach number varies with the aircraft model, altitude, and operation of the autopilot and Mach
trim system.
On the Learjet 55, the system activates with the autopilot
engaged and the Mach trim system operative if airspeed
exceeds:
4E-22
Learjet 55
March 2002
Flight Controls
With the autopilot disengaged and the Mach trim system not
operative, the aural warning sounds when Mach number
exceeds 0.74 (MMO).
The stick puller begins applying force below 24,000 ft once airspeed reaches two to six kts. above the overspeed warning activation speed. The stick puller also activates above 24,000 ft. if
airspeed increases 0.005 to 0.015 Mach above the warning system activation speed.
The Learjet 55B and 55Cs primary and secondary air data
computers (ADC) provide inputs to the overspeed control printed
circuit board (PCB) within the autopilot electrical box. The overspeed control PCB turns on the overspeed warning horn when
speed exceeds 300 kts. below 8,000 or 350 above 8,000 ft.
When the aircraft Mach speed reaches 0.81 between 24,000 to
37,000 ft. and above 37,000 ft. when the Mach speed reaches
0.81 to 0.79, the overspeed horn sounds.
With the autopilot not engaged, the Mach trim system inoperative; when the Mach speed exceeds 0.74, the overspeed PCB
turns on the overspeed warning horn.
On the Learjet 55B and 55C, the system activates with the
autopilot engaged and the Mach trim system operative if airspeed exceeds:
With the autopilot disengaged and the Mach trim system not
operative, the aural warning sounds when Mach number
exceeds 0.74 (MMO).
Learjet 55
March 2002
4E-23
CAE SimuFlite
If the airspeed exceeds the maximum allowable, the stick puller
activates. On the Learjet 55B, a pusher/puller servo applies
force to attain a nose-up attitude. On the Learjet 55C, the autopilot pitch servo applies force to attain a nose-up attitude. With
the autopilot disengaged, there is no stick puller function.
The stick puller on the Learjet 55C does not function during an
overspeed condition. If an overspeed condition exists with the
autopilot on, the system disengages altitude hold and commands
a slight pitch-up attitude with the stick puller. If the flight director
is in the active mode, the system disengages altitude hold and
commands a pitch-up attitude on the altitude command bars;
there is no stick puller command.
4E-24
Learjet 55
March 2002
Flight Controls
Flight Controls
Ailerons
Power Source
Control
Control wheel
Monitor
Trim indicator
Protection
ROLL TRIM CB
Aileron balance tabs
Elevators
Power Source
Distribution
Control
Control wheel
Stall warning pitch actuator (Learjet 55/55B)
Autopilot pitch actuator
J.E.T. servo for autopilot, stall pusher, and
mach puller (Learjet 55/55B)
Collins autopilot servo and J.E.T. servo
for stall position and mach puller
(Learjet 55B)
Collins servo for autopilot (Learjet 55C)
Monitor
Protection
PITCH TRIM CB
Stall warning computers L/R
Nudger (Learjet 55/55B)
Shaker
Pusher (Learjet 55/55B)
Mach overspeed puller Left only
(Learjet 55/55B)
Learjet 55
March 2002
4E-25
CAE SimuFlite
Flaps
Power Source
Hydraulic pressure
Right Essential B bus
Control
Monitor
Flap indicator
Protection
Rudder
Power Source
Actuation
Left Essential B bus
Indication
Right Essential B bus (Learjet 55)
Right Emergency Power bus
(Learjet 55B/C)
Control
Monitor
Protection
YAW TRIM CB
4E-26
Learjet 55
March 2002
Flight Controls
Pitch Trim Horizontal Stabilizer
Power Source
Learjet 55
Battery Charging bus
Essential B L/R buses
Learjet 55B/C
Battery Charging bus
Right Battery bus
Right Emergency bus
Control
Switches
Control wheel
PRI/OFF/SEC
Pedestal trim
Autopilot
Monitor
Protection
Circuit breakers
Learjet 55
March 2002
4E-27
CAE SimuFlite
Spoilers
Power Source
Control
Right Essential B bus (Learjet 55)
Right Emergency bus (Learjet 55B/C)
Actuation
Engine-driven hydraulic pump
Control
Monitor
Learjet 55 Annunciators
AUG AIL/SPOILER MON
SPOILER
SPOILER ARMED
Learjet 55B/C Annunciators
SPOILER MON
SPOILER ARMED
SPOILER
Protection
Circuit breakers
Squat switches
Autospoiler mode (ARM position): one- to
four-second time delay that prevents
spoiler deployment on bounced landing
4E-28
Learjet 55
March 2002
Flight Controls
Stall Warning System
Power Source
Control
Monitor
Learjet 55/55B
Stick nudger
Stick pusher
Stick shaker (each crew position)
Stall margin indicator (each crew position)
STALL L/R warning annunciators
Learjet 55C
Stick shaker (each crew position)
Stall margin indicator (each crew position)
STALL L/R warning annunciators
Protection
Circuit breakers
Current limiters
GPU overvoltage 33V DC
Generator overvoltage 31V DC
Inverter overcurrent 60A
Main/Power bus overcurrent 90A
Generator 325A continuous
Learjet 55
March 2002
4E-29
CAE SimuFlite
WARNING: On Learjet 55B, even small accumulations of
ice on the wing leading edge can cause aerodynamic stall
prior to activation of the stick pusher, nudger, and/or pusher. In addition, these accumulations may cause stall margin
indicator information to be unreliable.
Yaw Damper
Power Source
Control
Protection
Circuit breakers
4E-30
Learjet 55
March 2002
L IGN
& START
L
M
A
I
N
7.5A
GEN
O
F
F
OPEN
M
A
I
N
ON
ON
CLOSED
P
W
R
FUEL
CFLO
OFF
STANDBY PUMP
B
U
S
LEARJET 55B/C
XFLOW VALVE
1
CROSS FLOW
START L
WING
L
LOW
FUEL
FULL
R
OFF
STANDBY PUMP
WING
L
O
F
F
SQUAT
SWITCH
AIR
LEARJET 55
XFLOW
VALVE
L
E
M
E
R
B
U
S
5A
FUS TANK
XFER PUMP
L STBY
PUMP
L
E
S
S
B
B
U
S
15A
L FW SOV
5A
L JET
PUMP
5A
E
S
S
5A
L STBY
PUMP
AUX/XFR
OPEN
O
F
F
OFF
EMPTY
SINGLE POINT
DISTRIBUTION
MANIFOLD
FUS
10A
L FW SOV
5A
R FUS TANK
XFER PUMP
EMPTY
L FUEL
2.75 PSI PRESS
R FILL
& XFER
E
S
S
R STBY
PUMP
15A
B
U
S
R FW SOV
R FW SOV
ENG FIRE
PULL
FULL
ENG FIRE
PULL
10A
CAP
AUX/XFR
7.5A
R JET
PUMP
5A
AFT
FUS
TANK
FULL
R
E
M
E
R
15A
FILL
CLOSED
GRAVITY XFER
15A
L FILL
AND XFER
5A
L JET
PUMP
LEARJET 55B/C
XFR
B
B
U
S
B
U
S
R STBY
PUMP
FUS TANK
R IGN
& START
GEN
FULL
R
P
W
R
START R
SQUAT
SWITCH
AIR
LEARJET 55
Fuel System
Fuel System
7.5A
R JET
PUMP
5A
R
E
S
S
B
U
S
B
B
U
S
OFF
75 PSI
L
M
A
I
N
P
W
R
ON
AFT FUS
TANK PUMP
March 2002
XFR
AFT
FUS
TANK
OFF
JET PUMPS
XFER
VALVE
B
U
S
Learjet 55
75 PSI
AFT FS
TANK
ON
O
F
F
FILL
SQUAT
SWITCH
GROUND
OFF
JET PUMP
SQUAT
SWITCH
GROUND
FUEL
FILTER
JET PUMP
STANDBY
ELECTRIC PUMP
PUMP OR
GRAVITY FLOW
PRESSURE SENSOR
MOTIVE FLOW
CHECK VALVE
STORAGE/FUEL
PRESSURE SWITCH
4F-1
CAE SimuFlite
Fuel Vent System
VENT
FLOAT
VALVE
FLUSH
DRAIN
FLAME
ARRESTOR
FUSELAGE
SUMP
WING
SUMP
RAM AIR
SCOOP
DRAIN
VALVE
EXPANSION
LINE
FUSELAGE
TANK
FLOAT
VALVE
FLUSH
DRAIN
VENT
FLOAT
VALVE
VACUUM
RELIEF VALVE
(-0.15 PSI)
FLAME
ARRESTOR
OVERBOARD VENT
FLAME
ARRESTOR
VACUUM
RELIEF VALVE
(-0.15 PSI)
EXPANSION
LINE
OVERPRESSURE
RELIEF VALVE
(3.25 TO 3.50 PSI)
AFT FUSELAGE
TANK
FUEL STORAGE
VENT
4F-2
Learjet 55
March 2002
Fuel System
V
E
N
T
F
U
L
L
F
U
S
O
P
E
N
FUSELAGE
FLOAT SWITCH
TOTAL
VENT
VALVE
PARTIAL
FUS
TANK
FUSELAGE
PRECHECK
VALVE
WING
FLOAT
SWITCH
L WING
FULL
WING
PRECHECK
VALVE
FUSELAGE FUEL
SHUTOFF
R WING
FULL
R WING TANK
L WING TANK
WING PILOT
VALVE
SOLENOID
SHUTOFF
REFUEL
ADAPTER
WING FUEL
SHUTOFF
WING FUEL
SHUTOFF
WING PILOT
VALVE
AFT FUSELAGE
SHUTOFF VALVE
SOLENOID
VALVE
1
FILL
AFT FUSELAGE
PILOT VALVE
OFF
AUX
FUSELAGE
TANK
AUX
TRANSFER
PUMP
FUEL
PRESSURE
Learjet 55
March 2002
4F-3
CAE SimuFlite
Aft Fuselage Tank
L XFR
VALVE
XFR
VALVE
R XFR
VALVE
SPPR
TO
WINGS
FUS TANK
R XFR
PUMP
L XFR
PUMP
FUS TANK
FULL
SPPR
REFUEL
ADAPTER
SOLENOID
SHUTOFF
AFT
FUS
FUEL
SHUTOFF
AUX XFR
XFR
OFF
OFF
FILL
XFR
PUMP
FILL
PILOT
VALVE
(FLOAT)
OFF
AUX XFR
PUMP
SINGLE POINT
REFUELING
SELECTOR
FULL
FUEL STORAGE
VENT
4F-4
March 2002
Fuel System
Fuel System
The fuel system includes the following subsystems:
a storage system that includes the wing tanks and fuselage tank(s), vents, and quantity indicators
Fuel filler ports on the upper surface of each wing near the
winglets and a filler on the top RH side of the fuselage fuel cell
provide access for all fueling operations. An optional singlepoint pressure refueling system is also available.
Integral wing tanks and a bladder fuel cell in the fuselage provide
fuel storage. An optional fuel tank may be installed in the aft
fuselage baggage compartment inside the passenger cabin.
Fuel Storage
Wing Tanks
The full-span, integral wing tanks are the main fuel tanks.
Separated by the center bulkhead, they are formed by sealing
the wing structure. Together, the wing tanks store 425 gallons
(2,848 pounds) or usable fuel.
Fuselage Tank
The single bladder cell fuselage tank behind the aft pressure
bulkhead between the engines has a capacity of 573 gallons
(3,842 pounds) of fuel. Two transfer lines, valves, and pumps in
the tank provide transfer capability between the fuselage tank
and the wing tanks.
A fuselage-full float switch terminates fuel transfer and illuminates the green FUS TANK FULL indicator to alert the pilot that
the fuselage tank is full and that the TSFR/FILL switch should be
moved to OFF.
Learjet 55
March 2002
4F-5
CAE SimuFlite
The fuselage single-point pressure refueling manifold and filler
port are inside the fuselage tank. Illumination of the FUS CAP
light indicates the fuselage filler cap is not properly secured.
The fuselage tank is refueled by any of three methods: by the
wing tanks standby pumps through both transfer lines; through
the fuselage tank filler on the upper right side of the fuselage; or
the single-point pressure refuel system.
Ventilation
The fuel vent system provides continuous ram air pressure to the
wing tanks and fuselage tank (or tanks) while the aircraft is in
flight; this ensures positive pressure during all flight conditions.
Flush-mounted, NACA-type, underwing ram airscoops admit air
through tubing into the wing tanks and fuselage tank(s).
Outboard ram air inlets provide venting for the wing tanks. The
outboard inlets connect to float valves in the wing tanks to prevent fuel from flowing out through the vent when the associated
wing is full.
4F-6
Learjet 55
March 2002
Fuel System
Fuel Counter
The digital-type fuel counter indicates total pounds of fuel used.
Pressing the fuel counter reset button resets the four digit
counter to zero. The fuel flow transmitter of each engine supplies
voltage to the fuel monitor computer to operate the fuel counter
and fuel flow gage.
Fuel Distribution
Fuel is transferred to the wing tanks by any of four methods:
normal fuel transfer, auxiliary fuel transfer, rapid fuel transfer,
and gravity transfer. During the normal fuel transfer, the left
fuselage tank transfer pump feeds fuel into both wing tanks.
During the auxiliary fuel transfer, the right fuselage tank transfer pump feeds fuel into both wing tanks. Fuel transfers at 50
pounds per minute in both the normal and auxiliary modes.
Learjet 55
March 2002
4F-7
CAE SimuFlite
For rapid fuel transfer, both the normal and the auxiliary fuel
transfer modes energize. During gravity fuel transfer, fuel flows
to both wing tanks through both transfer lines.
The fuel distribution/control system consists of two independent
systems one for each engine. Each system consists of the following components:
a fuel filter
fuel drains
control relays.
The fuel control panel on the center pedestal manages fuel distribution with relays in the fuel control relay panel in the aft section under the air conditioner compressor assembly. A singlepoint pressure refueling panel is on the right side of the fuselage
above the trailing edge of the wing.
Components
Fuel Pumps
Each of the two distribution systems contains three types of
pumps: two jet pumps, an electric standby pump and an electric
scavenge pump.
Jet Pumps
The jet pumps have no moving parts and operate on the venturi
principle. When the JET PUMP switch is set to ON, the motive
flow valve opens. High pressure fuel from the engine-driven fuel
pump is directed through a nozzle in the jet pump to draw fuel
from the tank.
4F-8
Learjet 55
March 2002
Fuel System
A red FUEL PRESS annunciator illuminates if fuel pressure to
the associated engine drops below 2.75 PSI; it extinguishes if
pressure rises above 3.75 PSI.
Standby Pumps
An electric standby pump is adjacent to the fuel pump. The submerged standby pump is used for fuel crossflow, fuselage fill
operation, and engine starting; it also provides standby fuel flow
in the event a jet pump fails. Switches on the fuel control panel
actuate the standby pumps, which provide a maximum output
flow of 18 PSI.
Learjet 55
March 2002
4F-9
CAE SimuFlite
Scavenge Pumps
An electric submerged scavenge pump in the forward section of
the wings near the fuselage pumps fuel to the main jet pumps.
Both scavenge pumps are activated automatically when the
amber LOW FUEL annunciator illuminates. The pumps may be
tested during preflight by pressing the annunciator TEST button
on the glareshield and listening for the audible sound of the
pump operation.
Fuel Filters
Each engine has two low pressure fuel filters: one on the engine
fuel control and one in the feed line to the engine. The filters in
the main fuel line from tank to engine remove contaminants from
the fuel before it enters the engine. They are mounted in the tailcone equipment bay on the aft bulkhead of the fuselage fuel
tank.
A switch connected to the bypass illuminates the amber FUEL
FILTER annunciator when a pressure differential indicates that
bypass of either fuel filter is imminent.
On the ground, the tailcone fuel filters (secondary filters) illuminate the amber FUEL FILTER annunciator through the squat
switch. In flight, the differential pressure switch for the tailcone
filters is disabled through the squat switch.
In flight, the engine-driven fuel pump fuel filter (primary filter)
takes priority. If the filter becomes contaminated or if ice forms on
the filter, a differential of 6-8 PSID across the filter element illuminates the FUEL FILTER annunciator. If the differential pressure exceeds 9-14 PSID, fuel bypasses around the filter.
Fuel Valves
Firewall Shutoff Valve
Each distribution system incorporates a fuel shutoff valve in the
engine feed line adjacent to the fuel filters. The electrically operated shutoff valves are two-position (open and closed) ball-and4F-10
Learjet 55
March 2002
Fuel System
seat type that allow the pilot to shut off the supply of fuel to the
engine if an engine fire occurs. When pulled out, the ENG FIRE
PULL T-handle on the glareshield provides DC power to close the
valve; when the handle is pushed in, DC power opens the valve.
The firewall shutoff valve is a motor-driven valve that remains in
the last position selected in the event of DC power failure.
Crossflow Valve
The crossflow valve, controlled by the CROSSFLOW switch on
the fuel control panel, permits transfer of fuel between wing
tanks.
CROSSFLOW Switch
Placing the CROSSFLOW switch in the OPEN position opens
the crossflow valve for fuel transfer between wing tanks; a disagreement light illuminates when the crossflow valve position
does not correspond to the setting on the crossflow, transfer/fill,
or fuselage valve switches. Placing the switch in the CLOSE
position closes the crossflow valve to prohibit fuel transfer
between wing tanks. A green (amber fuel XFLO on Learjet
55B/C) FUEL CFLO annunciator on the glareshield illuminates
when the crossflow valve is open.
Learjet 55
March 2002
4F-11
CAE SimuFlite
Fuel Supply Line Check Valve
The fuel supply line check valve is adjacent to, and downstream
from, the jet pump in the wing. These flappertype check valves
prevent fuel from being pumped backward through each pump
by its adjacent pump. A small orifice in the flapper allows fuel to
drain back from the engines after engine shutdown.
Fuel Drains
Quick-drain valves are provided in the fuel lines, the crossflow
lines, the vent system lines, the fuel computer lines, and the fuel
filters, in addition to each fuel tank. These push-to-open type
drain valves are semi-flush and externally-mounted to allow
draining of sediment, moisture, and/or fuel from the system.
Normal Operations
During normal operations, each engine receives fuel via its jet
pump at 10 to 12 PSI from its respective tank. During engine
start, the electric standby pumps supply fuel to the engines.
With the L/R FUEL CMPTR switches ON and the START-GEN
switch in START, the standby pump is energized; this moves fuel
through the fuel filter and firewall valve to the engine-driven fuel
pump (refer to Powerplant chapter). IGN is operative and fuel is
supplied to the engine when the thrust lever is moved out of
CUTOFF. An amber L (or R) FUEL CMPTR annunciator illuminates when there is a failure in, or loss of power to, the associated computer.
After the engine reaches approximately 45% N2, the fuel computer relay terminates the starting sequence. The ignition is
turned off, and the start relay opens. The standby pump is deenergized when the START/GEN switch is placed in OFF. The
4F-12
Learjet 55
March 2002
Fuel System
starter engagement light extinguishes. After the motive flow pressure regulator reaches about 300 PSI, the motive flow regulator
supplies motive flow fuel pressure to the jet pumps through the
motive flow valve. A red FUEL PRESS annunciator illuminates
on the glareshield if fuel pressure to the associated engine drops
below 2.75 PSI.
Crossflow Operations
Crossflow normally is not used during a routine flight; however, it
may be required to balance the fuel load during single engine
operations or if an uneven load was acquired during fueling.
To initiate crossflow operations, position the CROSSFLOW
switch to OPEN (green FUEL CFLO annunciator on Learjet 55 or
amber FUEL XFLO annunciator on Learjet 55B/C illuminates);
this applies power to open the crossflow valve. The crossflow
valve opens automatically during fuselage tank filling or fuel transfer. Switch on the standby pump on the heavy wing to transfer the
fuel to the light wing; switch the light wing standby pump off.
To terminate crossflow operations, position the CROSSFLOW
switch to CLOSED and the STANDBY PUMPS switches to OFF.
Fuel Transfer
XFR-OFF-FILL Switch
Moving the XFR-OFF-FILL switch to XFR opens the left transfer
valve and crossflow valve. It turns the left transfer pump on and
disables the standby pumps; the transfer pump then transfers
fuel from the fuselage tank into the wing tanks.
Moving the switch to the OFF position from XFR closes the transfer and crossflow valves and turns the transfer pumps off.
Moving the switch to OFF and the FILL position closes the transfer and crossflow valves and turns the wing standby pumps off.
With the switch in the FILL position, the transfer and crossflow
valves open and the wing standby pumps turn on.
Learjet 55
March 2002
4F-13
CAE SimuFlite
FUS TANK Lights
The white EMPTY light illuminates when a pressure switch in the
transfer line detects approximately 1.5 PSI in the line, the fuselage tank is empty, or when the transfer pump malfunctions.
A green FULL light indicates the fuselage tank is full and the float
switch has terminated the left transfer operation. This light extinguishes when the switch is moved to OFF.
4F-14
Learjet 55
March 2002
Fuel System
FUS TANK GRAVITY XFR Switch
The FUS TANK GRAVITY XFR switch panel initiates fuselage
fuel transfer without using the transfer pumps. The switch has
two positions: OPEN and CLOSED.
With the switch set to OPEN, fuel gravity flows from the fuselage tank to the wing tanks until the wings are full or the wing
and fuselage tank heads are equal.
When using this method to transfer fuel, approximately 350
pounds of fuel remain in the fuselage tank and the FUS TANK
EMPTY light is inoperative. The remaining fuel must be
pumped to the wings. When the tank is nearly empty, use the
XFR-OFF-FILL switch to pump the remaining fuel to the wings.
4F-15
CAE SimuFlite
AFT FUS XFR-OFF-FILL Switch (if installed)
To fill the aft fuselage tank, move the AFT FUS TANK XFR-OFFFILL switch to FILL. A float switch in the aft tank turns on the
green aft fus tank FULL light, turns off the transfer pump and
closes the aft transfer valve when the aft tank is full.
The aft tank can also be filled through the single-point pressure
refueling system.
To transfer fuel from the aft fuselage tank, the AFT FUS TANK
XFR-OFF-FILL switch is moved to XFR. When the main fuselage
tank is full, the float switch in the main fuselage tank turns on the
green fuselage tank FULL light. When the aft fuselage tank is
empty, the pressure switch (0.25 PSI) in the transfer line turns on
the white AFT FUS TANK EMPTY light on the fuel panel. The
switch is turned off to shut off the pump and the EMPTY light.
4F-16
Learjet 55
March 2002
Fuel System
a pilot valve and shutoff valve in each wing tank and fuselage tank
solenoid valve
fueling adapter
refueling lines
a relay box.
On aircraft with the aft fuselage tank, the single-point pressure refueling system also includes an aft fuselage tank full pilot
valve, an aft fuselage tank shutoff valve, a fuel shut-off solenoid
valve, a precheck line check valve, a pilot line, a fill line and an
orifice plate in the fill line.
A REFUEL TOTAL-OFF-PARTIAL switch and a REFUEL AFT
FUS FILL-OFF switch (if the aft fuselage tank is installed) are
on the control panel. On aircraft 55-127 and subsequent, a
single-point pressure refueling battery switch on the precheck
panel allows application of electrical power to the single-point
pressure refueling system in lieu of applying electrical power to the
aircraft through the battery switches on the center switch panel.
Learjet 55
March 2002
4F-17
CAE SimuFlite
A green VENT OPEN annunciator and an amber FUS FULL
annunciator provide system monitoring. Two precheck valves,
one for the wing and one for the main fuselage tank shutoff
valves, provide system testing.
CAUTION: A pre-check should be made of the refueling
system before attempting a partial or total fill of the system.
4F-18
Learjet 55
March 2002
Fuel System
When TOTAL is selected and refueling pressure begins, the
fuselage tank shutoff valve opens and admits fuel into the fuselage tank. The tanks shutoff valve stops fuel flow from the refueling truck when the tank is full.
With the refuel selector switch in PARTIAL, the wing tanks fill
first, then the fuselage tank fills. This position is useful when conditions require full wings and less than full fuselage fuel.
Selecting only the wings permits incoming fuel until both the left
and right wing full float switches actuate. With both float switches
closed, the fuselage solenoid receives power and opens, and the
fuselage tank fills.
The WING position of the refuel selector is applicable only to
aircraft with the aft fuselage fuel tank. Placing the switch in
WING fills the wings only, or fills the wing tanks simultaneously
with the aft fuselage tank.
Refueling
Refuel the aircraft through the filler ports on the upper surface of
each wing near the winglets and through a filler in the top RH
side of the fuselage fuel cell. An optional single-point pressure
refueling system can also be used to fuel the aircraft. Approved
grounding procedures for the aircraft and fuel truck must be followed during refueling. Anti-icing additive is not required when
single-point pressure refueling system is installed. However, for
Learjet 55
September 2003
4F-19
CAE SimuFlite
microbial protection, an approved biocidal additive is recommended to be used at least once a week for aircraft in regular
use and whenever a fueled aircraft will be out of service for a
week or more.
4F-20
Learjet 55
September 2003
Fuel System
Fuel System
Power Source
Distribution
Control
Switches
STANDBY PUMP
START/GEN
XFR-FILL
GRAVITY XFR
AUX XFR
CROSSFLOW OPEN/CLOSE
ENGINE FIRE PULL T-handle
Monitor
Learjet 55
March 2002
4F-21
CAE SimuFlite
Fuel System (cont.)
Protection
4F-22
Circuit breakers
Float switch: fuselage tank overfill protection
Firewall shutoff valve
Fuel vent for negative pressure relief
wing tank
Overpressure relief (center bulkhead)
Learjet 55
March 2002
Hydraulic Systems
Hydraulic System
55B/C ONLY
FILTER
RIGHT
BATTERY
PRESSURE
REGULATOR
MAX
20 PSI
CHECK VALVE
NORMAL
17 PSI
BLEED
AIR
OVERBOARD
RELIEF
VACUUM
RELIEF
-0.5 PSI
HYDRAULIC
RESERVOIR
FILTER
B
A
T
T
ENG FIRE
PULL
7.5A
SHUTOFF
VALVE
ENG FIRE
PULL
C
H
A
R
G
I
N
G
HYD
PUMP
7.5A
R ESS B BUS
SERVICE
PORT
AUX PUMP
CONTROL
RELAY
EMER BUS
RELAY CONTROL
L ESS B BUS
R FW SOV
EMER BUS
FUSE BOX
B
U
S
L FW SOV
ENGINE-DRIVEN
PUMPS
LOW HYD
PRESS
AUXILIARY
PUMP 0.5 GPM
OFF
PRESSURE
RELIEF
(1,700 PSI)
FILTER
850
FILTER
PSI
TAILCONE
HYD PRESS
SENSOR
CHARGE
VALVE
HYD
PRESS IND
2
P
S
I
x
1 1
0
0
0
H
Y
D
P
R
E
S
S
March 2002
FLAP
SYSTEM
LNDG GEAR
DOORS
SELECTOR
VALVE
LNDG GEAR
SELECTOR
VALVE
BRAKE
SYSTEM
SPOILER
SYSTEM
FLUID SUPPLY
PRESSURE
R ESS A BUS
Learjet 55
1A
RESTRICTOR
(BRAKE SNUBBING)
RETURN
ACCUMULATOR
CHARGE
4G-1
CAE SimuFlite
4G-2
Learjet 55
March 2002
Hydraulic Systems
Hydraulic System
The Learjet 55 hydraulic system supplies fluid for operation of
the following:
brakes
landing gear
flaps
spoilers.
Components
The hydraulic system consists of the following:
a hydraulic reservoir
an accumulator
Learjet 55
March 2002
4G-3
CAE SimuFlite
HYD PRESS Indicator
The HYD PRESS indicator on the lower center instrument panel
displays system pressure (PSI x 1000). The indicator markings
are at 500 PSI increments with a pointer at the right margin of the
indicator. The pressure range for the indicator is 0 to 2,000 PSI
with three color pressure bands:
Hydraulic Reservoir
The 1.9 gallon capacity hydraulic reservoir in the tailcone equipment bay supplies fluid for hydraulic system operation. Prior to
reaching the reservoir, engine low pressure (LP) bleed air travels
through the following:
a pressure regulator
a check valve
Learjet 55
September 2003
Hydraulic Systems
System Filters
Two hydraulic filters in the pressure lines and one in the return
line prevent foreign matter from circulating in the system and
damaging components. The filters incorporate a bypass valve
that allows fluid to reach system components if a filter clogs.
The bypass valve in the top of each filter opens at approximately
100 PSI.
Shutoff Valves
Each shutoff valve isolates fluid from its respective engine-driven
pump by blocking flow from the reservoir. The respective ENG
FIRE PULL T-handle in the cockpit controls the ball-type motordriven shutoff valve.
Pulling the ENG FIRE PULL T-handle closes the corresponding
motor-driven shutoff valve. In addition, the respective fire extinguisher ENG EXT ARMED annunciator illuminates (see Fire
Protection chapter).
Engine-Driven Pumps
Each engine incorporates one self-regulating, constant pressure,
variable volume pump that delivers 4.0 GPM at 1,550 PSI. The
pump delivers fluid received from the reservoir and dispenses it
for the operation of hydraulic systems. A shear pin in the drive
shaft protects the engine if the pump seizes.
Accumulator
The cylindrical hydraulic accumulator absorbs and dampens
sudden hydraulic surges and helps maintain system pressure.
An air charging valve and direct-reading pressure gage on the air
side of the accumulator allow servicing of the unit. The accumulator contains an 850 PSI charge of dry nitrogen or air.
Learjet 55
March 2002
4G-5
CAE SimuFlite
Pressure Relief Valve
The pressure relief valve prevents damage to the hydraulic system due to excessive pressure from a hydraulic pump malfunction
or an improperly adjusted ground test cart. The spring-loaded
poppet valve bypasses fluid from the pressure line to the return
line if system pressure exceeds 1,700 PSI.
The Auxiliary system supplies fluid to the hydraulic components
in the event of a malfunction of during engine-off operations.
4G-6
Learjet 55
September 2003
Hydraulic Systems
Auxiliary Hydraulic Pump
The auxiliary hydraulic pump in the aft compartments hydraulic
panel provides standby hydraulic power. The pump discharges
pressure at 0.5 GPM and 1,125 PSI, maintaining sufficient pressure to support the following:
flap system
brake system.
Learjet 55
September 2003
4G-7
CAE SimuFlite
Hydraulic Systems
Power Source
Distribution
Engine-driven pumps
Spoilers
Flaps
Gear
Brakes
Auxiliary pump
Flaps
Gear
Brakes
Control
Monitor
Protection
Overpressure relief
Auxiliary pump
Auxiliary pump secondary power supply from
Right Emergency bus (Learjet 55B/C)
4G-8
Learjet 55
March 2002
R ENG
ICE
SPINNER ANTI-ICE
SHUTOFF VALVE
SPINNER
PRESSURE
SWITCH
(6 PSI)
DIFFUSER TUBE
Pt2/Tt2
PROBE
BLEED AIR
MODULATING
SHUTOFF VALVE
WARNING
ANNUNCIATOR
RELAY
ANTI-ICE
PRESSURE
SWITCH
(2 PSI)
R NAC HT
ON
OFF
ENGINE ANTI-ICE
SOLENOID CONTROL
VALVE (N.C.)
7.5A
NAC HEAT
L
R
OFF
OFF
R
M
A
I
N
P
W
R
B
U
S
SPINNER
PRESSURE
SWITCH
Learjet 55
March 2002
4H-1
CAE SimuFlite
Wing Anti-Ice System
W
I
N
G
WARNING
LIGHTS
T
E
M
P
WING ANTI-ICE
SHUTOFF AND PRESSURE
REGULATOR VALVE (N.C.)
WING
OV HT
215F
R
STAB
WING
HEAT
WING
HT
TO 15 PSI
3A
HOT BLEED AIR
BLEED AIR
OFF
M
A
I
N
P
W
R
B
U
S
4H-2
Learjet 55
March 2002
WARNING
LIGHTS
CONTROL
STAB
HEAT
4
STAB
STAB WING
HEAT HEAT
7.5A
2
OFF
STABILIZER
HEATING BLANKET
(7 ELEMENTS
PER SIDE)
DISTRIBUTION BOX
SQUAT
SWITCH
R
TIMER AND
RELAY BOX
M
A
I
N
B
A
T
T
P
W
R
B
U
S
Learjet 55
September 2003
C
H
A
R
G
I
N
G
4H-3
CAE SimuFlite
Windshield Bleed Air Anti-Ice System
LOW LIMIT
THERMOSTAT
250F ,121C
(GROUND), LIGHT OUT
AT 240F, 115C
R
M
A
I
N
HIGH LIMIT
THERMOSTAT
347F, 175C
(AIR) LIGHT OUT
AT 311F, 155C
SQUAT SWITCH
AIR
P
W
R
GROUND
B
U
S
WINDSHIELD
GROUND WSHLD
OV HT
WSHLD
HT
7.5A
WSHLD
HT
DEFOG
O/HT
SHUTOFF
RELAY
WINDSHIELD
ANTI-ICE
OVERHEAT
SHUTOFF
VALVE (N.C.)
BLEED AIR
MANIFOLD
WARNING
LIGHTS
CONTROL
H
O
L
D
WSHLD
HT ON
TEMPERATURE
SENSOR
HOT
WINDSHIELD ANTI-ICE
CONTROL VALVE
COLD
OFF
OVERBOARD
HOT BLEED AIR
DEFOG HEAT
EXCHANGER
RAM
AIR
RAM AIR
MODULATING
VALVE
4H-4
Learjet 55
September 2003
5A
LEARJET 55
R PWR BUS
LEARJET 55B/C
WINDSHIELD
OUTLETS
WSHLD
ALC
BLEED AIR
FROM RH
ENGINE
OFF
3-WAY
SHUTOFF
VALVE
ALC
AI
FILTER
SHUTOFF AND
PRESSURE
REGULATOR VALVE
PRESSURE
RELIEF VALVE
FLOAT
SWITCH
OVERBOARD DRAINS
(2.6 PSI ABOVE AMBIENT)
CHECK
VALVE
CHECK
VALVE
BLEED AIR
FROM LH
ENGINE
SUPPLY
BLEED AIR PRESSURE
REGULATED PRESSURE
ALCOHOL FLOW
Learjet 55
March 2002
4H-5
CAE SimuFlite
4H-6
Learjet 55
March 2002
electric heating elements protect the Pt2/Tt2 probes, pressurization static port, stall warning vanes, and the horizontal
stabilizer leading edge
a methyl alcohol (methanol) pilots windshield anti-ice system provides a backup for the bleed air anti-icing system.
4H-7
CAE SimuFlite
When particles of ice or moisture form, light refraction results in
the appearance of two red areas approximately 1/2 inches in
diameter on the windshield.
The red areas indicate ice when OAT is below freezing and moisture when OAT is above freezing.
The light on the pilots side illuminates an area of the windshield
that is cleared by the windshield defog airstream. The copilot
light illuminates an area not in the defog airstream; therefore, if
the defog system is in operation, monitor the right windshield for
ice accumulation.
Learjet 55
March 2002
WING OV HT Annunciator
The red WING OV HT annunciator illuminates if the wing leading
edge heats to 215F (102C). An overheat warning thermoswitch
on the inner skin of the right wing leading edge energizes the
annunciator.
Learjet 55
March 2002
4H-9
CAE SimuFlite
Stabilizer Heat Function
When the aircraft is in flight, with at least one generator operating and the STAB WING HEAT switch on, 28V DC power is supplied through the stab heat relay box to the sequence timer.
There are seven heating elements in each side of the stabilizer
heating blanket: one parting element at the leading edge, three
elements above, and three elements below. The sequence timer
distributes intermittent electrical power to the elements in a forward-to-aft sequence of 15 seconds duration each; the circuit
completes a full cycle in approximately three minutes.
Meanwhile, the heating blanket parting element receives continuous electrical power. During normal stabilizer heat operation,
the aircraft DC ammeters reflect a pulsating current drain at
approximately 60A in 15-second cycles.
The stabilizer heat system is inoperative during engine start and
when the aircraft is on the ground (i.e., the squat switch is in the
ground mode) because the stabilizer heat control circuits route
through a start cutout relay and the right squat switch. Once the
aircraft leaves the ground, if the switch is on, the stabilizer heat
system activates, and stabilizer anti-ice systems are operative in
flight.
Learjet 55
March 2002
Learjet 55
March 2002
4H-11
CAE SimuFlite
Illumination of either ENG ICE annunciator indicates the following:
if the associated NAC HEAT switch is on, the engine antiice system has insufficient pressure because of fan spinner
or nacelle anti-ice control valve malfunction. Also, under
certain conditions, there may not be sufficient bleed pressure across the anti-ice pressure switch to turn the light off.
The associated ENG ICE annunciators act similar to disagreement lights with relative switch positions and valve positioning
according to the NAC HEAT switch positions.
4H-12
Learjet 55
September 2003
Learjet 55
March 2002
4H-13
CAE SimuFlite
Windshield Overheat Annunciator
The red WSHLD OV HT annunciator on the glareshield panel
indicates that the bleed air temperature in one or both of the windshield outlet nozzles has reached the respective thermoswitch
settings and the windshield anti-ice system has shut down.
A low-limit and a high-limit thermoswitch is in each of two external
nozzles on each side of the windshield center post. The low-limit
thermoswitch prevents the windshield from overheating while the
aircraft is on the ground. The high-limit thermoswitch prevents
the windshield from overheating while the aircraft is in flight.
If the bleed air temperature in either outlet nozzle reaches 250F
(121C) during ground operation, the low-limit overheat thermoswitches close the anti-ice shutoff valve and illuminate the red
WSHLD OV HT annunciator. If the bleed air temperature in either
outlet nozzle reaches 347F (175C) in flight, the high-limit
thermoswitches close the anti-ice shutoff valve and illuminate the
red WSHLD OV HT annunciator.
When the windshield anti-ice bleed air temperature drops to
240F (115C) on the ground or 311F (155C) in flight, the overheat thermoswitches reset to open the anti-ice shutoff valve, and
the WSHLD OV HT annunciator extinguishes.
When the red WSHLD OVHT annunciator illuminates due to
an overheat condition, the green WSHLD HT annunciator
extinguishes and remains extinguished until the overheat condition cools. When the temperatures drop below those prescribed, the overheat shutoff valve resets to closed, the green
WSHLD HT annunciator illuminates, and the system returns to
normal operation.
Learjet 55
September 2003
Learjet 55
September 2003
4H-15
CAE SimuFlite
Optional ANTI-ICE ON Annunciator
If illuminated, an optional green ANTI-ICE ON annunciator on
the glareshield panel indicates the windshield alcohol anti-ice
system is in operation. The annunciator extinguishes when the
system is off.
Learjet 55
September 2003
Learjet 55
September 2003
4H-17
CAE SimuFlite
Single PITOT HEAT Annunciator
Illumination of the amber PITOT HEAT annunciator indicates
there is a malfunction in either the left or right pitot/static heat
system or that at least one PITOT HEAT switch is off.
4H-18
Learjet 55
March 2002
Bleed air
Nacelle inlet lip
Fan spinner
Main bus (Learjet 55)
Pt2/Tt2 probe heat
Power bus (Learjet 55B/C)
Pt2/Tt2 probe heat
Distribution
Control
Monitor
Annunciators
Amber ENG ICE L/R
Green NAC HT L/R (if installed)
Learjet 55
March 2002
4H-19
CAE SimuFlite
Wing and Stabilizer Anti-Ice System
Power Source
Bleed air
Right Main bus (Learjet 55)
Right Power bus (Learjet 55B/C)
Battery Charging bus: Stabilizer heat
Distribution
Bleed air
Bleed air manifold
Wing anti-ice regulator control valve
Wing leading edge diffuser tubes
Left and right wheels
Control
Monitor
Annunciators
STAB HEAT
WING OV HT
WING TEMP indicator
Distribution
Control
WSHLD HT switch
Monitor
Annunciators
WSHLD HT
WSHLD OV HT
Protection
4H-20
Learjet 55
March 2002
RELIEF
VALVE
TO BRAKE
SYSTEM
LANDING GEAR
SELECTOR VALVE
FILTER
GEAR BLOW-DOWN
CONTROL VALVE
CHECK
VALVE
AIR
BOTTLE
14
OVERRIDE
CHECK VALVE
PRIORITY
VALVE
CHARGING
VALVE
SHUTTLE
VALVE
NOSE GEAR
ACTUATOR
UPLATCH
ACTUATOR
3,500 PSI
MAIN GEAR
ACTUATOR
13
EMERGENCY
BRAKE
SELECTOR
VALVE
10
R MAIN
GEAR
L MAIN GEAR
UPLATCH
ACTUATOR
3
7
4
UPLATCH
DOOR
ACTUATOR
FILTER
NOSE
GEAR
CHARGING
VALVE
FREE FALL
UPLATCH
ACTUATOR
G
E
A
R
A
I
R
B
R
A
K
E
A
I
R
PSI x
1000
FREE FALL
UPLATCH
ACTUATOR
1 R SQUAT SWITCH
AIR
PRESS
IND
E
S
S
2 L SQUAT SWITCH
1A
A
B
U
S
11
RESTRICTOR
ARD
FORW
FREE FALL
CONTROL
VALVE
UPLATCH
GEAR DOOR
12
FREE FALL
UPLATCH
ACTUATOR
ACTUATOR
2
HYDRAULIC PRESSURE
EMERGENCY AIR
HYDRAULIC RETURN
6 L GEAR UP SWITCH
EXTEND
7 R GEAR UP SWITCH
RETRACT
VENT
MECHANICAL CONNECTION
Learjet 55
March 2002
4I-1
CAE SimuFlite
Landing Gear System Electrical Logic
Aircraft on Ground
FROM WARNING
LIGHT POWER
LANDING GEAR
10
9
12
UP
13
NOT
UP
NOT DOWN
11
NOT UP
11
UNSAFE LOCKED DN
UP
1
AIR
UP
UP
CLOSE DOOR
CONTROL
VALVE
OPEN
12
NOT
DOWN
NOT DOWN DOWN
DOWN
AIR
2
OPEN
OPEN
DOWN
GND GND
UP
GEAR
CONTROL
VALVE
DOWN
DOWN
DOWN
4
R
E
M
E
R
B
U
S
NOT
OPEN
NOT
OPEN
R
E
M
E
R
GEAR
TO GEAR
POSITION
INDICATORS
2A
B
U
S
EMER BAT
#2
28V DC
GEAR
2A
EMER BAT
#1
28V DC
LEARJET 55
LEARJET 55B/C
MECHANICAL CONNECTION
1
2
3
4
5
6
7
4I-2
R SQUAT SWITCH
L SQUAT SWITCH
R GEAR DOWN SAFETY SWITCH
R DOOR OPEN SWITCH
L DOOR OPEN SWITCH
L GEAR UP SWITCH
R GEAR UP SWITCH
8
9
10
11
12
13
Learjet 55
March 2002
STEER
ON
M
A
I
N
P
W
R
NOSE
STEER
ANTI-SKID
GEN
2
L
1
STEER LOCK
B
U
S
WHEEL MASTER
BUTTONS
COMPUTER
AMPLIFIER
SQUAT
SWITCH
RELAY
PANEL
FOLLOW UP
L
A
C
B
U
S
NOSE
STEER
PEDAL
SYNCHRO
CLUTCH
COPILOT'S
RUDDER
PEDAL
LINKAGE
MOTOR
AND GEAR
NOSE
GEAR
MECHANICAL CONNECTION
Learjet 55
March 2002
4I-3
CAE SimuFlite
Emergency Braking System
EMERGENCY AIR BOTTLE
(1,800 TO 3,000 PSI)
RELIEF VALVE
(3,500 PSI)
R
AIR PRESS
IND
E
S
S
A
FILTER
FILLER
PORT
RET
S
P
O
I
L
E
R
EXT
PRESSURE
SENSOR
B
U
S
EMER
BRAKE
HANDLE
EMERG
BRAKE
GEAR FREE
FALL AIR
U
P
CUTOFF
G
E
A
R
A
I
R
1
PSI x
1000
ENG SYNC
N2
B
R
A
K
E
A
I
R
SYNC
8
OFF
N1
P
A
R
K
I
N
G
20
D
N
B
R
A
K
E
OVERBOARD
VENT
SHUTTLE
VALVES
SHUTTLE
VALVES
SUPPLY PRESSURE
BRAKE PRESSURE
VENT
HYDRAULIC PRESSURE
MECHANICAL CONNECTION
4I-4
Learjet 55
March 2002
Brake System
TO
RESERVOIR
FROM NOSE
GEAR DOWN
LINE
LEARJET 55B/C
PARK
BRAKE
ANTI-SKID
L
PILOT
BRAKE
VALVE
PILOT
BRAKE
VALVE
COPILOT
BRAKE
VALVE
COPILOT
BRAKE
VALVE
R
M
A
I
N
PARKING
BRAKE
ANTI
SKID
P
W
R
PARKING
BRAKE
ANTI-SKID
DISCONNECT
SWITCH
B
U
S
SERVO
FROM
EMERGENCY
AIR BOTTLE
SERVO
TO
RESERVOIR
ANTI-SKID
CONTROL
VALVE
HYDRAULIC
FUSE
ANTI-SKID
CONTROL
VALVE
SQUAT
SWITCH
28V DC
LH
MAIN GEAR
SERVO
SOLENOID
SHUTOFF
SQUAT
SERVO
SWITCH
28V DC
RH
MAIN GEAR
ANTI-SKID
CONTROL
BOX
ANTI-SKID
GEN
L
SUPPLY PRESSURE
T 1
E
S
T
WARNING
LIGHT
CONTROL
RH GEAR
DOWN SAFETY
SWITCH
BRAKE PRESSURE
RETURN
EMERGENCY AIR
MECHANICAL CONNECTION
1
LEARJET 55 ONLY
(LEARJET 55B/C TEST IS OPERATIVE IN FLIGHT)
Learjet 55
March 2002
4I-5
CAE SimuFlite
4I-6
Learjet 55
March 2002
4I-7
CAE SimuFlite
Squat Switch Relay Box
The relay panel is powered to the ground mode when an electrical ground is present through either squat switch.
The squat switch relay panel connects to various aircraft systems
and activates depending on aircraft mode. The aircraft systems
affected by the squat switch relay panel include the following:
cabin pressurization
4I-8
Learjet 55
March 2002
Main Gear
The main gear assembly mounted to the wings consists of dual
wheels and brakes attached to a conventional air/hydraulic
shock strut. Other components include:
gear doors
hydraulic actuator
Nose Gear
The nose gear is used for steering and towing the aircraft as well
as its primary functions. In addition to a shock strut similar to that
of the main gear and a torque arm, nose gear components
include:
hydraulic actuator
self-centering cams.
Learjet 55
March 2002
4I-9
CAE SimuFlite
The nose landing gear wheel consists of inboard and outboard
wheel halves. An 18 x 4.4 inch, 10-ply, type VII chined, tubeless
tire is mounted on the wheel. Chines deflect water and slush
away from engine inlets to permit takeoffs with up to 3/4 inch of
water or slush on the runway. Tire pressure is kept at 104 to 114
PSI with the crew on board and the aircraft loaded.
Retraction
Setting the landing gear control switch to UP energizes the gear
door control valve to the down position.
The two main gear UNSAFE lights illuminate and, when the
inboard main gear doors are fully open, the gear selector valve
energizes. With the gear off the ground, the squat switches are
in the air mode.
The nose gear and main gear inboard door uplatches engage
and hold the doors closed. When the gear is fully retracted with
4I-10
Learjet 55
March 2002
Extension
Placing the landing gear control switch to DN energizes the open
solenoid on the gear door control valve to the down position.
When the door uplatches open, the door up switches cause the
red UNSAFE lights to illuminate.
On S/N 003 to 139 without AMK 55-91-1, a priority valve is in
the nose gear extend line. During gear retraction, the priority
valve offers no restriction to fluid flow; on gear extension, however, the priority valve initially stops fluid flow to the nose gear
and allows full hydraulic flow to the main gear. When system
pressure exceeds 500 to 550 PSI (main gear fully extended), the
priority valve opens and allows fluid flow to extend the nose gear.
On S/N 003 to 139 with AMK 55-91-1 and S/N 140 and subsequent, there is no priority valve; however, the system operates
with very little difference from aircraft with the valve.
Once the nose gear is down and locked, the nose gear downand-locked illuminates the green nose gear LOCKED DN annunciator and extinguishes the red UNSAFE light. When both main
gear and down and locked, the main gear down-and-locked
switches energize the gear door control valve to the UP position
and illuminate the green main gear LOCKED DN lights. Pressure
routes to the inboard main gear door actuators, and the inboard
main gear doors close.
Once the main gear door uplock mechanism engages, the door
up switches actuate and the left and right main gear red
UNSAFE lights extinguish.
Learjet 55
March 2002
4I-11
CAE SimuFlite
Landing Gear Indication
Visual Indication
Three green LOCKED DN and three red UNSAFE lights are
above the gear control switch on the copilots instrument panel.
Three green LOCKED DN lights, which are arranged in a tricycle gear pattern, indicate the gear is down and locked as each
individual gear locks down. Three red UNSAFE lights indicate
an unsafe gear condition; a gear assembly is in transit, a door
is not locked in position, or a gear is not down and locked. The
UNSAFE lights illuminate when the gear switch is moved out of
the UP detent and internal downlocks in the actuators disengage; the red main gear lights remain illuminated until the main
gear inner doors close. At retraction, each light illuminates
when the respective inner door opens; it remains illuminated
until the respective gear assembly is up and locked and the
inboard gear doors close.
If a main or nose gear is not down and locked, the appropriate
green light does not illuminate, although the red light does. It is
possible to have one or all gear down and locked (green lights
on) while an illuminated red light indicates a main gear door is
not locked.
Normal visual indications with the gear down are all three green
lights illuminated. When the gear is properly retracted, all six
lights should be extinguished.
Each main gear downlock switch completes a circuit for its
respective landing light; if a main gear is not down and locked,
its landing light does not illuminate. The nose gear downlock
switch is also tied to the ENG SYNC annunciator; if the nose
gear is down and locked with the engine synchronizer on, the
ENG SYNC light illuminates.
On S/N 003 to 126, the dimming rheostat has no effect on the
light dimming when the NAV LT switch is OFF. Selecting the
NAV LT to ON automatically dims the landing gear lights and
provides additional dimming through the rheostat. On S/N 127
4I-12
Learjet 55
September 2003
Audible Indication
A warning horn sounds, when the gear is retracted, at least one
thrust lever is retarded below 70% N1, altitude is less than
14,500 500 ft (15,300 ft for Learjet 55B/C), and indicated airspeed is less than 170 5 kts. The warning horn also sounds
when the gear is retracted and the flaps are extended more than
25. Lowering the gear, increasing power, moving the
TEST/MUTE switch to MUTE, or pressing the GEAR MUTE button the right thrust lever silences the gear warning horn if the
throttles are set lower than 70%, below 14,500 ft (15,300 ft for
Learjet 55B/C) at an indicated airspeed less than 170 5 kts with
the gear retracted. With the gear up and the flaps at more than
25, neither mute switch can silence the horn unless the gear is
lowered or the flaps are retracted above 25. In this condition, the
red UNSAFE lights do not illuminate.
4I-13
CAE SimuFlite
blow down system. The EMERGENCY BLOW DOWN GEAR
lever on the right side of the pedestal controls the GEAR AIR
emergency air bottle.
The BRAKE AIR emergency air bottle, also in the right side of the
nose aft avionics compartment, supplies air pressure to operate
the free-fall system. The EMERGENCY FREE-FALL GEAR
lever on the right side of the pedestal, forward of the blow down
lever controls the BRAKE AIR emergency air bottle.
When selecting alternate gear extension, place the LANDING
GEAR selector switch in the DN position and pull the GEAR CB
to prevent inadvertent gear retraction if electrical or hydraulic
power to the system is restored.
Both the GEAR AIR and BRAKE AIR bottles are charged to
1,800 to 3,000 PSI.
4I-14
Learjet 55
March 2002
Brake System
The brake system incorporates four power-boosted disc brakes
with an integral anti-skid system. The system also incorporates a
parking brake.
Rudder-pedal controlled power brake valves hydraulically actuate the disc-type brake in each main landing gear. The hydraulic
brake system consists of the following components:
Learjet 55
March 2002
4I-15
CAE SimuFlite
A main gear brake anti-skid control system prevents skidding and
provides maximum braking efficiency on wet, dry, or icy runways.
An emergency pneumatic braking system provides braking if the
hydraulic system fails. S/N 101, 105, 107, and subsequent and
those modified with AAK 55-84-2 have larger brakes than the
earlier models and non-modified models. Later and modified
brakes are thicker, can absorb 13% more energy, and have a
50% longer brake life.
Wheel Brakes
There is one brake assembly for each main gear wheel. Each
multiple disc brake assembly consists of:
a brake housing.
Learjet 55
March 2002
Nosewheel Steering
A variable authority, electrically controlled nosewheel steering
system is on the Learjet 55; as ground speed increases, the
available nosewheel turning angle decreases. Above 20 kts
groundspeed, 8 of nosewheel steering is available left and right
of center (16 total travel); at less than 10 kts, 55 is available left
and right of center (110 total travel). The nosewheel steering
system consists of:
steering computer
Learjet 55
March 2002
4I-17
CAE SimuFlite
With the Nose Steer CB pulled (or in the case of DC failure), the
nose gear swivels 360. Use asymmetric braking/power to accomplish steering with the nosewheel steering system disengaged.
The right three anti-skid generators supply velocity information to
the nosewheel steering system. If two of the right three ANTISKID GEN lights are on, do not use nosewheel steering above
10 kts. The wheel master switch on the control wheels or the
STEER LOCK switches on the pilots and copilots sub-panel
activate nosewheel steering.
The STEER ON annunciator on the glareshield illuminates when
nosewheel steering is active. Without AC power, the annunciator
illuminates but steering is inoperative, as AC power controls the
systems and DC power actuates it. STEER LOCK is released by
depressing the control wheel master switch. The control wheel
master switch is normally used on takeoff for nosewheel steering.
Anti-Skid
The anti-skid system on S/Ns 003 to 126 consists of:
Anti-Skid Operation
The anti-skid system becomes operational at 7 to 10 kts groundspeed, or 150 RPM wheel spin-up. If the wheel speed deviates
from the normal deceleration limits, the control box signals the
affected wheels control valve and reduces braking pressure on
that wheel. Some of the hydraulic system pressure bypasses into
a return line via a servo-controlled valve in the control valve.
Normal braking pressure is restored as wheel speed increases.
4I-18
Learjet 55
September 2003
Learjet 55
September 2003
4I-19
CAE SimuFlite
On S/N 003 to 126, the anti-skid lights illuminated in flight only if
the gear is down and the anti-skid switch is OFF. This illuminates
the anti-skid lights, but does not test the system. On S/N 127 and
subsequent, push the glareshield annunciator test button to illuminate (test) the lights in flight.
Anti-Skid Switch
The anti-skid switch on the pilots switch panel has two positions:
ON (anti-skid) and OFF.
When the switch is in ON (anti-skid), the anti-skid system control
circuits receive 28V DC.
Normally, the switch remains in ON (anti-skid) for all operations.
Emergency Braking
In the event of main hydraulic system failure, apply the wheel
brakes pneumatically. The red EMERG BRAKE handle on the
pedestal to the left of the thrust levers initiates and controls emergency (pneumatic) braking. Pull the handle out of the recess and
push it down to initiate emergency braking.
Pushing the EMERG BRAKE handle down port air pressure from
the BRAKE AIR emergency air bottle to the wheel brake shuttle
valves through the lever-actuated emergency brake valve. If the
emergency air pressure is greater than the hydraulic system
pressure, the wheel brake shuttle valves reposition to admit air
pressure to apply the brakes. After brake handle release, excess
air vents overboard and the brakes release. The emergency air
lines are in the hydraulic brake system between the anti-skid
control valve and the wheel brakes. The parking brake is inoperable when using the emergency air brakes.
4I-20
Learjet 55
March 2002
Hydraulic system
Right Essential B bus
Emergency gear air bottle
Right Emergency bus/right main battery
(Learjet 55B/C emergency mode)
Distribution
Control
Monitor
Pressure gages
HYD PRESS
BRAKE AIR
GEAR AIR
Indicator lights
3 green LOCKED DN
3 red UNSAFE
Gear warning horn
LOW HYD PRESS annunciator
Protection
Circuit breakers
Squat switch
Emergency gear air bottle
Learjet 55
March 2002
4I-21
CAE SimuFlite
Brake System
Power Source
Distribution
Hydraulic pressure to
Power brake valves
Anti-skid system
Brake fuses
Shuttle valves
Brake assemblies
DC power
Parking brake
Anti-skid computer
Anti-skid control valves
Emergency brake air
Emergency brake valve
Pneumatic-hydraulic emergency brake
shuttle valves
Brake actuators
Hydraulic pressure OVERRIDE check valve
Control
Rudder pedals
PARKING BRAKE handle
Monitor
Protection
Squat switches
Hydraulic fuses
4I-22
Learjet 55
March 2002
Distribution
Ground Mode
Nosewheel steering
Mach trim test mode
Windshield heat low-limit thermoswitch/
10-second timer for WSHLD OV HT
annunciator (on landing)
Amber PITCH TRIM annunciator (out of
takeoff range)
Single generator current limiting
3 flap input to yaw damper
Autospoilers
Radar transmitter (Learjet 55B/C)
Safety valve vacuum shutoff solenoid
Stabilizer heat disabling/amber STAB HEAT
annunciator
Powerplant system ground idle mode
Left engine left squat switch
Right engine right squat switch
Thrust reversers (optional)
Distribution
Airborne Mode
Flaps 25 spoileron
WING FULL green lights
Gear warning tone (25 or more of flaps with
gear UP)
Hobbs meters (optional)
Stall warning system testing
Stall warning lights and shakers (Learjet 55C)
Cabin/cockpit temperature sensor motors
Learjet 55
March 2002
4I-23
CAE SimuFlite
Squat Switches (cont.)
Distribution
Ground and/or
Airborne Modes
4I-24
Cabin pressurization
Fuel transfer switch latch (Learjet 55B/C)
FUEL FILTER annunciator
Anti-skid system ground mode
Outboard brakes disabling (left squat switch)
Inboard brakes disabling (right squat switch)
Anti-skid switch airborne mode
All brakes disabling (via anti-skid switch)
Gear retraction circuitry disabling (on ground)
Squat switch relay
Learjet 55
March 2002
Oxygen System
Oxygen System
OXYGEN CYLINDER
(INSTALLED IN NOSE
OR DORSAL FIN)
DISCHARGE
INDICATOR
2
O
X
Y
P
R
E
S
P
S
I
CREW OXYGEN
MASK
FILLER
VALVE
PRESSURE
SENSOR
1
0
0
0
PASSENGER OXYGEN
VALVE
SOLENOID
VALVE
(N.C.)
OXY
VAL
7.5A
B
U
S
L
M
A
I
N
P
W
R
P
ANEROID SWITCH
(14,000 FT CABIN
ALTITUDE)
CABIN
LIGHTS
OXYGEN FLOW
VALVE
PASSENGER MASK
ASSEMBLY
(TYPICAL 10 MASKS)
UPPER CENTER
PANEL LIGHTS
B
U
S
E
S
S
CREW OXYGEN
MASK
PASSENGER MASK
MANUAL DEPLOYMENT
VALVE
L
E
S
S
COCKPIT
PRESSURE GAGE
TRANSISTOR
CONTROL
OXY
VAL
OXYGEN
SOLENOID
VALVE
7.5A
B
B
U
S
Learjet 55
September 2003
ANEROID SWITCH
(14,000 FT
CABIN ALTITUDE)
4J-1
CAE SimuFlite
4J-2
Learjet 55
March 2002
Oxygen System
Oxygen System
A typical oxygen system installation consists of a single 38 cubic
foot cylinder in the nose compartment or in the dorsal fin.
An optional emergency portable oxygen cylinder on the forward
lavatory/baggage wall provides oxygen for cabin altitudes of less
than 40,000 ft. The cylinder supplies a minimum of 67 minutes of
oxygen.
A fully serviced system should read between 1,550 and 1,850
PSI on the direct reading cockpit gage. On S/N 003 to 046
except 027 and 039, the pressure indicator gage in the center
switch panel displays oxygen pressure (OXY PRESS in PSI) in
the cylinder. On S/N 027, 039, and 047 and subsequent, the
display is in the lower, center section of the instrument panel
above the center switch panel. The pressure gage displays a
fully charged cylinders pressure, regardless of oxygen cylinder
shutoff valve position.
An optional low oxygen pressure warning system on S/N 92
and subsequent, consists of a low pressure switch and an
amber LOW OXYGEN PRESS warning annunciator.
If cylinder pressure exceeds 2,700 to 3,000 PSI, the oxygen
cylinder pressure relief valve opens t o release cylinder contents
overboard. On aircraft with the nose-equipped oxygen system, the indicator is on the right side of the nose. On aircraft
with the vertical-fin equipped oxygen cylinder, the indicator is
on the left side of the vertical stabilizer. Maintenance is required
before flight if the disc is dislodged.
Distribution
Oxygen flows under pressure from the oxygen cylinder(s)
through the cylinders pressure regulator and shutoff valve. The
regulator reduces normal cylinder pressure to approximately 60
to 80 PSI before it reaches the crew and passenger oxygen distribution systems.
Learjet 55
March 2002
4J-3
CAE SimuFlite
The passenger oxygen system provides oxygen automatically
in the event of pressurization failure. The oxygen aneroid switch
deploys the masks automatically above 14,000 750 ft cabin
altitude. Oxygen to the passengers is also available via the
manual/auto passenger mask valve.
The manual/auto passenger mask valve is on the left side of the
cockpit. The valve is in a bypass line, which passes around the
passenger mask solenoid valve. Manual opening of the valve
provides oxygen to the passenger masks if the oxygen aneroid
switch or passenger mask solenoid valve malfunctions. Manual
operation occurs by selecting MAN on the PASS MASK DROP
MAN AUTO shutoff valve.
The crew oxygen system provides oxygen in the event of pressurization failure, flight altitudes that require oxygen masks at all
times, or smoke in the cabin. With the oxygen storage cylinder
shutoff valve and regulator assembly open, oxygen flow is available anytime.
The bypass manual passenger mask valve on the left side of the
cockpit above the CB panel is normally open. To supply only the
crew oxygen close the valve upstream of the passenger mask
solenoid and manual/automatic passenger mask. To display the
status of the valve select AUTO or OFF on the PASS OXY
AUTO OFF shutoff valve.
On S/N 137 and subsequent, an optional dual oxygen system
is available.
Crew Masks
The Eros oxygen mask/oxygen regulator supplies the crew with
oxygen. The three-part Eros mask consists of a mask, microphone, and hose assembly.
The Eros mask uses a pneumatic harness, allowing singlehanded mask donning. Depressing the inflation control plate
expands the harness so the mask may slip over the head.
Disengaging the control releases air and the harness tightens.
4J-4
Learjet 55
September 2003
Oxygen System
The regulator dilution nozzle holds the microphone capsule in
place. A microphone protector fitted for passage of the intermediate radio cord enables regulator uncoupling from the mask
without removing the microphone.
A two-position rocker switch (N/100%) controls oxygen supply to
the mask. In N (normal), an air-oxygen mixture supplied by the
mask, depends on the cabin altitude. As cabin altitude increases,
the ratio of air to oxygen decreases until at 30,000 ft the mixture
level is 100% oxygen. With the rocker in 100%, the mask distributes pure oxygen. An aneroid capsule controls the rate of air
to oxygen dilution supplied by the mask and supplies automatic
position pressure to the crew member at 37,000.
Rotating the PRESS TO TEST knob on the mask provides positive pressure for any altitude less than 37,000 ft. The switch
also allows mask testing on the ground with the rocker switch
in 100%.
Passenger Masks
The passenger masks stowed in the overhead containers drop
manually or automatically via PASS MASK DROP MAN/AUTO
valve, depending upon control switch position. Pulling the lanyard releases oxygen flow to masks. An orifice in the mask provides a constant flow of 4.1 liters per minute to the passenger.
Learjet 55
March 2002
4J-5
CAE SimuFlite
Oxygen System
Power Source
Control
Monitor
Protection
Circuit breakers
4J-6
Learjet 55
March 2002
Powerplant
HIGH-PRESSURE
COMPRESSOR
PT2/TT2
FUEL MANIFOLD
(PRIMARY/SECONDARY)
HIGH-PRESSURE
TURBINE
3-STAGE
LOW-PRESSURE
TURBINE
FAN
N1 MONOPOLE
PLANETARY
GEARBOX
OIL SCAVENGE
LINE
BYPASS
DUCT
ACCESSORY
GEARBOX
Learjet 55
March 2002
FUEL
NOZZLE
TRANSFER
GEAR BOX
ASSEMBLY
N2 MONOPOLE
4K-1
CAE SimuFlite
4K-2
Learjet 55
March 2002
Powerplant
P3 AIR
LOW PRESSURE FUEL
HIGH PRESSURE PUMP OUTPUT
TORQUE
MOTOR
ULTIMATE
OVERSPEED
SOLENOID(N.C.)
METERING
VALVE
METERED FUEL
P IND
S.O.
VALVE
PRESS
REG
MOTIVE
FLOW
LOCKOUT
OUTLET
PRESSURIZING VALVE
INLET
FILTER
FUEL INLET
TEMP PORT
BYPASS
VALVE
ACCEL
BELLOWS
FUEL/OIL
COOLER
FUEL
FLOW
METER
RELIEF
VALVE
FUEL FILTER
FUEL
S.O.
VALVE
TO PRIMARY
NOZZLES
EVAC BELLOWS
CHECK VALVE
FLOW DIVIDER
FUEL HEATER
POWER LEVER
PCD LIM
OVERBOARD
DRAIN
OIL FLOW
IDLE
CUT-OFF
MAN MODE
SOL ENERGIZED
MAX
Learjet 55
March 2002
POWER LEVER
POT
MAN MODE
ADJ
EEC
4K-3
CAE SimuFlite
4K-4
Learjet 55
March 2002
Powerplant
NO. 4 AND 5
BEARING CAVITY
TRANSFER
GEARBOX ASS'Y
ACCESSORY DRIVE
GEARBOX ASS'Y
BREATHER
PRESSURIZING
VALVE
PLANETARY
GEARBOX ASS'Y
NO. 1, 2, & 3
BEARING
180
O
I
L
150
O
I
L
T
E
M
P
C
120
60
T
E
M
P
30
90
TRANSFER
GEARBOX
ASSY SCAVENGE
ANTI-SIPHON
ORIFICE
OIL
PRESS
NO. 6 BEARING
SUMP
OIL TANK
75 PSI
55
75
55
25
COMMON
SCAVENGE
OIL COOLER
(HALF SECTION)
LUBE AND
SCAVENGE
OIL PUMP
P INDICATOR
CHECK
VALVE
FILTER BYPASS
VALVE
FUEL
IN
25 PSI
R OIL
L OIL
PRESS
PRESS
TEMPERATURE
CONTROL VALVE
(65-77C)
BYPASS VALVE
FILTER
BYPASS VALVE
TEMP AND
PRESSURE
(99C)
FUEL
OUT
WARNING
LIGHT
FUEL/OIL
COOLER
WARNING
LIGHT
RH ENG
CHIP
0
L
METAL PARTICLE
DETECTOR
LH ENG
CHIP
25
FUEL IN
FUEL OUT
FUEL HEATER
BYPASS
VALVE
OIL COOLER
(QUARTER SECTION)
SCAVENGE OIL
VENT LINE
OIL TEMP
OIL SUPPLY
1
Learjet 55
March 2002
R ESS B BUS
R OIL PRESS
0.5A
R 26V AC BUS
1A
4K-5
CAE SimuFlite
4K-6
Learjet 55
March 2002
Powerplant
Powerplant
The Powerplant chapter contains information on the following:
ignition
power control.
4K-7
CAE SimuFlite
Model
Learjet 55
Serial Numbers
55-003 through 55-0086 except
55-065, without AAK 55-83-4
Engine
TFE731-3A-2B
TFE731-3A-2B1
TFE731-3AR-2B
TFE731-3AR-2B1
Learjet 55C
TFE731-3AR-2B
TFE731-3AR-2B1
TFE731-3AR-3B
TFE731-3AR-3B1
Powerplant Systems
Powerplant systems include:
engine oil
ignition
fuel control
power control
fire protection.
4K-8
Learjet 55
March 2002
Powerplant
Lubrication
Oil under pressure lubricates the engine bearings and the transfer, accessory, and planetary gearboxes. The system consists of:
oil pump
fuel heater
fuel/oil cooler
Rotation of the engine-driven oil pump draws oil from the reservoir. Oil under pressure flows through a pressure regulator, filter,
and temperature control components to the engine bearings,
transfer gearbox, accessory gearbox, and front fan planetary
gear assembly.
Aircraft with -2B and -3B engines (single-point refueling) have
fuel heaters on the left side of the engine. The heater uses hot
engine oil to heat fuel to prevent fuel controller icing.
If the temperature of the fuel is below 0C, the anti-icing valve
directs a portion of the bypass fuel to the fuel heater. Heated fuel
from the fuel heater mixes with low pressure discharge fuel to
prevent ice formation at the engine-driven fuel pump fuel filter.
The fuel/oil cooler (oil temperature regulator) uses aircraft fuel to
maintain oil at a constant temperature. The unit consists of a
temperature control valve and a heat exchanger.
Whatever the oil temperature, fuel constantly flows through the
unit; oil only flows through the cooler if temperatures are above
a set temperature. If oil temperature exceeds 99C (210F), the
control valve opens to route oil through the cooler.
Learjet 55
March 2002
4K-9
CAE SimuFlite
Venting for the oil tank and lubricating system is via the accessory gearbox. The accessory gearbox vents to the atmosphere
through a normally open breather pressurization valve. As pressure altitude increases above 27,000 ft, the breather pressurization valve begins to close to maintain an engine case pressure of
approximately 3.5 PSIA.
Pressure switches in each engines oil supply line operate the
red L OIL PRESS and R OIL PRESS annunciators. Normally,
engine oil pressure holds the switches open. If pressure drops
below 25 PSI, the switch closes to complete a circuit illuminating
the respective annunciator. The annunciator extinguishes once
oil pressure exceeds 25 PSI. With power on the aircraft and the
engines not running, the annunciators illuminate.
Ignition System
With the Battery switch on, the auxiliary contactor relay closes.
Placing the START/GEN switch to START supplies DC power to
closed contacts of the fuel control relay which applies DC voltage
to the standby pump and start relay. The starter rotates and
starter energized light illuminates. Taking the power lever out of
CUTOFF turns on the ignitors. As the engine approaches 45%
N2, the fuel computer applies power to the fuel control relay to
open the relay, thus removing power from the start relay and ignition circuits. The standby pump is shut off when the start switch
is placed to OFF. Placing the START/GEN switch in GEN
removes power from the auxiliary contactor relay, and it opens.
During a windmilling airstart when the START position of the
START/GEN switch is not used, manual activation of the standby
pumps and ignition is required. Switching the fuel panel standby
pump on applies DC power to the standby pump. Turning the AIR
IGN switch on applies power from the AIR IGN circuit breaker on
the ESS B bus to the ignition system. After the engine is started,
the standby pump and air ignition switches are turned off.
4K-10
Learjet 55
September 2003
Powerplant
fuel computer
fuel atomizers
From the aircraft fuel system, the fuel control system pumps,
filters, meters, and atomizes fuel before the ignition system
ignites it to produce thrust.
The filter bypass valve on the fuel pump allows fuel to bypass the
filter if an excessive pressure drop across the filter occurs. An
electrical pressure switch illuminates the respective amber FUEL
FILTER annunciator in the cockpit when an excessive differential
pressure condition exists before actual bypassing occurs. The
light remains on as long as the fuel filter remains clogged.
The aircraft fuel system filter shares the same light as the engine.
The only difference is that the aircraft fuel filter is wired through
the landing gear squat switch. If the aircraft fuel filter begins
bypassing on the ground, the FUEL FILTER annunciator illuminates; the annunciator extinguishes once weight is off the wheels.
The fuel pump-driven fuel control unit (FCU) on the rear of the
fuel pump contains:
Learjet 55
March 2002
4K-11
CAE SimuFlite
The FCU schedules the proper fuel flow to the nozzles. In the
normal mode (computer on) the DC torque motor schedules fuel
flow from computer inputs. In the manual mode the FCU schedules fuel flow by pneumatically positioning the metering valve
with P3 bleed air pressure, according to thrust lever and engine
inputs.
The mechanical governor functions in two modes: as an overspeed governor for the HP rotor if the fuel computer is operative,
or as a hydro-mechanical (i.e., manual) control when the fuel
computer is inoperative. The governor will operate at 105% N2
and govern the engine at 105%.
The FCU has two shutoff valves. The thrust lever actuates one
valve (CUT-OFF/IDLE) and the fuel computer actuates the other.
If the computer senses an ultimate overspeed condition (109%
N1/110% N2), the computer closes the shutoff valve, fuel flow
stops, and the engine shuts down.
Each engine has an electronic fuel computer above the tailcone
baggage compartment that functions as a high pressure spool
(N2) speed governor. Separate ENG CMPTR switches on the
pilots subpanel select normal (on) or manual (off) operation.
Each computer uses:
N2 speed
N1 speed
4K-12
Learjet 55
March 2002
Powerplant
A MANUAL/NORMAL switch on the front of the fuel computer
and the cockpit ENG CMPTR switches control the fuel computers.
The computer switch must be in NORMAL and the cockpit
switches must be on for the system to function.
In the normal mode, the computer provides the following:
temperature (Pt2/Tt2)
ITT limiting
N1 limiting (101.6%)
switches to manual mode automatically if all inputs and outputs (except ITT) are not correct.
Learjet 55
March 2002
4K-13
CAE SimuFlite
4K-14
Learjet 55
March 2002
Powerplant
thrust levers
fuel computer
engine synchronization
Learjet 55
March 2002
4K-15
CAE SimuFlite
During automatic power reserve (APR) operation, arming the
APR system automatically selects N2 and removes the trim signal from the slave engine by de-energizing the synchronizer
control relay.
Aircraft with TFE731-3AR engines have an automatic power
reserve (APR) system. If the takeoff power difference between
the two engines reaches 5% or greater with the APR system
armed, the APR system automatically provides additional thrust
by increasing N2 by 1% and raising the engine ITT limits by 22C;
this results in 180 lbs of additional thrust from each engine.
APR is either manually or automatically activated. Placing the
APR switch in ARM (center position) arms the system and the
amber APR ARM light illuminates. The system only activates if
there is a 5% or greater N2 difference at takeoff power settings.
Whenever APR activates to provide additional thrust, the green
APR ON light illuminates.
Placing the switch in ON manually activates APR; the APR ON
light illuminates. Lifting the switch and moving it to the
OFF/RESET position disables APR; the APR ON light extinguishes. To return the engines to the normal N2 and ITT limits,
use either the OFF/RESET position of the APR switch or retard
the thrust levers.
To slow aircraft taxi speed with the engines at idle thrust, a
ground idle system reduces normal engine idle turbine speeds
(N2). The system does not operate in flight or with thrust lever
above the idle thrust position.
4K-16
Learjet 55
March 2002
Powerplant
On S/N 003 through 046 except 029 and 037, the two-position
(OV RIDE/OFF) ground idle switch controls the system; the system is inoperative with the switch in OFF and inoperative in OV
RIDE. The OV RIDE position on these aircraft overrides (interrupts) the system. On S/N 029, 037 and 047 and subsequent,
the two position (GND IDLE/OFF) ground idle switch controls the
system; the system is operative in GND IDLE and inoperative in
OFF. Whenever the system is operating (ground idle thrust), the
amber GND IDLE annunciator illuminates.
Advancing the thrust levers out of IDLE or turning the ground idle
switch OV RIDE (S/N 003 through 046 except 029 and 037) or
OFF (S/N 029, 037, and 047 and subsequent) disables the
ground idle system.
Learjet 55
March 2002
4K-17
CAE SimuFlite
4K-18
Learjet 55
March 2002
Thrust Reversers
INBOARD
PNEUMATIC LATCH
SEQUENCING
LATCH
GEAR RACK
OUTBOARD
PNEUMATIC
LATCH
RANSLATING
EAM
GEAR RACK
OLLOW-UP
NULLING
ABLE)
FOLLOW-UP
(NULLING
CABLE)
SPUR
GEARBOX
PNEUMATIC
ACTUATOR
ASSEMBLY
TRANSLATING
BEAM
FLEXIBLE
DRIVE SHAFT
PRESSURE SWITCH
PNEUMATIC LATCH VALVE
HP BLEED AIR
BLEED VALVE
HP BLEED AIR
Learjet 55
March 2002
4L-1
CAE SimuFlite
4L-2
Learjet 55
March 2002
Thrust Reversers
Components
The Aeronca TFE731 thrust reversers use engine bleed air to
power the reversers through the deploy and stow cycles.
Each thrust reverser consists of:
translating structure
blocker doors
4L-3
CAE SimuFlite
A flashing UNLOCK light indicates, the blocker doors have not
properly stowed, or one or both blocker door position indicator
switches have failed.
If both the UNLOCK and DEPLOY lights illuminate when the
thrust reversers fully deploy, one or both of the door position
indicators has malfunctioned. During flight a flashing UNLOCK
light indicates possible DPI switch operation or a pneumatic latch
mechanical failure.
The position of the deploy signal switch determines whether the
UNLOCK or DEPLOY annunciator illuminates.
Two thrust reverser levers piggy back the thrust levers. The
reverser levers pivot on the main thrust levers and control the
system through the stow, deploy, and the adjustment of reverse
idle to maximum thrust reverse. Deploy and arming switches
within the throttle quadrant control the operation of the thrust
reverser system.
With the NORM/EMER STOW switch in NORM, the thrust
reverser levers provide all the necessary controls to operate the
thrust reverser system.
The annunciator control panel on the glareshield gives the crew
visual indications of thrust reverser arming, deploying, and stowing as well as malfunctions. The control panel includes:
TEST button.
Learjet 55
March 2002
Thrust Reversers
S/N 037, 049, and subsequent; and aircraft with AAK 5582-4, the thrust reverser warning horn sounds with the TEST button pressed.
Armed Condition
The thrust reverser system only operates with the EMER STOW
switch in the NORM position. The thrust reversers arm when the
squat switches indicate the aircraft is on the ground, the thrust
levers at idle stop, and both sublevers are actuated together.
Warning Horn
An aural warning horn will activate when either thrust lever is forward of idle and the thrust reverser lever is not in the stowed
position. The horn will also sound if a thrust lever is forward of
idle and a UNLOCK or DEPLOY light illuminates.
Learjet 55
September 2003
4L-5
CAE SimuFlite
During single-engine operations, reverse IDLE/DEPLOY will only
be available on the operative engine. Since the inoperative
engine does not have reverse capability, the thrust lever interlocks in the throttle quadrant, will not release and the operable
engine will be limited to IDLE/DEPLOY only.
Both thrust levers must be at idle and both reverse levers
moved to the IDLE/DEPLOY position, the interlocks will prevent
both reverse thrust levers from moving past the IDLE/DEPLOY
position.
Under the throttle quadrant, a solenoid interlock will not release
and reverse thrust will not be available above 45% N1 when the
deploy lights are illuminated and the pilot has applied excessive
back pressure on the reverse levers. When excessive pressure
has been reduced, normal reverse will be available above 45%
N1.
Stow Cycle
Placing the thrust reverser levers in stow (full forward and down)
operates the reverser control switches that energize the reverser control relays to the stow position.
The DEPLOY annunciator extinguishes and the UNLOCK
annunciator illuminates. The reverse thrust lever interlock
engages and prevents the crew from selecting high thrust levels
while the thrust reversers are in motion.
The latches engage and the nulling cable turns off bleed air to
the pneumatic actuator. The UNLOCK annunciators extinguish.
The thrust reverser is in the armed condition.
As the engine RPM decreases and the engines reach reverse
idle (45% N1), the thrust reverser can be stowed.
4L-6
Learjet 55
March 2002
Thrust Reversers
Automatic Stow Cycle
The automatic stow cycle activates whenever the thrust reverser
UNLOCK annunciator illuminates in flight if a pneumatic latch
disengages with the thrust levers above idle and the thrust
reverser levers in the stow position.
Learjet 55
March 2002
4L-7
CAE SimuFlite
Thrust Reverser System
Aeronca TFE731
Power Source
Control
Monitor
Indicators
UNLOCK/DEPLOY
EMER STOW
BLEED PRESS
Warning horn
Protection
4L-8
Learjet 55
March 2002
Flight Planning
Table of Contents
Frequent or Planned Destinations Record . . . . . . . 5-3
Flight Planning General . . . . . . . . . . . . . . . . . 5-5
Takeoff Weight Determination . . . . . . . . . . . . . . . . 5-5
Maximum Allowable Landing
Gross Weight Determination . . . . . . . . . . . . . . . . 5-8
Weight and Balance Determination . . . . . . . . . . . . 5-11
International Flight Planning
. . . . . . . . . . . . . . 5-13
. . . . . . . . . . . . 5-15
. . . . 5-21
. . . . . . . . . . . . . . . . . . 5-35
. . . . . . . . . . . . . . . . . . . . . . . 5-40
Learjet 55
March 2002
5-1
CAE SimuFlite
5-2
Learjet 55
March 2002
Flight Planning
Airport
Tel: (
Fax: (
Tel: (
Fax: (
Catering
Tel: (
Airport
Ident.
FBO
Freq.
Hotel
FBO
Freq.
Tel: (
Fax: (
Tel: (
Fax: (
Catering
Tel: (
Airport
Ident.
Hotel
FBO
Hotel
Catering
Freq.
Tel: (
Fax: (
Tel: (
Fax: (
Tel: (
Notes
Learjet 55
March 2002
5-3
CAE SimuFlite
Ident.
Airport
FBO
Freq.
Tel: (
Fax: (
Tel: (
Fax: (
Catering
Tel: (
Airport
Ident.
Hotel
Tel: (
Fax: (
Tel: (
Fax: (
Catering
Tel: (
Airport
Ident.
FBO
Freq.
Hotel
FBO
Hotel
Catering
Freq.
Tel: (
Fax: (
Tel: (
Fax: (
Tel: (
Notes
5-4
Learjet 55
March 2002
Flight Planning
Learjet 55
March 2002
5-5
CAE SimuFlite
Takeoff Weight Determination Procedure
AIRCRAFT, AIRPORT, AND
ATMOSPHERIC CONDITIONS
MAX CERTIFIED
T.O. WEIGHT
LIMITATIONS
T.O. WEIGHT
LIMIT CLIMB OR
BRAKE ENERGY
PERFORMANCE
T.O. DISTANCE
PERFORMANCE
MAX LANDING
WEIGHT PLUS
FUEL BURN TO
DESTINATION
TAKEOFF SPEEDS,
PERFORMANCE
FINISHED
5-1
5-6
Learjet 55
March 2002
Flight Planning
TAKEOFF
FLIGHT PATH
TRANSITION
(ACCELERA TION)
FINAL
SEGEMENT
1.25 V SI
2nd
SEGMENT
1st SEGMENT
1.25 V SI
REFERENCE
ZERO
GROUND ROLL
BRAKE
RELEASE
V1
V R VLOF
GEAR
UP
V2
1500 FEET
MINIMUM
1500 FEET
(400 FEET
MINIMUM)
35 FEET
ENGINES
BOTH
THRUST
AIRSPEED
LANDING
GEAR
FLAPS
MIN. T.O.
FLIGHT PA TH
CLIMB
GRADIENTS
TAKEOFF THRUST
V2
V ARIABLE
DOWN
V ARIABLE
1.25 V SI
RETRACTED
RETRACTION
TAKEOFF SETTING
POSITIVE
RETRACTION
2.4%
LEVEL
RETRACTED
1.2%
5-2
Learjet 55
March 2002
5-7
CAE SimuFlite
Maximum Allowable Landing
Gross Weight Determination
Charts in the Aircraft Flight Manual (AFM), Performance Section
V, facilitate determination of approach and landing climb performance, landing field length requirements, and approach speed
values. The maximum allowable landing weight (Figure 5-3) is
limited by the most restrictive of the following: aircraft structure,
landing weight limit (i.e., approach climb, brake energy), or landing distance.
The flow chart (Figure 5-4) on the following page illustrates the
steps to determine maximum allowable landing gross weight.
50'
THRESHOLD
LANDING DISTANCE
5-3
5-8
Learjet 55
March 2002
Flight Planning
MAXIMUM LANDING
WEIGHT (DESIGN
STRUCTURALLIMIT)
LIMITATIONS
LANDING WEIGHT
LIMITS (APPROACH
CLIMB, BRAKE ENERGY)
PERFORMANCE
LANDING DISTANCE
PERFORMANCE
FINISHED
5-4
Learjet 55
March 2002
5-9
CAE SimuFlite
Aircraft Loading Form
Interior Configuration
Missing or Additional Equipment
WEIGHT
F.S.
MOM/1000
% MAC
* Fuel for Start, Taxi, and Takeoff Ground Roll is normally 250 pounds (wing fuel) at
an average Moment/100 of 101.74.
The formula to calculate the C.G. in % MAC is:
C.G. in % MAC = Fuselage Station (C.G.) - 365.085 X 100
80.09
5-10
Learjet 55
March 2002
Flight Planning
Learjet 55
March 2002
5-11
CAE SimuFlite
5. To determine fuselage tank fuel moment, enter the Usable
Fuel Moments table and find the fuselage tank fuel load closest
to, but higher than, the actual fuel load. Divide the moment by the
weight, then multiply the result by 1,000; this is the fuselage
station for that fuel load.
6. Multiply the fuel load by the fuselage station and divide the
result by 1,000 to determine the moment for that load.
7. To determine ramp weight/moment, add the zero fuel, wing
fuel, and fuselage fuel weights/moments.
8. Determine the takeoff gross weight/moment by subtracting the
taxi fuel weight/moment from ramp weight/moment.
NOTE: Assume a standard taxi fuel burnoff of 250 lbs (a
moment of 104.74).
5-12
Learjet 55
March 2002
Flight Planning
Explanation
ACC
ADCUS
Advise Customs
AFIL
ARINC
ATS
BERNA
DEC
ETP
FIC
FIR
GCA
GEOMETER
IATA
ICAO
MET
See METAR
METAR
MNPS
NAT
North Atlantic
Learjet 55
March 2002
5-13
CAE SimuFlite
International Term
Explanation
NOPAC
North Pacific
OAG
OKTA
OTS
PPO
PSR
QFE
QNE
QNH
SITA
Societe Internationale de
Telecommunications Aeronautiques;
international organization provides global
telecommunications network information to
the air transport industry
SPECI
SSR
TAF
UIR
UTA
WWV/WWVH
5-14
Learjet 55
March 2002
Flight Planning
I. DOCUMENTATION
PERSONNEL, CREW
Airmans certificates
Physical
Passport
Extra photos
Visa
Tourist card
Proof of citizenship (not drivers license)
Immunization records
Travelers checks
Credit cards
Cash
Passenger manifest (full name, passport no.)
Trip itinerary
International drivers license
Learjet 55
March 2002
5-15
CAE SimuFlite
AIRCRAFT
Airworthiness certificate
Registration
Radio licenses
MNPS certification
Aircraft flight manual
Maintenance records
Certificates of insurance (U.S. military and foreign)
Import papers (for aircraft of foreign manufacture)
II. OPERATIONS
PERMITS
SERVICES
Inspection
Customs forms
Immigrations
Agricultural (disinfectant)
Ground
Handling agents
FBOs
Fuel (credit cards, carnets)
5-16
Learjet 55
March 2002
Flight Planning
Maintenance
Flyaway kit (spares)
Fuel contamination check
Financial
Credit cards
Carnets
Letters of credit
Banks
Servicing air carriers
Handling
Fuelers
Travelers checks
Cash
COMMUNICATIONS
Equipment
VHF
UHF
HF SSB
Headphones
Portables (ELTs, etc.)
Spares
Agreements
ARINC
BERNA (Switzerland)
SITA
Stockholm
Learjet 55
March 2002
5-17
CAE SimuFlite
NAVIGATION
Equipment
VOR
DME
ADF
Inertial
VLF/OMEGA
LORAN
GPS
Publications
Operations manual
International Flight Information Manual
Maintenance manuals
Manufacturers sources
World Aviation Directory
Interavia ABC
Airports International Directory
MNPS/NOPAC
Customs Guide
5-18
Learjet 55
March 2002
Flight Planning
V. FACILITATION AIDS
Pre-flight planner
Aircraft locks
Spare keys
Security devices
Commissary supplies
Electrical adapters (razors, etc.)
Ground transportation
Hotel reservations
NBAA International Feedback cards
Catering
WX service
Reservations
Slot times
Learjet 55
March 2002
5-19
5-20
16
DESTINATION AERODROME
AERODROME DE DESTINATION
CRUSING SPEED
VITESSE CROISIERE
19
MIN.
CAPACITY
CAPACITE
DINGHIES / CANOTS
NUMBER
NUMBRE
JUNGLE
JUNGLE
COVER
COUVERTURE
ALTN AERODROME
AERODROME DE DEGAGEMENT
COLOR
COULEUR
V
F
UHF
VHF
UHF
R U
VHF
ELBA
EQUIPMENT / EQUIPMENENT
SPACE RESERVED FOR ADDITIONAL REQUIREMENTS / ESPACE RESERVE A DES FINS SUPPLEMENTAIRES
REMARKS / REMARQUES
HR.
MIN.
ENEURANCE / AUTONOMIE
HR.
ROUTE / ROUTE
LEVEL / NIVEAU
10
13
TIME / HEURE
NUMBER / NOMBRE
18
15
ORIGINATOR / EXPEDITEUR
ADRESSEE(S) / DESTINATAIRE(S)
SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATOR / IDENTIFICATION PRECISE DU9DES0 DESTINATAIRE(S) ET/OU DE L'EXPEDITEUR
FF
PRIORITY / PRIORITE
CAE SimuFlite
ICAO International Flight Plan Form
Learjet 55
Flight Planning
Learjet 55
March 2002
5-21
CAE SimuFlite
B. Insert the ICAO designator for the aircraft operating agency
followed by the flight identification (e.g., KL511, WT214,
K7123, JH25) if the aircrafts radiotelephony call sign consists of the ICAO telephony designator for the operating
agency followed by the flight identification (e.g., KLM 511,
NIGERIA 213, KILO UNIFORM 123, JULIETT HOTEL 25).
Learjet 55
March 2002
Flight Planning
Wake Turbulence Category: Insert / + H, M, or L:
/H Heavy maximum certificated T/O mass of 136,000 kg
(300,000 lbs) or more
/M Medium maximum certificated T/O mass of less than
136,000 kg but more than 7,000 kg (between 15,500
and 300,000 lbs)
/L Light maximum certificated T/O mass of 7,000 kg or
less (15,500 lbs)
not allocated
not allocated
LORAN C
DME
not allocated
ADF
(GNSS)
HF RTF
Inertial Navig.
(Data Link)
(MLS)
ILS
Omega
Learjet 55
March 2002
O
P
Q
R
VOR
not allocated
not allocated
RNP type certification
T
U
V
W
X
Y
Z
TACAN
UHF RTF
VHF RTF
when prescribed by ATS
when prescribed by ATS
when prescribed by ATS
Other (specify in Item 18)
5-23
CAE SimuFlite
SSR Equipment: Insert one of the following letters to describe
the operative SSR equipment on board:
N
A
C
X
None
Transponder Mode A (4 digits- 4 096 codes)
Transponder Mode A and Mode C
Transponder Mode S without aircraft ID or pressurealtitude transmission
P Transponder Mode S with pressure altitude transmission, but without aircraft ID transmission
I Transponder Mode S with aircraft ID transmission, but
without pressure-altitude transmission
S Transponder Mode S with both pressure altitude and
aircraft ID transmission
If flight plan submitted while in flight, insert AFIL, then specify in Item 18 the four-letter location indicator of the ATS unit
from which supplementary flight plan data can be obtained,
preceded by DEP/.
for a flight plan submitted before departure: the estimated offblock time
for a flight plan submitted while in flight: the actual or estimated time over the first point of the route to which the flight
plan applies.
5-24
Learjet 55
March 2002
Flight Planning
Item 15: Cruising Speed (5 characters), Cruising
Level (5 characters), and Route
Cruising Speed: Insert the true air speed for the first or whole
cruising portion of the flight in one of the following forms:
Cruising Level: Insert the planned cruising level for the first or
whole portion of the planned route using one of the following
forms:
Learjet 55
March 2002
5-25
CAE SimuFlite
Flights outside designated ATS routes:
Insert points not normally more than 30 minutes flying time or
200 nautical miles apart, including each point at which a
change of speed or level, a change of track, or a change of
flight rules is planned.
When required by ATS, define the track of flights operating
predominantly in an east-west direction between 70N and
70S by reference to significant points formed by the intersections of half or whole degrees of latitude with meridians
spaced at intervals of 10 degrees of longitude. For flights
operating in areas outside those latitudes, define the tracks
by significant points formed by the intersection of parallels of
latitude with meridians normally spaced not to exceed one
hours flight time. Establish additional significant points as
deemed necessary.
For flights operating predominantly in a north-south direction,
define tracks by reference to significant points formed by the
intersection of whole degrees of longitude with specified parallels of latitude that are spaced at 5 degrees.
Insert DCT between successive points unless both points are
defined by geographical coordinates or bearing and distance.
Examples of Route Sub-entries
Enter a space between each sub-entry.
1. ATS route (2 to 7 characters): BCN1, B1, R14, KODAP2A
2. Significant point (2 to 11 characters): LN, MAY, HADDY
degrees only (7 characters insert zeros, if necessary):
46N078W
degrees and minutes (11 characters insert zeros if
necessary): 4620N07805W
bearing and distance from navigation aid (NAV aid ID [2 to
3 characters] + bearing and distance from the NAV aid
[6 characters insert zeros if necessary]): a point 180
magnetic at a distance of 40 nautical miles from
VOR DUB = DUB180040
5-26
Learjet 55
March 2002
Flight Planning
3. Change of speed or level (max 21 characters):
insert point of change/cruising speed and level
LN/N0284A045, MAY/N0305F180, HADDY/N0420F330,
DUB180040/M084F350
4. Change of flight rules (max 3 characters):
insert point of change (space) change to IFR or VFR
LN VFR, LN/N0284A050 IFR
5. Cruise climb (max 28 characters):
insert C/point to start climb/climb speed / levels
C/48N050W / M082F290F350
C/48N050W / M082F290PLUS
C/52N050W / M220F580F620
Learjet 55
March 2002
5-27
CAE SimuFlite
Item 18: Other Information
This section may be used to record specific information as
required by appropriate ATS authority or per regional air navigation agreements. Insert the appropriate indicator followed by an
oblique stroke (/) and the necessary information. See examples
below.
Revised destination aerodrome route details/ICAO aerodrome location indicator: RIF/DTA HEC KLAX. (Revised
route subject to reclearance in flight.)
5-28
.
.
.
, or ALTN/
Learjet 55
March 2002
Flight Planning
Item 19: Supplementary Information
Endurance: insert fuel endurance in hours and minutes.
Persons on Board: insert total persons on board, including passengers and crew. If unknown at time of filing, insert TBN (to be
notified).
Emergency Radio, Survival Equipment, Jackets, Dinghies:
cross out letter indicators of all items not available; complete
blanks as required for items available. (jackets: L = life jackets
with lights, J = life jackets with fluorescein).
Learjet 55
March 2002
5-29
PILOT BRIEFING
FLIGHT PLAN
1. TYPE
2. AIRCRAFT
IDENTIFICATION
VNR
TIME STARTED
SPECIALIST
INITIALS
STOPOVER
3. AIRCRAFT TYPE/
SPECIAL EQUIPMENT
4. TRUE
AIRSPEED
VFR
5. DEPARTURE POINT
6. DEPARTURE TIME
PROPOSED (Z)
7. CRUSING
ALTITUDE
ACTUAL (Z)
IFR
DVFR
8. ROUTE OF FLIGHT
11. REMARKS
MINUTES
14. PILOTS NAME, ADDRESS & TELEPHONE NUMBER & AIRCRAFT HOME BASE
MINUTES
15. NUMBER
ABOARD
Learjet 55
March 2002
CIVIL AIRCRAFT PILOTS. FAR Part 91 requires you to file an IFR flight plan to operate under instrument flight rules in
controlled airspace. Failure to file could result in civil penality not to exceed $1,000 for each violation (Section 901 of the
Federal Aviation Act of 1956, as amended). Filing of a VFR flight plan is recomended as a good operating practice. See also
Part 99 for requirements concerning DVFR flight plans.
CAE SimuFlite
5-30
US DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
Flight Planning
Block 2
Block 3
Learjet 55
March 2002
no transponder
transponder with no altitude encoding capability
transponder with altitude encoding capability
DME, but no transponder
DME and transponder, but no altitude encoding
capability
DME and transponder with altitude encoding
capability
TACAN only, but no transponder
TACAN only and transponder, but with no
altitude encoding capability
TACAN only and transponder with altitude
encoding capability
RNAV and transponder, but with no altitude
encoding
5-31
CAE SimuFlite
/R RNAV and transponder with altitude encoding
capability
/W RNAV but no transponder
/G Global Positioning System (GPS)/Global
Navigation Satellite System (GNSS) equipped
aircraft with oceanic, en route, terminal, and
GPS approach capability.
/E Flight Management System (FMS) with
barometric Vertical Navigation (VNAV), oceanic,
en route, terminal, and approach capability.
Equipment requirements are:
(a) Dual FMS which meets the specifications of
AC25-15, Approval of Flight Management
Systems in Transport Category Airplanes;
AC20-129, Airworthiness Approval of Vertical
Navigation (VNAV) Systems for use in the U.S.
National Airspace System (NAS) and Alaska;
AC20-130, Airworthiness Approval of MultiSensor Navigation Systems for use in the U.S.
National Airspace System (NAS) and Alaska; or
equivalent criteria as approved by Flight
Standards.
(b) A flight director and autopilot control system
capable of following the lateral and vertical
FMS flight path.
(c) At least dual inertial reference units (IRUs).
(d) A database containing the waypoints and
speed/altitude constraints for the route and/or
procedure to be flown that is automatically
loaded into the FMS flight plan.
(e) An electronic map.
/F A single FMS with barometric VNAV, en route,
terminal, and approach capability that meets
the equipment requirements of /E (a) above.
5-32
Learjet 55
March 2002
Flight Planning
Block 4
Block 5
Block 6
Block 7
Block 8
Block 9
Learjet 55
March 2002
5-33
CAE SimuFlite
Block 17 Record the FSS name for closing the flight plan. If
the flight plan is closed with a different FSS or
facility, state the recorded FSS name that would
normally have closed your flight plan. Information
transmitted to the destination FSS consists only of
that in Blocks 3, 9, and 10. Estimated time enroute
(ETE) will be converted to the correct estimated
time of arrival (ETA).
Optional Record a destination telephone number to assist
search and rescue contact should you fail to report
or cancel your flight plan within 1/2 hour after your
estimated time of arrival (ETA).
5-34
Learjet 55
March 2002
Flight Planning
Learjet 55
March 2002
5-35
CAE SimuFlite
An altimeter setting in a U.S. METAR is in inches of mercury.
In an ICAO METAR, it is in hectopascals (millibars). To avoid
confusion, a prefix is always assigned: an A for a U.S. report
or a Q for an ICAO report (e.g., A2992 or Q1013).
In the U.S., remarks (RMKs) precede recent (RE) weather
and wind shear (WS) information reported at the end of
METARs.
Low level windshear, not associated with convective activity,
will appear in U.S., Canadian, and Mexican TAFs.
5-36
Learjet 55
March 2002
Flight Planning
Sample TAF
A terminal aerodrome forecast (TAF) describes the forecast prevailing conditions at an airport and covers either a 9-hour period
or a 24-hour period. Nine-hour TAFs are issued every three
hours; 24-hour TAFs are issued every six hours. Amendments
(AMD) are issued as necessary. A newly issued TAF automatically amends and updates previous versions. Also, many
foreign countries issue eighteen hour TAFs at six hour intervals.
The following example has detailed explanations of the new
codes:
KHPN 091720Z 091818 22020KT 3/4SM -SHRA
BKN020CB FM2030 30015G25KT 1500 SHRA
OVC015CB PROB40 2022 1/4SM TSRA OVC008CB
FM2300 27008KT 1 1/2SM -SHRA BKN020
OVC040 TEMPO 0407 00000KT 1/2SM -RABR
VV004 FM1000 22010KT 1/2SM -SHRA OVC020
BECMG 1315 20010KT P6SM NSW SKC
KHPN. ICAO location indicator. The usual 3 letter identifiers we
are familiar with are now preceded by a K for the contiguous
United States. Alaska and Hawaii will use 4 letter identifiers with
PA and PH respectively. Changes are planned to incorporate
alphabetic identifiers for those weather reporting stations where
numbers and letters are now used (e.g., W10 changed to
KHEF).
091720Z. Issuance time. The first two digits (09) indicate the
date; the following four digits (1720) indicate time of day. All
times are in UTC or Zulu.
091818. Valid period. The first two digits (09) indicate the date.
The second two digits (18) are the hour that the forecast period
begins. The last two digits (18) indicate the hour that the forecast expires. The example is a 24-hour forecast.
Learjet 55
March 2002
5-37
CAE SimuFlite
22020KT. Surface wind. The first three digits (220) are true
direction to the nearest 10. The next two digits (20) indicate
speed. KT indicates the scale is in knots. TAFs may also use
kilometers-per-hour (KMH) or meters per second (MPS). If
gusts are forecast, a G and a two-digit maximum gust speed follow the five-digit wind reading (e.g., 22020G10KT). Five zeros
and the appropriate suffix indicate calm winds (e.g.,
00000KT/KMH/MPS).
NOTE: Towers, ATIS and airport advisory service report
wind direction as magnetic.
3/4SM. Prevailing horizontal visibility. Visibility (3/4SM) is in
statute miles in the U.S. However, most countries use meters
which appears with no suffix (e.g., 1200).
-SHRA. Weather and/or obstruction to visibility. The minus sign
(-) indicates light, a plus sign (+) indicates heavy, and no prefix
indicates moderate. If no significant weather is expected, the
group is omitted. If the weather ceases to be significant after a
change group, the weather code is replaced by the code for no
significant weather (NSW).
BKN020CB. Cloud coverage/height/type. The first three letters
indicate expected cloud coverage. Cloud height is indicated by
the second set of three digits; these are read in hundreds of feet
(or multiples of 30 meters). When cumulonimbus is forecast,
cloud type (CB) follows cloud height.
When an obscured sky is expected and information on vertical
visibility is available, the cloud group is replaced by a different
five-digit code (e.g., VV004). The first two digits are Vs. The
three figures following indicate vertical visibility in units of 100 ft.
For indefinite vertical visibility, the two Vs would be followed by
two slash marks (VV//).
NOTE: More than one cloud layer may be reported.
5-38
Learjet 55
March 2002
Flight Planning
FM2030. Significant change expected in prevailing weather. The
from code (FM) is followed by a four-digit time code (2030).
Prevailing weather conditions consist of a surface wind, visibility,
weather, and cloud coverage.
PROB40 2022. Probability (PROB) and a two-digit code for percent (40) is followed by a four-digit code (2022) that indicates a
beginning time (20) and an ending time (22) to the nearest
whole hour for probable weather conditions. Only 30% and 40%
probabilities are used; less than these are not sufficient to forecast; 50% and above support the normal forecast.
TEMPO. Temporary change followed by a four-digit time.
Forecasts temporary weather conditions. Indicates that changes
lasting less than an hour and a half may occur anytime between
the two-digit beginning time and two-digit ending time.
Learjet 55
March 2002
5-39
CAE SimuFlite
Decoding TAFs
The latter half of the sample TAF is decoded based on the preceding information.
5-40
Learjet 55
March 2002
Flight Planning
BECMG 1315 20010KT P6SM NSW SKC
No significant weather
Clear skies
Learjet 55
March 2002
5-41
CAE SimuFlite
Sample METAR
A routine aviation weather report on observed weather, or
METAR, is issued at hourly or half-hourly intervals. A special
weather report on observed weather, or SPECI, is issued when
certain criteria are met. Both METAR and SPECI use the same
codes.
A forecast highly likely to occur, or TREND, covers a period of
two hours from the time of the observation. A TREND forecast
indicates significant changes in respect to one or more of the following elements: surface wind, visibility, weather, or clouds.
TREND forecasts use many of the same codes as TAFs.
Most foreign countries may append a TREND to a METAR or
SPECI. In the U.S., however, a TREND is not included in a
METAR or SPECI.
The following example indicates how to read a METAR:
KHPN 201955Z 22015G25KT 2SM
R22L/1000FT TSRA OVC010CB 18/16 A2990
RERAB25 BECMG 2200 24035G55
KHPN. ICAO location indicator.
201955Z. Date and time of issuance. METARs are issued hourly.
22015G25KT. Surface wind (same as TAF). If the first three digits are VAR, the wind is variable with wind speed following. If
direction varies 60 or more during the ten minutes immediately
preceding the observation, the two extreme directions are indicated with the letter V inserted between them (e.g., 280V350).
NOTE: G must vary 10 kts or greater to report gust.
5-42
Learjet 55
March 2002
Flight Planning
2SM. Prevailing horizontal visibility in statute miles. In the U.S.,
issued in statute miles with the appropriate suffix (SM) appended.
When a marked directional variation exists, the reported minimum visibility is followed by one of the eight compass points to
indicate the direction (e.g., 2SMNE).
R22L/1000FT. The runway visual range group. The letter R
begins the group and is followed by the runway description
(22L). The range in feet follows the slant bar (1000FT). In other
countries range is in meters and no suffix is used.
TSRA OVC010CB. Thunderstorms (TS) and rain (RA) with an
overcast layer at 1,000 ft and cumulonimbus clouds.
NOTE: More than one cloud layer may be reported.
18/16. Temperatures in degrees Celsius. The first two digits (18)
are observed air temperature; the last two digits (16) are dew
point temperature. A temperature below zero is reported with a
minus (M) prefix code (e.g., M06).
A2990. Altimeter setting. In the U.S., A is followed by inches and
hundredths; in most other countries, Q is followed by hectopascals (i.e., millibars).
RERAB25. Recent operationally significant condition. A two letter code for recent (RE) is followed by a two letter code for the
condition (e.g., RA for rain). A code for beginning or ending (B or
E) and a two-digit time in minutes during the previous hour.
When local circumstances also warrant, wind shear may also be
indicated (e.g., WS LDG RWY 22).
NOTE: A remark (RMK) code is used in the U.S. to
precede supplementary data of recent operationally significant weather.
NOTE: RMK [SLP 013] breaks down SEA LVL press to
nearest tenth (e.g., 1001.3 reported as SLP 013).
Learjet 55
March 2002
5-43
CAE SimuFlite
BECMG AT 2200 24035G55. A TREND forecast. The becoming
code (BECMG) is followed by a when sequence (AT 2200) and
the expected change (e.g., surface winds at 240 true at 35 kts
with gusts up to 55 kts).
NOTE: For more information on METAR/TAF, consult the
FAA brochure New Aviation Weather Format METAR/TAF.
Copies may be obtained by writing to: FAA/ASY-20, 400 7th
Street, S.W. Washington, DC 20590.
5-44
Learjet 55
March 2002
Servicing
Table of Contents
Servicing Record . . . . . . . . . . . . . . . . . . . . . . 6-3
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Engine Fire Extinguisher Bottles
. . . . . . . . . . . . . . 6-5
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Approved Fuels . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuel Tank Capacities . . . . . . . . . . . . . . . . . . . . . 6-5
Fuselage
. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
. . . . . . . . . . . . . . . . . . . . 6-17
. . . . . . . . . . . . . . . . . . . . . . . . . 6-18
. . . . . . . . . . . . 6-18
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
. . . . . . . . . . . . . . . . . . . . 6-20
. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
6-1
CAE SimuFlite
6-2
Learjet 55
March 2002
Servicing
Servicing Record
DATE
QTY
DATE
QTY
Engine Oil
Hydraulic Fluid
Alcohol
Learjet 55
March 2002
6-3
CAE SimuFlite
Servicing Record (continued)
DATE
QTY
DATE
QTY
Pneumatic Bottle
Oxygen
Other
6-4
Learjet 55
March 2002
Servicing
Fire Protection
Engine Fire Extinguisher Bottles
Gage Indication
Fuel
Approved Fuels
Mixing of fuel types is permissible (Table 6-A, following page).
Take special precautions to prevent electrostatic discharge
when switch-fueling. Refer to AFM Addendum 1, Fuel Servicing.
Fuselage
Standard . . . . . . . . . . . . . . . . . . 573 GAL/3,842 LBS
Left/Right . . . . . . . . . . . . . . . . . . 672 GAL/4,499 LBS
Aft
. . . . . . . . . . . . . . . . . . . . . . . 54 GAL/359 LBS
Learjet 55
March 2002
6-5
CAE SimuFlite
Jet-A
(EMS 53111, Kerosene)
Jet-A1
(EMS 53112, Kerosene)
Learjet 55
March 2002
Servicing
. . . . . . . . . . POSITION 5
Learjet 55
March 2002
6-7
CAE SimuFlite
Fuel Additives
Anti-Icing
On aircraft without fuel heaters installed or with inoperative fuel heaters, anti-icing additive is required in all fuels
except those with factory pre-blended additive.
Approved additives:
MIL-I-27686
MIL-1-85470
Anti-Microbiological
Approved Additive . . . . . . . . . . . . . . . HI-FLOW PRIST
In addition, Biobar JF is approved as a biocide additive when
premixed with fuel at the fuel supply facility; Biobar JF is not
approved for over-the-wing mixing.
6-8
Learjet 55
March 2002
Servicing
Follow the procedure below for blending Hi-Flow Prist:
Hi-Flow Prist Blender . . . . . . . . . ATTACH TO NOZZLE
Fuel Nozzle Flow Rate
. . . . . . . . . . . 30 TO 60 GPM
. . . . . . . . . . . . . . . . . . . . . . . . STOP
Refueling
Refuel the aircraft through filler openings in the fuselage or in
each wing tank. Fuel can be pumped into the fuselage tank via
the standby pumps in the wing sumps. In addition, fuel can be
transferred into the wing tanks from the fuselage tank to a level
above the wing fillers.
Learjet 55
March 2002
6-9
CAE SimuFlite
Ensure aircraft is in a designated fueling area and fire equipment available. For all fueling procedures:
. . . . . . . . . . . . . . . . . . . . . ON
. . . . . . . . . . . . . . . . . . . . START
. . . . . . . . . . . . . . OFF
. . . . . . . . . . . . . . . . . . . OFF
6-10
Learjet 55
March 2002
Servicing
Filling Fuselage Tank
Battery Switches . . . . . . . . . . . . . . . . . . . . . . . ON
GPU . . . . . . . . . . . . . . . . . . . . . . . . CONNECTED
Voltage Indication . . . . . . . . . . . . . . . . . . . 28V DC
XFER-OFF-FILL Switch
. . . . . . . . . . . . . . . . . . FILL
Learjet 55
March 2002
6-11
CAE SimuFlite
CAUTION: On aircraft without a properly bonded
tank, danger of explosion from static discharge exists. For
these aircraft, 400 lbs of fuel must be in the fuselage tank
prior to initiation of fuel flow. Refer to the manufacturers
Modification and Equipment index for applicability.
. . . . . . . . . . . . . . . . . . . . INSTALL
Learjet 55
March 2002
Servicing
BATTERY Switches
. . . . . . . . . . . . . . . . . . . . . ON
Fueling Operation
. . . . . . . . . . . . . . . . . . . . START
. . . . . . . . . . . . . . . . . MONITOR
. . . . . . . . . . OPPOSITE TANK
. . . . . . . . . . . . . OFF
. . . . . . . . . . . . . . OFF
. . . . . . . . . . . . . . . . . . INSTALL
. . . . . . . . . . . . . . . . . DISCONNECT
. . . . . . . . . . . . . . . . . . . . . . . OFF
Learjet 55
March 2002
6-13
CAE SimuFlite
BATTERY Switches . . . . . . . . . . . . . . . . . . . . . OFF
Protective Pads . . . . . . . . . . . . . . . . . . . . REMOVE
CAUTION: On early aircraft without properly bonded
tank, ensure the fuselage tank contains at least 400 lbs of
fuel before adding fuel through the fuselage filler. See the
manufacturers Modification and Equipment Index.
. . . . . . . . . . . . . . . . . . . . CONNECT
. . . . . . . . . OPEN
. . . . . . . . . . . . . . . . TOTAL
Learjet 55
March 2002
Servicing
Refuel Pressure
. . . . . . . . . . . . . . . . . . . . . APPLY
. . . . . . . . CLOSED
The wing and fuselage tank fill simultaneously. Fuel flow terminates automatically before or when FUS FULL light illuminates.
CAUTION: If VENT OPEN light extinguishes during fueling operation or if fuel flow does not stop after FUS FULL
light illuminates, terminate operations immediately.
. . . . . . . . . . . . . . . . . . . REMOVE
. . . . . . . . . . . . . . . . . . INSTALL
. . . . . . . . . . . . . . . . . DISCONNECT
. . . . . . . . . . . CLOSE
. . . . . . . . . . . . . . . . . . . . . ON
6-15
CAE SimuFlite
S/N 55-127 and subsequent, and modified aircraft:
BATTERY Switches
. . . . . . . . . . . . . . . . . . . OFF
NOTE: S/N 55-127 and subsequent and other modified aircraft have a single-point pressure refueling
battery switch on the precheck panel.
Single-Point Panel Access Doors . . . . . . . . . . . . OPEN
Ground Cable
. . . . . . . . . . . . . . . . . . . . CONNECT
. . . . . . . . . OPEN
. . . . . . . . . . . . . . . . TOTAL
. . . . . . . . . . . . . . . . . . . . . APPLY
6-16
Learjet 55
March 2002
Servicing
Wing and FUS PRECHECK VALVES
. . . . . . . . CLOSED
. . . . . . . . . . . . . . . . . . . REMOVE
. . . . . . . . . . . . . . . . . . INSTALL
. . . . . . . . . . . . . . . . . DISCONNECT
. . . . . . . . . . . CLOSE
Hydraulic System
Approved Fluid . . . . . . . . . . . MIL-H-5606 (RED FLUID)
Reservoir Capacity . . . . . . . . . . . . . . . . . . . 1.9 GAL
Available to Engine-Driven Pumps . . . . . . . . . 1.5 GAL
Reserved for Auxiliary Pump
. . . . . . . . . . . . 0.4 GAL
Accumulator Preload:
Hydraulic System . . . . . . . . . . . . . . . . . . . 850 PSI
Minimum System Pressure
Learjet 55
March 2002
. . . . . . . . . . . . . 750 PSI
6-17
CAE SimuFlite
Landing Gear
Struts
Do not service the landing gear struts with wheels on the ground.
Service with dry air or nitrogen and MIL-H-5606 hydraulic fluid.
Nose Strut
Extension (full fuel/no baggage,
passengers, or crew) . . . . . . . . . . 5.25 TO 5.75 INCHES
Static Deflection Limits . . . . . . . . . . 1.3 TO 8.16 INCHES
Limits vary according to takeoff weight.
Normal Inflation . . . . . . . . . . . . . . . . . . . . 75 3 PSI
Main Struts
Extension (full fuel/no baggage,
passengers, or crew) . . . . . . . . . . . 3.0 TO 3.5 INCHES
Static Deflection Limits
6-18
Learjet 55
March 2002
Servicing
Tire Inflation
Nose Wheel (uploaded) . . . . . . . . . . . . . . . 105 5 PSI
Nose Wheel (loaded) . . . . . . . . . . . . . . . . 109 5 PSI
Main Wheels Not Certified for 21,500 Lb TOGW:
Unloaded
. . . . . . . . . . . . . . . . . . . . . 180 5 PSI
. . . . . . . . . . . . . . . . . . . . . 193 5 PSI
Learjet 55
March 2002
6-19
CAE SimuFlite
Oil
Approved Oils
Mixing brands of the following approved Type II oils is permitted.
Castrol 5000
Mobil 254
Checking/Adding Oil
Check the oil shortly after engine shutdown; oil level remains
accurate for up to an hour. The engine should be static during
the oil check. If the reservoir is low, filter the oil as it is added.
Oil Access Door . . . . . . . . . . . . . . . . . . . . . . OPEN
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Right Engine Sight Gage . . . . . . . . . . . . . . . . CHECK
Left Engine Dipstick . . . . . . . . . . . . . . . . . . . CHECK
Oil
Learjet 55
September 2003
Servicing
Oxygen
Type . . . . . . . . . . . . . . . . . . . . . . . . MIL-0-27210,
. . . . . . . . . . . . . . . . .TYPE A BREATHING OXYGEN
Normal Pressure Range
Purge Required
. . . . . . . . . . . . . . . . . . . . . . 0 PSI
Learjet 55
March 2002
. . . . . . . . . . . . . . . . . . 2.35 GAL
6-21
CAE SimuFlite
6-22
Learjet 55
March 2002
Emergency Information
Table of Contents
The ABCs of Emergency CPR
. . . . . . . . . . . . . . 7-3
Learjet 55
March 2002
. . . . . . . . . . . . . . . . . . . . . . 7-7
7-1
CAE SimuFlite
Airway
Breathing
Circulation
Reproduced with permission. MedAire, Inc.
7-2
Learjet 55
March 2002
Emergency Information
AIRWAY
Open airway: lift chin, tilt head. (With neck injury, lift chin but
do not tilt head.)
BREATHING
Head tilt position pinch victims nose shut while lifting chin
with your other hand.
Give two full breaths while maintaining airtight seal with your
mouth over victims mouth.
Note: A pocket mask can be used instead, but proper head
position and air-tight seal must be maintained.
CIRCULATION
Learjet 55
March 2002
7-3
CAE SimuFlite
Heart Attack
Signals
Sweating
Nausea
Shortness of breath
Feeling of weakness
Recognize signals
7-4
Learjet 55
March 2002
Emergency Information
Choking
If victim can cough or speak:
Learjet 55
March 2002
7-5
CAE SimuFlite
Location
Date Last
Serviced
Fire Axe
Life Raft
Life Vests
Seat pockets
Therapeutic
Oxygen
Overwater
Survival Kit
Other:
7-6
Learjet 55
March 2002
Emergency Information
Emergency Exits
The plug-type emergency exit opens inward for quick egress.
Learjet 55
March 2002
7-7
CAE SimuFlite
7-8
Learjet 55
March 2002
Conversion Tables
Table of Contents
Distance Conversion . . . . . . . . . . . . . . . . . . . . 8-3
Meters/Feet . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Statute Miles/Kilometers/Nautical Miles
. . . . . . . . . . 8-4
. . . . . . . . . . 8-5
. . . . . . . . . . . 8-7
. . . . . . . . . . . . . . . . . 8-9
Learjet 55
March 2002
8-1
CAE SimuFlite
8-2
Learjet 55
March 2002
Conversion Tables
Distance Conversion
Meters/Feet
Meters
.3048
.61
.91
1.22
1.52
1.83
2.13
2.44
2.74
3.1
6.1
9.1
12.2
15.2
18.3
21.3
24.4
27.4
31
61
91
122
152
183
213
244
274
305
Learjet 55
March 2002
Feet
Meters
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
Feet
3.2908
6.58
9.87
13.16
16.45
19.74
23.04
26.33
29.62
32.9
65.8
98.7
131.6
165.5
197.4
230.4
263.3
296.2
329
658
987
1316
1645
1974
2304
2633
2962
3291
8-3
CAE SimuFlite
Statute Miles/Kilometers/Nautical Miles
8-4
Statute Miles
Kilometers
Nautical Miles
.62137
1.24
1.86
2.49
3.11
3.73
4.35
4.97
5.59
6.21
12.43
18.64
24.85
31.07
37.28
43.50
49.71
55.92
62.14
124.27
186.41
248.55
310.69
372.82
434.96
497.10
559.23
621.37
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
.53996
1.08
1.62
2.16
2.70
3.24
3.78
4.32
4.86
5.40
10.80
16.20
21.60
27.00
32.40
37.80
43.20
48.60
54.00
107.99
161.99
215.98
269.98
323.98
377.97
431.97
485.96
539.96
Learjet 55
March 2002
Conversion Tables
Kilometers/Nautical Miles/Statute Miles
Kilometers
1.8520
3.70
5.56
7.41
9.26
11.11
12.96
14.82
16.67
18.52
37.04
55.56
74.08
92.60
111.12
129.64
148.16
166.68
185.20
370.40
555.60
740.80
926.00
1111.20
1296.40
1481.60
1666.80
1852.00
Learjet 55
March 2002
Nautical Miles
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
Statute Miles
1.1508
2.30
3.45
4.60
5.75
6.90
8.06
9.21
10.36
11.51
23.02
34.52
46.03
57.54
69.05
80.56
92.06
103.57
115.08
230.16
345.24
460.32
575.40
690.48
805.56
920.64
1035.72
1150.80
8-5
CAE SimuFlite
Weight Conversion
Lbs/Kilograms
Lbs
2.2046
4.40
6.61
8.82
11.02
13.23
15.43
17.64
19.84
22.0
44.1
66.1
88.2
110.2
132.3
154.3
176.4
198.4
220
441
661
882
1102
1323
1543
1764
1984
2205
8-6
Kgs
Lbs
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
Kgs
.4536
.91
1.36
1.81
2.27
2.72
3.18
3.63
4.08
4.5
9.1
13.6
18.1
22.7
27.2
31.8
36.3
40.8
45
91
136
181
227
272
318
363
408
454
Learjet 55
March 2002
Conversion Tables
U.S.
Lbs Gal
Lbs
Ltr
Lbs Ltr
Lbs
Ltr
Kg Ltr
Kg
.15
6.7
.57
1.8
1.25
.8
.30
13.4
1.14
3.6
2.50
1.6
.45
20.1
1.71
5.4
3.75
2.4
.60
26.8
2.28
7.2
5.00
3.2
.75
33.5
2.85
9.0
6.25
4.0
.90
40.2
3.42
10.8
7.50
4.8
1.05
46.9
3.99
12.6
8.75
5.6
1.20
53.6
4.56
14.4
10.00
6.4
1.35
60.3
5.13
16.2
11.25
7.2
1.5
10
67
5.7
10
18
12.5
10
3.0
20
134
11.4
20
36
25.0
20
16
4.5
30
201
17.1
30
54
37.5
30
24
6.0
40
268
22.8
40
72
50.0
40
32
7.5
50
335
28.5
50
90
62.5
50
40
9.0
60
402
34.2
60
108
75.0
60
48
10.5
70
469
39.9
70
126
87.5
70
56
12.0
80
536
45.6
80
144
100.0
80
64
90
162
113.5
90
72
100
180
125
100
80
13.5
90
603
51.3
15
100
670
57
30
200
1340
114
200
360
250
200
160
45
300
2010
171
300
540
375
300
240
60
400
2680
228
400
720
500
400
320
75
500
3350
285
500
900
625
500
400
90
600
4020
342
600
1080
750
600
480
105
700
4690
399
700
1260
875
700
560
120
800
5360
456
800
1440
1000
800
640
135
900
6030
513
900
1620
1125
900
720
150
1000
6700
570
1000
1800
1250
1000
800
Learjet 55
March 2002
8-7
CAE SimuFlite
Volume Conversion
Imp Gal/U.S. Gal; U.S. Gal/Ltr; Imp Gal/Ltr
Imp
Gal
U.S. Imp
Gal Gal
U.S.
Gal
U.S.
Gal
Imp
Ltr Gal
Ltr
.83267
1.67
1
2
1
2
4.5460
9.09
2.49
3.60
.79
11.35
0.66
13.64
3.33
4.80
1.06
4.16
6.01
1.32
15.14
0.88
18.18
18.92
1.10
23.73
5.00
7.21
1.59
5.83
8.41
1.85
22.71
1.32
27.28
26.50
1.54
31.82
6.66
9.61
2.11
30.28
1.76
36.37
7.49
10.81
8.3
10
12.0
2.38
34.07
1.98
40.91
2.6
10
37.9
2.2
10
45.6
16.7
20
24.9
30
24.0
5.3
20
75.7
4.4
20
91.0
36.0
7.9
30
113.5
6.6
30
136.4
33.3
41.6
40
48.0
10.6
40
151.4
8.8
40
181.8
50
60.1
13.2
50
189.2
11.0
50
227.3
50.0
60
72.1
15.9
60
227.1
13.2
60
272.8
58.3
70
84.1
18.5
70
265.0
15.4
70
318.2
66.6
80
96.1
21.1
80
302.8
17.6
80
363.7
74.9
90
108.1
23.8
90
340.7
19.8
90
409.1
1.2010 .26418
2.40
.52
Ltr
U.S.
Gal
1
2
Ltr
Imp
Gal
3.7853 .21997
7.57
0.44
83
100
120
26.4
100
379
22
100
455
167
200
240
53
200
757
44
200
909
249
300
360
79
300
1136
66
300
1364
333
400
480
106
400
1514
88
400
1818
416
500
601
132
500
1893
110
500
2273
500
600
721
159
600
2271
132
600
2728
583
700
841
185
700
2650
154
700
3182
666
800
961
211
800
3028
176
800
3637
749
900
1081
238
900
3407
198
900
4091
833
1000
1201
264
1000
3785
220
1000
4546
8-8
Learjet 55
March 2002
Conversion Tables
Temperature Conversion
Celsius/Fahrenheit
C
-54
-53
-52
-51
-50
-49
-48
-47
-46
-45
-44
-43
-42
-41
-40
-39
-38
-37
-36
-35
-34
-33
F
-65
-63
-62
-60
-58
-56
-54
-53
-51
-49
-47
-45
-44
-42
-40
-38
-36
-35
-33
-31
-29
-27
Learjet 55
March 2002
C
-32
-31
-30
-29
-28
-27
-26
-25
-24
-23
-22
F
-26
-24
-22
-20
-18
-17
-15
-13
-11
- 9
- 8
-21
-20
-19
-18
-17
-16
-15
-14
-13
-12
-11
- 6
- 4
- 2
0
1
- 3
- 5
- 7
- 9
-10
-12
C
-10
- 9
F
14
16
- 8
- 7
- 6
18
19
21
23
25
27
28
30
32
34
36
37
39
41
43
45
46
48
50
52
5
4
3
2
1
0
1
2
3
4
5
6
7
8
9
10
11
C
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
F
54
55
57
59
61
63
64
66
68
70
72
73
75
77
79
81
82
84
86
88
90
91
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
93
95
97
99
100
102
104
106
108
109
111
113
115
117
118
120
122
124
126
127
129
131
8-9
CAE SimuFlite
International Standard
Atmosphere (ISA)
Altitude/Temperature
Altitude
(ft)
ISA
(C)
Altitude
(ft)
S.L.
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
9,000
10,000
15.0
13.0
11.0
9.1
7.1
5.1
3.1
1.1
-0.8
-2.8
-4.8
11,000
12,000
13,000
14,000
15,000
16,000
17,000
18,000
19,000
20,000
21,000
8-10
ISA
(C)
Altitude
(ft)
ISA
(C)
-6.8
-8.8
-10.7
-12.7
-14.7
-16.7
-18.7
-20.6
-22.6
-24.6
-26.6
22,000
23,000
24,000
25,000
26,000
27,000
28,000
29,000
30,000
31,000
32,000
-28.5
-30.5
-32.5
-34.5
-36.5
-38.4
-40.4
-42.4
-44.4
-46.3
-48.3
Altitude
(ft)
33,000
34,000
35,000
36,000
37,000
38,000
39,000
40,000
41,000
42,000
43,000
ISA
(C)
-50.3
-52.3
-54.2
-56.2
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
Learjet 55
March 2002
Conversion Tables
880
890
900
910
25.99
26.28
26.58
26.87
26.02
26.31
26.61
26.90
26.05
26.34
26.64
26.93
26.07
26.37
26.67
26.96
26.10
26.40
26.70
26.99
26.13
26.43
26.72
27.02
26.16
26.46
26.75
27.05
26.19
26.49
26.78
27.08
26.22
26.52
26.81
27.11
26.25
26.55
26.84
27.14
920
930
27.17
27.46
27.20
27.49
27.23
27.52
27.26
27.55
27.29
27.58
27.32
27.61
27.34
27.64
27.37
27.67
27.40
27.70
27.43
27.73
940
950
27.76
28.05
27.79
28.08
27.82
28.11
27.85
28.14
27.88
28.17
27.91
28.20
27.94
28.23
27.96
28.26
27.99
28.29
28.02
28.32
960
970
28.35
28.64
28.38
28.67
28.41
28.70
28.44
28.73
28.47
28.76
28.50
28.79
28.53
28.82
28.56
28.85
28.58
28.88
28.61
28.91
980
990
28.94
29.23
28.97
29.26
29.00
29.29
29.03
29.32
29.06
29.35
29.09
29.38
29.12
29.41
29.15
29.44
29.18
29.47
29.21
29.50
1000
1010
29.53
29.83
29.56
29.85
29.59
29.88
29.62
29.91
29.65
29.94
29.68
29.97
29.71
30.00
29.74
30.03
29.77
30.06
29.80
30.09
1020
1030
30.12
30.42
30.15
30.45
30.18
30.47
30.21
30.50
30.24
30.53
30.27
30.56
30.30
30.59
30.33
30.62
30.36
30.65
30.39
30.68
1040
1050
30.71
31.01
30.74
31.04
30.77
31.07
30.80
31.10
30.83
31.12
30.86
31.15
30.89
31.18
30.92
31.21
30.95
31.24
30.98
31.27
Learjet 55
March 2002
4
5
Inches of Mercury
8-11
8-12
0
10
SURE
PRES
URE
ESS
DEL
TA P
R
= 6.0
PSI
.0 PS
I
SI
= 2.0 P
DELT
A PR
ESSU
RE =
4
DELTA
DEL
TA
PRE
LTA
SSU
PR
ESS
RE
=8
UR
.0 P
E=
DE
SI
LTA
8.5
5
PSI
PR
ES
SU
RE
=9
.45
PS
I
DE
DELTA
PRESS
URE =
0.0
PSI
CAE SimuFlite
Cabin Altitude
8
7
CABIN ALTITUDE = 6500 FT
0
30
20
AIRCRAFT ALTITUDE 1000 FT
40
50
March 2002
Learjet 55