Learjet 45 Pilot Traning Manual Volumen 2

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LEARJET 45
PILOT
TRAINING
MANUAL
VOLUME 2
FlightSafety International
1071 E. Aero Park Blvd.
Tucson, AZ 85706
(800) 203-5627
Courses for the Learjet 45 and other Learjet aircraft are taught at the
following FlightSafety Learning Centers:
Tucson Learning Center
1071 East Aero Park Blvd.
Tucson, AZ 85706
(800) 203-5627 • Fax (520) 918-7111
Atlanta Learning Center
1010 Toffie Terrace
Atlanta, GA 30354
(800) 889-7916 • Fax (678) 365-2699
Copyright © 1997 by FlightSafety International, Inc. All rights reserved.

Printed in the United States of America.
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on in-

formation obtained from the aircraft manufacturer’s Pilot Manuals
and Maintenance Manuals. It is to be used for familiarization and
training purposes only.
At the time of printing it contained then-current information. In

the event of conflict between data provided herein and that in
publications issued by the manufacturer or the FAA, that of the
manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible.

We welcome any suggestions you might have for improving this
manual or any other aspect of our training program.
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CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
WALKAROUND
APPENDIX
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LEARJET 45 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-2
STRUCTURES ........................................................................................................................ 1-2
General ............................................................................................................................. 1-2
Fuselage ........................................................................................................................... 1-2
Wing............................................................................................................................... 1-15
Empennage..................................................................................................................... 1-17
Static Discharge Wicks .................................................................................................. 1-18
Airplane Antennas ......................................................................................................... 1-19
REVIEW QUESTIONS ........................................................................................................ 1-20
FOR TRAINING PURPOSES ONLY 1-i

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ILLUSTRATIONS
Figure Title Page
1-1 Learjet 45.................................................................................................................. 1-2
1-2 General Dimensions ................................................................................................. 1-3
1-3 Turning Radius ......................................................................................................... 1-4
1-4 Danger Areas............................................................................................................ 1-5
1-5 Fuselage Sections ..................................................................................................... 1-6
1-6 Nose Section Avionic Access Panel (Left Side) ...................................................... 1-6
1-7 Nose Section Avionic Access Panel (Right Side) .................................................... 1-6
1-8 Cockpit Layout (Typical) ......................................................................................... 1-8
1-9 Instrument Panel....................................................................................................... 1-9
1-10 Airplane Doors....................................................................................................... 1-10
1-11 Passenger/Crew Entry Door (Closed/Open) .......................................................... 1-11
1-12 Airplane Door Messages and Warnings................................................................. 1-12
1-13 Door Latch Inspection Ports and Inside Locking Handle...................................... 1-13
1-14 Emergency Exit Hatch ........................................................................................... 1-13
1-15 Windshield and Window Locations ....................................................................... 1-14
1-16 Tailcone Access Doors........................................................................................... 1-15
1-17 Wing Configuration ............................................................................................... 1-16
1-18 Learjet 45 Wing ..................................................................................................... 1-17
1-19 Learjet 45 Empennage ........................................................................................... 1-17
1-20 Airplane Static Discharge Wicks ........................................................................... 1-18
1-21 Airplane Antennas ................................................................................................. 1-19
FOR TRAINING PURPOSES ONLY 1-iii

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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Learjet 45 Model. This chapter covers the structural makeup of the air-
plane and gives a general description of the systems.
The material presented has been prepared for the basic design data, and all subsequent
changes in airplane appearance or system operation will be covered during academic train-
ing and in subsequent revisions to this manual. No material is meant to supersede or sup-
plement any of the manufacturer’s system or operating manuals.
FOR TRAINING PURPOSES ONLY 1-1

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cone as well as sections in front of the engine

GENERAL intakes and aft of the engine exhaust cone.
The Learjet 45 is certified under FAR Part 25
and Part 36 as a transport category airplane. The FUSELAGE
aircraft is also certified under EC JAR 25
(European Community–Joint Airworthiness General
Requirements). It is designed for all-weather
operation, and cleared for operation up to The fuselage is made of conventional metal,
51,000 feet and to 0.81 Mach (Figure 1-1). semimonocoque construction, of near circu-
lar cross–section. The fuselage is constructed
in three major assemblies and then mated into
four basic sections (Figure 1-5). They are:
STRUCTURE
1. The nose section, which extends from
GENERAL the radome aft to the forward pressure
bulkhead.
The Learjet 45 aircraft structural design meets
or exceeds FAR Part 25 requirements with re- 2. The pressurized section, which includes
spect to fatigue and damage tolerance evalua- the cockpit and passenger areas, extends
tion. The structure consists of the fuselage, aft to the rear pressure bulkhead.
the wing, the empennage and flight controls.
The discussion on the fuselage includes all 3. The fuselage fuel section, which starts
doors and windows. Figure 1-2 illustrates the just aft of the rear pressure bulkhead
general dimensions of the airplane. and extends to the tailcone.
Figure 1-3 displays the Learjet 45 turning ra- 4. The tailcone section, consisting of the
dius, based upon a nosewheel orientation of portion of the airplane aft of the fuel sec-
60 degrees from center at slow speed. tion.
Figure 1-4 is the manufacturer’s display of The fuselage also incorporates attachments
danger areas around the Learjet 45. Areas por- for the wings, tail group, engine support py-
trayed represent the weather radar transmission lons, and the nose landing gear.
Figure 1-1. Learjet 45
1-2 FOR TRAINING PURPOSES ONLY

5.4'
9.9'
2.3'
3.7'
17.2'
3.7'
9.3'
45.8'
47.8'
14.3'
58.4'
Figure 1-2. General Dimensions

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FS 141.85 FS 454.87
FBL 180.72
4 in.
39' ft. m)
9c
(1,19
cm in.
)
17 1
(9 ft.
30
NOSE W HEEL
WINGTIP
NOTE: TURNING RADIUS EXPRESSED ABOVE IS BASED UPON 60 NOSEWHEEL DEFLECTION.
Figure 1-3. Turning Radius

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NOTE: THE ANTENNA SCAN AREA

WEATHER RADAR MUST BE FREE OF METALLIC
9 FEET (2.7 M) OBJECTS FOR A DISTANCE
OF AT LEAST 100 FEET.
ENGINE INTAKE
12 FEET (4 M) NOTE: REFUELING OPERATION
MUST NOT BE PERFORMED
WITHIN 100 FEET OF THE
ANTENNA SCAN AREA.
ENGINE EXHAUST
750° F (399° C)
NOTE: EXHAUST DANGER AREA
SHOWN FOR IDLE RPM. VALUES
APPROXIMATELY DOUBLE FOR
TAKEOFF RPM.
100° F
40 FEET (12 M)
(38° C)
Figure 1-4. Danger Areas

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FORWARD AFT PRESSURE

FORWARD EDGE OF DOOR BULKHEAD
PRESSURE
BULKHEAD AFT EDGE REAR OF FUEL
OF DOOR COMPARTMENT
NOSE FUEL
PRESSURIZED SECTION SECTION TAILCONE SECTION
SECTION
Figure 1-5. Fuselage Sections
In addition to the cockpit and passenger com-

partments, the fuselage includes a nose wheel-
well, an unpressurized, heated, tailcone
baggage compartment, and an unpressurized
tailcone equipment bay.
Nose Section
At the nose of the fuselage is the radome.
Constructed of fiberglass honeycomb, the
radome houses the weather radar. Aft of the
radome the nose section is constructed of alu- Figure 1-6. Nose Section Avionic Bay
minum alloy materials and provides housing (Left Side)
for the avionics equipment, the subfloor equip-
ment bay, the forward pressure bulkhead and
the nose wheelwell.
Two removable access panels, one on each

side of the nose section, provide access to the
avionic equipment (Figures 1-6 and 1-7). The
panels are secured with camlock fasteners.
The nose section avionics bay is cooled in

flight by the air outflow from the pressurized
section which is exhausted into the nose wheel-
well. Figure 1-7. Nose Section Avionic Bay
(Right Side)

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Pressurized Section
The pressurized area is between the forward
pressure bulkhead and the aft pressure bulk-
head. This primarily circular section includes
the cockpit and the passenger area and in-
cludes a lavatory.
The cockpit and cabin are separated by di-

viders. The cockpit extends from the forward
pressure bulkhead approximately 60 inches
to the cabin divider. The cockpit (typical) is
illustrated in Figure 1-8.
The passenger cabin extends from the cabin

divider approximately 19.75 feet (237 inches)
to the aft pressure bulkhead. The passenger
cabin offers a flat floor, a maximum height of
4.9 feet (59 inches) and a maximum width of
5.1 feet (61 inches). Sixteen cabin windows
with sun shades are provided. The standard in-
terior includes a coat closet and a full galley
in the forward cabin. An enclosed aft lavatory
features an externally-serviced flushing toi-
let. The standard cabin provides seating for
eight passengers and an option is available to
use the lavatory for a ninth passenger seat.
The standard lavatory provides 15 cu.ft. of
baggage volume in addition to the 50 cu.ft. of
tailcone baggage.
The instrument panel (typical) is displayed

in Figure 1-9.
The two piece passenger/crew door is located

on the left side of the fuselage, just aft of the
cockpit. An emergency exit door/hatch is located
on the right side, over the wing leading edge.
There are sixteen total cabin windows, eight

on each side. Within the passenger compart-
ment there are fourteen windows. The sixth
cabin window aft on the right side is located
within the emergency exit. There are two win-
dows located in the lavatory section, one on
each side.

10 12 13 14 11 9
1-8
8 9 8
7 7
6 6

4
3
5 5
2 1 2
1. PEDESTAL AND THROTTLE QUADRANT 8. SUNVISOR

2. AIR OUTLETS (ANKLE) 9. DOME LIGHT
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3. PILOT'S CIRCUIT BREAKER PANEL 10. PILOT'S CONTROL COLUMN AND WHEEL
4. COPILOT'S CIRCUIT BREAKER PANEL 11. COPILOT'S CONTROL COLUMN AND WHEEL
5. PUBLICATION STORAGE AREAS 12. INSTRUMENT PANEL
6. AIR OUTLETS (WEMAC) 13. MAGNETIC COMPASS
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7. MAP LIGHTS 14. CREW WARNING PANEL
Figure 1-8. Cockpit Layout (Typical)

19
18 18
DISPLAY FLIGHT GUIDANCE DISPLAY

1 CONTROLLER CONTROLLER CONTROLLER 1
4 5 6
PILOT'S CWP CO-PILOT'S

3 3
PRIMARY MULTI- PRIMARY
2 EICAS 2

FLIGHT FUNCTION FLIGHT
DISPLAY DISPLAY DISPLAY
RMU-1 RMU-2
AUDIO AUDIO
DU-1 DU-2 DU-3 DU-4
8 9 10 11 12 13 14 15 16 17 9 8
7 7
SYS TEST/CDH
1 - L/R DISPLAY UNIT REV PANEL 10 - ELECTRICAL CONTROL PANEL
2 - L/R AOA INDICATOR (OPTIONAL) 11 - REVERSION CONTROL PANEL
3 - L/R DIGITAL CHRONOMETER 12 - ANTI-ICE PANEL
4 - STANDBY AIRSPEED INDICATOR THROTTLE 13 - AIRPLANE LIGHT CONTROL
5 - STANDBY ATTITUDE INDICATOR QUADRANT
14 - GEAR/HYDRAULIC PANEL
6 - STANDBY ALTIMETER 15 - CABIN PRESS/OXYGEN PANEL
7 - L/R RUDDER PEDAL ADJUSTMENT 16 - ENVIRONMENTAL CONTROL
8 - L/R CREW LIGHTS PANEL 17 - CVR CONTROL PANEL
9 - L/R AHRS PANEL HF 18 - SLIP/SKID INDICATORS
FLIGHT
SELCAL MGMT 19 - STANDBY COMPASS
SYSTEM
APU
TRIM WX RADAR
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ENGINE/FUEL PANEL
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Figure 1-9. Instrument Panel (Typical)
1-9
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TAILCONE ACCESS DOOR

EMERGENCY DOOR (RIGHT SIDE)
(RIGHT SIDE)
VENT DOOR
HANDLE
1G
BAGGAGE DOOR
(LEFT SIDE)
MAIN DOOR
LOCKING PIN / MICROSWITCH COMBINATION
1G OVER-CENTER MECHANISM MICROSWITCH
Figure 1-10. Airplane Doors
Doors pins forward and three aft) and two pins

through interlocking arms on the lower door
Passenger/Crew Door that secure the door halves together.
The passenger/crew door is the primary means The upper entry door has a small vent door lo-
of ingress and egress for the passengers and cated in the center of it. When the inside or out-
the crew (Figure 1-10). The 30-inch-wide door side upper door handle is rotated to the open
has a clamshell design, each half hinged to the position the vent door cycles open and then
fuselage. The upper half also serves as an closed. Through the arrangement in the upper
emergency exit. The bottom half has two in- door opening mechanism, the vent door opens
tegral entrance steps and a lower flip down step before the locking pins are retracted and then
(Figure 1-11). The lower step must be folded closes again when the locking pins are fully
in when the lower door is closed. retracted.
The upper portion of the door has both outside The lower door has a single locking handle on
and inside locking handles which are fastened the inside of the door. Rotating the lower door
to a common shaft through the door. Rotating handle to the closed (forward) position drives
either of these handles to closed drives six four pins into the fuselage frame (two for-
locking pins into the fuselage frame (three ward and two aft).

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VENT DOOR
KEYLOCK
OUTSIDE
HANDLE PULL-UP
CABLE
LOWER
HANDLE
Figure 1-11. Passenger/Crew Entry Door (Closed/Open)
There are a total of 12 locking pins on the two Also, the “ENTRY DOOR” CWP annunciator,
door sections. When the door handles are in a n d t h e “ E N T RY D O O R ” a n d “ E N T RY
the closed position, each pin makes contact DOOR PIN” CAS messages all illuminate if
with a microswitch. If any of the switches are the DOOR circuit breaker on the pilot circuit
not tripped when the door handles are closed breaker panel is out.
warning and advisory messages remain illu-
minated to alert the crew (Figure 1-12). Amber caution messages are also displayed on
the CAS for additional access doors that are
A red “ENTRY DOOR” warning light on the not secure (i.e. tailcone access door, the bag-
CWP (crew warning panel) and a red “ENTRY gage door and the emergency exit door). These
DOOR” message on the CAS (engine instru- same CAS messages are illuminated when-
ment/crew alerting system) illuminates whenever the corresponding doors are opened in-
ever any of the 12 pins on the entry door are tentionally.
not in the closed position.
Visual backups, to insure the passenger/crew
A white “ENTRY DOOR PIN” advisory mes- door is secured, consist of sight holes located
sage will also appear on the CAS when the air- on the inside of the doors. These sight holes
plane is on the ground with the door open and allow for a visual inspection to confirm that
the entry door pins are not all fully open. It will the pins have engaged properly. The sight
be accompanied by the ENTRY DOOR warn- holes (Figure 1-13) are located on both the
ing indications. upper and lower doors.

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ENTRY DOOR
ENTRY
EMERGENCY EXIT DOOR
EXTERNAL DOORS
ENTRY DOOR PIN
END
Honeywell
ENTRY DOOR
EMERGENCY EXIT
75.0 N1 75.0 EXTERNAL DOORS
ENTRY DOOR PIN
END
550 ITT 550
L ENG NORMAL R ENG

L REV L BATT EMER R BATT ENTRY R REV
PYLON BRAKES GEAR GEN FAIL PYLON
UNSAFE OVHT BATT OVHT DOOR UNSAFE
50.0 N2 50.0 OVHT FAIL OVHT
L OIL L FUEL L BLEED WING/ R BLEED R FUEL R OIL
WING STAB
PRESS PRESS AIR STAB AIR PRESS PRESS
76 OIL PSI 80 LOW LOW LEAK
OVHT
LEAK
OVHT
LEAK LOW LOW
60 OIL C 60
984 FF PPH 1002 SAT C -15
FUEL 4450 LBS PITCH TRIM 6.5
L 1700 F 1000 R 1750 FLAPS 20
ELECT HYD/ECS FLT

VOLTS 28.5 28.0 MAIN 3000 SPLR 0
EMER-V 28.0 B-ACUM 2000 PIT 0
AMPS 200 300 OXY C +10 AIL R3
TEMP C 30 50 OXY PSI 1800 RUD L2
SUMRY ELEC HYD ECS FLT FUEL CAS
Honeywell
TYPE
MSG CAS Message Logic Summary
W ENTRY DOOR Any main entry door pin not closed, or key locked (gnd only)
C EMERGENCY EXIT Emergency escape hatch exit not fully latched
C EXTERNAL DOORS Tailcone or baggage door not fully latched
A ENTRY DOOR PIN Any pin not in agreement with the door open,
or key locked (gnd only)
W = Warning C = Caution A = Advisory
Figure 1-12. Airplane Door Messages and Warnings
Upper passenger/crew door opening and clos- serves as an emergency exit. To alert the crew
ing is assisted by a pair of gas struts. The gas to this situation, the red ENTRY DOOR light
struts, when fully extended, hold the door open. on the CWP illuminates whenever the key-
lock is engaged and electrical power is ap-
A keylock provides positive outside security plied to the airplane. The red “ENTRY DOOR”
for the main entry upper door locking mech- and the white “ENTRY DOOR PIN” messages
anism, but must not be employed when the are also displayed on the CAS in this situation.
airplane is occupied since the upper door also

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Figure 1-13. Door Latch Inspection Ports

and Inside Locking Handle
The lower passenger/crew door has a cable Figure 1-14. Emergency Exit Hatch
that is used to pull the door closed from the
inside. A secondary latch, located on the for-
ward door frame engages a catch on the upper This extracts the two locking pins, located at
forward corner of the lower door, when the the top of the hatch. The exit door can then be
door is closed. The tab on this spring loaded pulled inward. The bottom edge of the emer-
latch has to be raised to open the lower door. gency exit door sits behind a lip that serves as
This door is also equipped with gas dampers a non-retaining hinge during removal and in-
for opening and closing. When fully open, the stallation of the emergency exit.
door is supported by stops within the dampers.
The emergency exit door may be opened from
A rubber seal fastened around the main door outside the airplane, once the internal security
frame allows pressurized cabin air to enter, pin has been removed, by depressing the PUSH
forming a positive seal around the door. panel at the top of the door. This action per-
forms the same unlatching of the locking pins
as does pulling the latch assembly handle from
Emergency Exit Hatch inside the airplane. The door can then be
The removable emergency exit door (hatch) is pushed inward and set aside. The hatch weighs
located on the right side of the fuselage (Figure approximately 35 pounds.
1-14). The 20 by 36 inch emergency hatch
contains both an internal and an external latch Whenever the emergency exit locking mech-
release mechanism. From inside the airplane, anism has been disengaged, an amber caution
the door may be secured by a “REMOVE BE- message, “EMERGENCY EXIT” is displayed
FORE FLIGHT” flagged security pin that re- on the CAS (Figure 1-12).
stricts movement of the locking pins when
inserted.
From inside the aircraft, the emergency exit

door is opened by pulling the internal latch
handle, labeled “EXIT–PULL,” downwards.

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Figure 1-15. Windshield and Window Locations
Windows Fuel Section

Windshield The fuel section is located aft of the rear pres-
sure bulkhead. This section contains the fuse-
The windshield consists of the pilot’s and co- lage fuel tank.
pilot’s windshield halves (Figure 1-15). The
windshields are of a sandwich construction uti- Tailcone Section
lizing two plies. The exterior surface is scratch
resistant glass and is coated with a substance The tailcone section extends aft from the fuel
that readily sheds rain droplets. The inner ply section to the empennage. A door is located
is made of polycarbonate material and provides on either side of the tailcone section (Figure
the structural protection for the crew. The 1-16). These doors provide access to the air-
windshields have an electrically powered in- plane baggage compartment (left side) and to
tegral heating element between the layers for the tailcone equipment bay (right side).
complete deicing and internal defogging.
Access to the lighted and heated, unpressurized
Cabin Windows baggage compartment, approximately 50 cubic
feet (capacity not to exceed 500 pounds), is pro-
There are sixteen cabin windows; seven on vided through the external door on the left-hand
each side of the passenger compartment and side of the tailcone section, just below the en-
one on each side in the lavatory. They are gine nacelle. The 33 inch wide door is hinged
made of two separate panes of acrylic plastic at the forward edge (Figure 1-16) and secured
with an air space between. One window is lo- by two latches and a security lock. A small
cated in the emergency exit door/hatch. Each locking arm is provided at the top of the door
window has an accordion type shade installed. to rigidly hold the door in the open position.

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Left Side–BAGGAGE DOOR Right Side–EQUIPMENT BAY DOOR
Figure 1-16. Tailcone Access Doors
Access to the aft equipment bay is provided WING

on the right side of the tailcone section. This
compartment houses major components of the The Learjet 45 wing, as shown in Figures 1-
electrical, environmental and engine fire ex- 17 and 1-18, is a swept (13°) high aspect ratio
tinguishing systems. This door is hinged at the planform with tapering thickness. The wing
bottom and secured by two latches. structure is continuous through the fuselage
cutout and is provided with four load attach-
The locking pins on the tailcone access door ment points on each side for mating to the
and on the tailcone baggage door contact fuselage.
microswitches when closed. If any of the
microswitches for the doors are not prop- Most of the wing is sealed to form integral fuel
erly mated, an amber “EXTERNAL DOORS” tanks on each side.
CAS message is displayed on the EICAS
(Figure 1-12). This CAS message is also dis- Specific wing features are as follows:
played when either door is opened.
• Winglets at the outboard end of each
wing reduce the strength of the wingtip
vortices, thus reducing induced drag.
• Removable aluminum alloy leading edge

that houses the piccolo tube wing
anti–icing system.
• Supercritical airfoil design with flush

rivets to delay shock wave formation
and minimize drag.
• Wing twist or droop (3°) is incorporated

to allow for better low speed handling
characteristics (delay stall at wingtip).

1-16
AILERON FLAP
SPOILERON
SAWTOOTH (3)

SAWTOOTH
(TOP VIEW)
VORTILONS (4)
WING ROOT
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TRIANGLES (8) STALL STRIP (1)
NOTE: ILLUSTRATION NOT TO SCALE
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Figure 1-17. Wing Configuration
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Figure 1-18. Learjet 45 Wing
• Four vortilons are added to the underside • Eight small triangles are mounted in-
leading edge to minimize span-wise flow board on each wing leading edge to re-
at high angles of attack. energize the boundary layer airflow at
high angles of attack (Figure 1-17).
• A stall strip is attached to each inboard
leading edge near the wing root to ac- • There are three seams in the wing lead-
celerate boundary layer separation at ing edge where the skin is offset (saw-
high angles of attack and to provide a tooth) slightly. The purpose is flow
buffet to warn of impending stall (Figure control (Figure 1-17).
1-17).
The wing contains track supported Fowler type
flaps, ailerons and spoilerons. The multirole
fly–by–wire spoilers are located on the top
surface of the wing and are used on the ground
for deceleration, inflight as drag devices and
as full-time spoilerons to supplement or replace
normal aileron roll control. The main landing
gear is attached to and housed within the wings.
EMPENNAGE
The “T” tail empennage (Figure 1-19) is com-
prised of a dorsal fin, a fixed vertical stabilizer
containing a single rudder with trim tab, a
one–piece moveable horizontal stabilizer, two
elevators attached to the horizontal stabilizer
and two delta fins.
The fiberglass dorsal fin houses the cooling air

Figure 1-19. Learjet 45 Empennage intake for ventilation of the tailcone.

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Wicks on each Winglet (4) Wicks on each Elevator (3)
Wicks on each Delta Fin (2) Wick on Vertical Stabilizer Fairing (1)
Figure 1-20. Airplane Static Discharge Wicks
The vertical stabilizer has a 41 degree sweep- On aircraft 45-005 thru 45-225 with SB 45-55-
back and is the mounting point for the rudder 6, and aircraft 45-226 & subsequent a strap-
and the horizontal stabilizer. The horizontal ping is added to the rudder and rudder trim tab.
stabilizer has a 29 degree sweepback and is at- These tabs reduce yaw oscillations (Dutch
tached to the vertical stabilizer with a hinge roll) during flight.
pin. The elevators feature three hinges per
side for a flutter-free, fail-safe configuration.
STATIC DISCHARGE WICKS
The delta fins, a honeycomb aluminum con- There are four static discharge wicks on each
struction, provide enhanced stability and pre- winglet, two on each delta fin, three on each
vent the deep stall characteristic of T-tail elevator and one on the trailing edge of the
aircraft. Another benefit of delta fins is that vertical stabilizer bullet fairing, for a total
Dutch roll tendencies are dampened out very of nineteen (Figure 1-20). All discharge
quickly. The aerodynamic effect of the delta wicks must be intact for flight, or as speci-
fins has eliminated the need for a stick pusher fied by the Minimum Equipment List (MEL),
system and reduces the need for a yaw damper. as applicable.

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Figure 1-21. Airplane Antennas
The master MEL reads as follows:
“Four (static discharge wicks) may be miss-

ing or broken in any of the following loca-
tions:
a. Most inboard wick on each winglet,
b. Most inboard wick on each delta fin,
c. Most inboard wick on each elevator,

and
d. On aft vertical stabilizer fairing.”
AIRPLANE ANTENNAS
Figure 1-21 shows the location of the airplane
antennas. Familiarity with antenna locations
is an essential element of an external airplane
inspection.

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REVIEW QUESTIONS
1. A white “ENTRY DOOR PIN” and a red 4. The Learjet 45 wing has the following
“ENTRY DOOR” CAS message illumi- specific features:
nated at the same time could indicate: A. Winglets to reduce the strength of the
A. The airplane is on the ground and the wingtip vortices, thus reducing
main entry door pins are not all fully induced drag.
closed or fully open. B. Vortilons and sawtooth cutouts on the
B. The DOOR circuit breaker is out. leading edge to control span-wise
C. The main entry door is key locked flow.
with the airplane electrical system C. Multifunction spoilers which serve
powered. both as drag devices and to augment
D. All of the above. (or replace) normal aileron roll
control.
2. The fixed delta fins serve to: D. All of the above.
A. Eliminate the need for a stick pusher
stall protection system and reduce the 5. The aft fuselage section has access doors
need for a yaw damper. for:
B. Dampen the Dutch roll tendencies. A. The tailcone aft equipment bay.
C. Prevent the deep stall characteristics B. An external, pressurized baggage
of T-tail aircraft. compartment.
D. All of the above. C. An external, unpressurized baggage
compartment.
3. How many static discharge wicks are at- D. Both a. and c.
tached to each winglet?
A. 1
B. 2
C. 3
D. 4

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-2
DC POWER SOURCES .......................................................................................................... 2-3
Main Batteries .................................................................................................................. 2-3
Emergency Battery........................................................................................................... 2-4
Ground Power Unit (GPU)............................................................................................... 2-5
Auxiliary Power Unit (APU) ........................................................................................... 2-6
Generators ........................................................................................................................ 2-7
GENERATOR CONTROL UNITS ......................................................................................... 2-8
ELECTRICAL CONTROL PANEL........................................................................................ 2-9
General ............................................................................................................................. 2-9
Electrical Indicator Switches ......................................................................................... 2-10
ELECTRICAL SYSTEM INDICATORS ............................................................................. 2-12
DISTRIBUTION SYSTEM COMPONENTS ...................................................................... 2-18
Fuses .............................................................................................................................. 2-18
Contactors ...................................................................................................................... 2-18
Circuit Breakers ............................................................................................................. 2-18
Circuit Breaker Panels ................................................................................................... 2-18
DISTRIBUTION ................................................................................................................... 2-23
General........................................................................................................................... 2-23
Split Bus System............................................................................................................ 2-24

Generator Busses ........................................................................................................... 2-24

Main Busses................................................................................................................... 2-24
Main Avionic Busses ..................................................................................................... 2-24
Essential Busses............................................................................................................. 2-24
Isolation Contactors ....................................................................................................... 2-25
Essential Avionic Busses ............................................................................................... 2-25
Emergency Battery Bus ................................................................................................. 2-26
Non-Essential Busses..................................................................................................... 2-26
Distribution Summary.................................................................................................... 2-26
AC POWER........................................................................................................................... 2-27
ABNORMAL MODES OF OPERATION............................................................................ 2-33
Battery Overheat ............................................................................................................ 2-33
Single Generator Failure ................................................................................................ 2-34
Dual Generator Failure .................................................................................................. 2-36
2-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
2-1 Component Locations............................................................................................... 2-2
2-2 Electrical Control Panel ........................................................................................... 2-2
2-3 Main Batteries Location........................................................................................... 2-3
2-4 Emergency Battery Location.................................................................................... 2-4
2-5 GPU Receptacle ....................................................................................................... 2-5
2-6 APU Control Panel................................................................................................... 2-6
2-7 Starter/Generator ...................................................................................................... 2-7
2-8 Alternator and Generator Air Scoops....................................................................... 2-7
2-9 Electrical Control Panel Location ............................................................................ 2-9
2-10 SUMRY and ELEC Schematic Displays on EICAS and MFD ............................. 2-12
2-11 RMU Backup Engine Display Pages ..................................................................... 2-13
2-12 Electrical System Warnings on CWP..................................................................... 2-15
2-13 Electrical System Schematic Display Page (EICAS/MFD)................................... 2-16
2-14 Aft Power Distribution Panels (PDP) .................................................................... 2-18
2-15 Pilot Circuit Breaker Panel .................................................................................... 2-20
2-16 Copilot Circuit Breaker Panel ................................................................................ 2-21
2-17 Normal DC Power System Diagram...................................................................... 2-22
2-18 System Power-Up on Main & Emergency Battery Power (On Ground) ............... 2-28
2-19 System Power-Up with External Power Connected............................................... 2-29
2-20 System During Right Engine Battery Start (On Ground) ...................................... 2-30
2-21 System After Right Engine Battery Start (On Ground) ......................................... 2-31
2-22 System During Normal Flight................................................................................ 2-32
2-23 System with Single (Left) Generator Failure (In Flight) ....................................... 2-35

ILLUSTRATIONS (CONT.)
Figure Title Page
2-24 System with Double Generator Failure (In Flight) ................................................ 2-37
2-25 Emergency Power Supply System ......................................................................... 2-38
TABLES
Table Title Page
2-1 Electrical Limits ..................................................................................................... 2-14
2-2 CAS Message Database and Logic Summary ....................................................... 2-17
2-3 Normal Contactor Operation.................................................................................. 2-19
2-4 DC Power Distribution with Double Generator Failure ........................................ 2-39
2-5 Abnormal Contactor Operation.............................................................................. 2-40
2-iv FOR TRAINING PURPOSES ONLY

CHAPTER 2
ELECTRICAL POWER SYSTEMS
L ESS VOLT EMER BUS VOLTS R ESS VOLT

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INTRODUCTION
Primary DC electrical power is provided by two engine-driven starter/generator units
rated at 30 volts, and limited to 300 amperes each. These generators supply 28 VDC power
to a split bus electrical system. An automatic electrical load shedding system has been
incorporated to prevent generator overloading and prolong battery discharge in the event
of a single or dual generator failure. Secondary DC electrical power is supplied by two
main airplane batteries that will power essential avionics, communication and instru-
mentation. A single emergency battery is provided to power standby equipment in case
of airplane electrical system failure and to power certain voltage sensitive equipment
that must remain powered during engine start.
A ground power unit can provide electrical power for system operation prior to engine
start, to assist in engine start and to charge aircraft batteries. Additionally, an optional
APU may be installed to provide for systems operation on the ground and for engine start.
AC electrical power is provided by two engine-driven alternators for the sole purpose
of powering the windshield ice and fog protection system. The alternators are rated at
200 VAC, 200-400 Hz, 5KVA.

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APU (OPTIONAL)
EMERGENCY BATTERY ALTERNATOR GENERATOR
MAIN
LEFT & RIGHT BATTERIES
FWD POWER AFT POWER
CIRCUIT BREAKER
DISTRIBUTION DISTRIBUTION EXTERNAL POWER
PANELS
PANELS PANELS RECEPTACLE
Figure 2-1. Component Locations
GENERAL
The electrical system incorporates a split,
multiple bus system for power distribution in-
terconnected by contactors, fuses, and circuit ELECTRICAL
breakers which react automatically to isolate L AV R AV
a malfunctioning circuit. Manual isolation is MSTR EMER BATT MSTR
also possible by turning off power to an af- L ESS EMER
R ESS
fected bus via the electrical control panel OFF OFF
OFF
(Figure 2-2) or by opening the appropriate L R
circuit breakers. L MAIN NON-ESS NON-ESS R MAIN
In the event of a dual generator failure, the OFF OFF OFF OFF
main airplane batteries may be used to power
the essential, essential avionics and hot bus
L GEN BUS-TIE R GEN
components for a limited period of time. An
emergency battery is also provided to operate MAN
OFF OFF
equipment connected to the emergency battery
bus and emergency hot bus.
EXT PWR L BATT R BATT APU GEN
It is possible to power the DC electrical sys- ON ON
tems from the airplane batteries, engine driven AVAIL
OFF OFF
AVAIL
generators, a ground power unit (GPU) or an
auxiliary power unit (APU), if installed.
Figure 2-1 shows the major electrical power Figure 2-2. Electrical Control Panel
system component locations.
A glossary of abbreviations and acronyms may

be found in the appendix tab of this manual.

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close when the battery switch is selected on.

DC POWER SOURCES If the battery voltage falls below 14 volts for
more than 10 seconds while on the ground, the
MAIN BATTERIES contactor will open. Battery depletion pro-
tection is inhibited when airborne and during
Two main electrical system batteries are lo- engine starting on the ground. If the batteries
cated, one above the other, in the tailcone are above 14 volts, they can be connected and
(Figure 2-3). The upper battery is connected recharged in the airplane by connecting a GPU,
to the left generator bus by depressing the left APU or aircraft generator to the electrical sys-
battery switch and the lower one is connected tem.
to the right generator bus by depressing the
right battery switch. When the battery switches The Before Starting Engines checklist in-
are selected on, they provide a source of elec- cludes turning on the L BATT, R BATT and
trical power for engine starting and for emer- EMER BATT switches and checking each bat-
gency operation in the event of dual generator tery voltage. Prior to connecting a GPU or
failure. They also provide power to three hot APU to the electrical system, individual bat-
busses and two emergency hot busses even tery voltages can be read on the SUMRY or
when the batteries are selected off. ELEC schematic displays on the EICAS or
MFD display units (Figure 2-10).
The standard batteries are nickel-cadmium
(Ni-Cad) (24 VDC, 27 amp/hour, 30 minute Battery temperature monitoring and overtem-
duration). Optional batteries are lead-acid (24 perature warning for Ni-Cad batteries are also
VDC, 28 amp/hour, 30 minute duration) and provided via the EICAS/MFD displays and
Ni-Cad 24 VDC (38 amp/hour, 60 minute du- the crew warning panel (CWP).
ration). JAA certificated aircraft have the Ni-
C a d ( 2 4 V D C , 3 8 a m p / h o u r, 6 0 m i n u t e In the event of a double generator failure, the
duration) batteries as standard installation. aircraft batteries, in conjunction with the emer-
gency battery, will provide power for the nec-
The main batteries are vented overboard essary essential equipment for a limited
through two tubes that extend through the tail- duration.
cone skin on the left side just aft of the tail-
cone baggage door. The protruding end of the
tubes are cut at an angle so that one tube takes
air in to vent the batteries and the other ex-
hausts the gases from the battery cases. On air-
craft equipped with the optional APU, the
upper battery vent is located on the left side
of the fuselage, slightly above the aft end of
the left engine pylon connection.
Electrical power from each battery is used to

close the corresponding battery contactor when
the main battery switches are selected ON.
When the battery contactors are closed, the
main batteries are connected to the respec-
tive generator bus (Figure 2-18).
When the airplane is on the ground, the bat-

tery contactors are controlled by voltage sen-
sors to prevent discharge below 14 volts. If a
battery is below 14 volts, the contactor will not Figure 2-3. Main Batteries Location

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Battery starts may be made at temperatures cations under normal operation. The emer-
above 0°C. Engine starts should be made with gency battery has the same battery depletion
the use of a GPU or APU in temperatures from protection on the ground as the main batteries.
0°C or below.
The shunt also monitors emergency battery
charging. If it exceeds 10 amps for 15 seconds,
EMERGENCY BATTERY an amber “EMER BATT LOW” message is
The standard emergency battery is one 24 displayed on the CAS alerting the crew to an
VDC, 10 amp/hour, lead-acid which is located emergency battery recharging condition. This
in the nose section of the airplane (Figure 2- message may come on for a short duration
4). The duration of the emergency battery is after engine start. The CAS message is sup-
approximately 1 hour for operation of mini- pressed for two minutes after engine start.
mum essential equipment in the event of dual
generator failure in flight. The emergency battery voltage can be checked
by observing the EMER-V on the EICAS/MFD
The emergency battery is connected to the SUMRY page or EMER BUS VOLTS on the
emergency battery bus when selected ON, but EICAS/MFD ELEC systems schematic dis-
only provides power to that bus when the elec- play prior to applying GPU, APU or airplane
trical system is not being powered by a GPU, generator power to the electrical system.
APU or airplane generator (Figure 2-18). The
emergency battery also provides power to both The items listed beneath EMER BATT BUS in
emergency hot busses even with the emer- Table 2-4 are those which are connected di-
gency battery selected OFF. The emergency rectly to the emergency battery bus and will be
battery provides power to the emergency bat- available when that bus is being powered by the
tery bus in the event of a dual generator fail- emergency battery, aircraft generator, GPU or
ure or an inflight electrical fire. The APU. Main airplane batteries alone will not
installation also enables the essential and es- power the emergency battery bus because the
sential avionics busses to be powered by the isolation contactors will both be open if both
emergency battery in isolation from the main generators are off-line and neither an APU or
system during the engine start sequence, thus GPU is powering the electrical system (Figure
preventing problems caused by voltage fluc- 2-18).
tuations during start.
The emergency battery is charged by the air-

plane electrical system and provides power
to the emergency battery bus for a limited
time if the airplane DC generators fail.
A shunt, located between the emergency bat-

tery and the emergency battery contactor allows
for monitoring of battery recharge and dis-
charge current. If the emergency battery is se-
lected to ON and a battery discharge current
is sensed by the shunt, the white EMER cap-
tion on the emergency battery switch (Figure
2-9) will illuminate, indicating emergency bat-
tery discharge. A white EMER BATT annun-
ciator on the CWP will also illuminate for this
condition (Figure 2-12). Battery charging from
the airplane generators precludes these indi- Figure 2-4. Emergency Battery Location

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The EMER BATT is normally selected on be-

fore engine start and remains on throughout
t h e f l i g h t . W h e n t h e E M E R BAT T S / I
(switch/indicator) on the electrical control
panel (Figure 2-2) is depressed, current from
the emergency battery closes the emergency
battery contactor and the OFF indication on
the switch extinguishes. When the emergency
battery is selected OFF, the contactor will
open and the OFF indication on the switch
will illuminate, assuming at least one essen-
tial bus is still powered by another power
source.
GROUND POWER UNIT (GPU) Figure 2-5. GPU Receptacle

Ground power can be connected to the air-
plane through a receptacle located on the lower
left side of the fuselage just aft of the tailcone and if they are on when the GPU is selected,
baggage door (Figure 2-5). The anti-flash con- they will drop off-line. Airplane generators
tactor that connects the output of the GPU to will automatically come on line after engine
the aircraft electrical system will only close start, but not if the GPU is selected ON. The
if the voltage and polarity are within accept- aircraft main batteries do not have to be on to
able limits. The acceptable voltage limits are close the GPU anti-flash contactor; however,
approximately 24 to 32 volts. The operator only the bus-tie and non-essential bus con-
must insure the GPU is regulated to 28 VDC tactors will close if neither battery is selected
and limited to 1,500 amps. to ON. In this case GPU power would only be
available to the left and right generator busses,
The EXT PWR S/I (switch/indicator) is lo- the left and right non-essential busses, and
cated on the cockpit electrical control panel the hot busses.
(Figure 2-2). The green AVAIL caption on the
EXT PWR switch will illuminate if the G P U o u t p u t vo l t a g e i s i n d i c a t e d o n t h e
plugged-in GPU is within acceptable param- EICAS/MFD SUMRY page and on the ELEC
eters. Depressing the EXT PWR switch when system schematic under “L/R ESS VOLTS,”
the green AVAIL light is illuminated will close (Figure 2-10). The EMER BUS VOLTS will
the GPU anti-flash contactor, connecting the also show GPU voltage. No indication of amps
GPU output to the left generator bus (Figure drawn from the GPU is provided.
2-19). The ON caption will illuminate and the
green AVAIL caption will extinguish. The T h e C A S w i l l p r ov i d e a n “ E X T E R NA L
GPU may be deselected with the same switch. POWER” message (Table 2-2) when an ex-
ternal power cable is connected and “EXT
The bus-tie contactor automatically closes PWR” will also be annunciated on the
when a GPU is connected to the airplane elec- EICAS/MFD ELEC system schematic (Figure
trical system. The entire DC system is pow- 2-10). These indications will appear when-
ered, assuming the avionics master and main ever a GPU cable is connected to the airplane,
battery switches are on and no busses have and a voltage of greater than 5 volts is sensed
been deselected via the electrical control panel by the power monitor. It is not an indication
(Figure 2-19). that the GPU meets acceptable parameters nor
does it indicate that the GPU is powering the
Neither the airplane generators nor the APU airplane electrical system.
will come on-line with the GPU selected ON;

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AUXILIARY POWER UNIT (APU)

The optional APU generator can provide the
same service as an airplane engine generator
and can be operated in conjunction with one
or both airplane generators. The APU is cer-
tified for ground use only. After starting the
APU using the APU control panel on the cen-
ter pedestal (Figure 2-6), the green APU RUN
annunciator on the APU control panel will il-
luminate and at the same time, the green
AVA I L c a p t i o n o n t h e A P U G E N S / I
(switch/indicator), located on the electrical
control panel, (Figure 2-9) will also illuminate.
After depressing the APU GEN switch on the
electrical control panel, the ON caption will
illuminate and the AVAIL caption will extin-
guish to indicate that the APU contactor has
closed, connecting the APU generator output
to the right generator bus.
The bus-tie contactor automatically closes

with the APU generator on-line. A GPU and
APU generator cannot provide airplane elec-
trical power simultaneously. The APU gener-
ator will automatically drop off-line if the
GPU is selected on-line.
GEN AMPS MASTER
A I00 ON
FIRE
P START/STOP FIRE
PUSH
U APU START
FAIL RUN
Figure 2-6. APU Control Panel

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GENERATORS
DEEC
Two engine-driven starter/generators, one on
each engine accessory section (Figure 2-7),
provide the normal source of 28 VDC power.
Each starter/generator is rated at 30 VDC, and
limited to 300 amperes. Unless a GPU is pow-
ering the airplane electrical system, the gen-
erator will automatically come on-line when
the DEEC determines the engine is up to speed
(approximately 95% of N1 idle). If the en-
gine is in manual mode, the GEN S/I must be MOTIVE FLOW
depressed to bring the generator on line after FUEL PUMP
engine start. If a GPU is used for engine start,
the generators will automatically come on- ALTERNATOR HYDRAULIC PUMP
line after the engines are running when the
GPU is disconnected, or when the EXT PWR STARTER/GENERATOR
switch on the electrical control panel is de-
pressed. Figure 2-7. Starter/Generator
Inflight, cooling air is routed from a scoop on

the engine nacelle to the starter/generator are on-line, the bus-tie will normally be open
(Figure 2-8). Cooling while on the ground is and the left generator will recharge the left
provided by a fan mounted on the generator main battery and the right generator will
shaft. recharge the right main battery and the emer-
gency battery. The generators supply DC
During normal operation, both generators op- power to all DC powered equipment on the air-
erate independently. When both generators plane under normal conditions.
ALTERNATOR GENERATOR
AIR SCOOP AIR SCOOP
Figure 2-8. Alternator and Generator Air Scoops

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GENERATOR CONTROL starter. This is a back-up to the normal cutoff

at 50% N 2 input to the GCU from the engine
UNITS computer.
Left and right generator control units (GCUs) LINE CONTACTOR CONTROL – In the
are provided to monitor and control the engine- generating mode, power is automatically pro-
driven starter/generators. They incorporate vided to the line contactor in order to connect
the normal control and protective functions re- the generator to the generator bus when the out-
quired for the electric power system. They put voltage is at an adequate level (engine
regulate the voltage of the generators to ap- computer ON). During engine shut-down, as
proximately 28 volts and limit the output on the generator runs down, reverse current is
the ground and in-flight cross start. The GCUs sensed and signals the line contactor to open,
will automatically disconnect the generators disconnecting the starter/generator from its
from the electrical system if a generator mal- bus.
function is detected. If the generator fault was
momentary or has cleared, generator operation OVERVOLTAGE PROTECTION – In the event
may be restored by momentarily depressing the of a failure of normal voltage regulation, and
generator switch. If the fault has cleared, this with allowances for surges and transients, an
will reset the field relay allowing the genera- independent circuit causes the line contactor
tor to be energized and the line contactor to to open, disconnecting the starter/generator
close. The field flashing relay and associated from the generator bus if the voltage exceeds
circuitry ensures that the generator can be approximately 32 volts.
built up from residual voltage without any
other power source required. OVERSPEED PROTECTION – Should a
starter shaft shear during the starting mode, the
Other GCU functions are as follows: starter/generator is de-energized as the speed
passes the starter/cutoff point, preventing fur-
VOLTAGE REGULATION – To maintain a pre- ther damage by the overspeed condition. It is
set constant voltage at the generator output ter- the starter speed, rather than engine speed that
minal, the GCU controls the shunt field current is sensed to provide this function.
when the generator is rotating within its nor-
mal speed range. With both generators on- STARTER ABORT OPERATION – If during
line, the GCUs also perform a paralleling a start cycle, the corresponding thrust lever is
function in the unlikely event of an inadver- selected to CUTOFF, the starter will auto-
tent bus-tie condition between the generator matically disengage.
busses with both generators operating.
UNDERVOLTAGE PROTECTION – Should a
GENERATOR CURRENT LIMITING – When voltage regulator fail, causing a generator un-
activated by a squat switch or starter selection, dervoltage condition (less than 10 volts for 5
the generator output is restricted. This prevents seconds), the generator will disconnect from
excessive generator heating when charging the system by de-energizing the field relay,
depleted batteries and when assisting opposite causing the line contactor to open.
engine starting.
DIFFERENTIAL CURRENT PROTECTION –
AUTOMATIC STARTER CUTOFF – As the Should the output current at the generator dif-
engine start cycle progresses, the starter/gen- fer significantly from the sensed load within
erator shunt field is weakened to enhance the power distribution panel the generator will
torque performance. At 50% N2, the start cycle be de-energized and disconnected from the
is terminated automatically when starter cut- system by the differential current protection
off speed is sensed by a magnetic pickup in the circuit.

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ELECTRICAL CONTROL
PANEL
GENERAL
The electrical switches and indicators include
an electrical switch panel layout designed to
control the electrical system and show system
interconnect (Figure 2-9), two circuit breaker
panels and selectable system monitoring dis-
plays on the EICAS, MFD and RMUs.
The DC power system electrical control panel

is designed to provide ease of operation and
dark cockpit integration. The automatic load
shedding design for operation with single or ELECTRICAL
L AV R AV
dual generator failure relieves the pilot of MSTR EMER BATT MSTR
manual deselection of electrical busses to pre- L ESS EMER
R ESS
vent an overload. The control panel reflects and OFF OFF
displays batteries, generators, or busses that OFF
L R
have been isolated (automatically shed) in the L MAIN NON-ESS NON-ESS R MAIN
event of a fault. The pilot has a manual over-
ride option of selecting, recycling or dese- OFF OFF OFF OFF
lecting some of the busses on the DC system.
During engine start, the generator auto-start
feature reduces engine start switch selections L GEN BUS-TIE R GEN
and pilot workload. MAN
OFF OFF
The electrical control panel (Figure 2-9)con-
sists of an illuminated panel with 13 (14 when EXT PWR L BATT R BATT APU GEN
an APU is installed) switched S/Is. All cap- ON ON
tions have white letters on a black background OFF OFF
AVAIL AVAIL
except for “AVAIL” on the GPU and APU
switches, which are green on a black back-
ground. For normal flight conditions, none of
the switch captions should be illuminated. Figure 2-9. Electrical Control Panel Location

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ELECTRICAL SWITCH closed when operating on battery power only.

INDICATORS (S/I’S) The CAS also provides a BUS TIE CLSD and
BUS TIE MANUAL message (Table 2-2).
Following is a description of the S/Is (switch
indicators) on the electrical control panel: EXT PWR – The external power switch is
a momentary action switch. The green
L/R BATT – The battery switches are mo- “AVAIL” caption will illuminate only when a
mentary action switches. If the aircraft elec- supply of correct voltage and polarity is sensed
trical system is powered (one BATT, GPU, on a connected GPU. When the EXT PWR
APU or generator ON), the OFF caption will switch is pressed to provide external power to
be illuminated in the L/R BATT switch (Figure the aircraft, “AVAIL” extinguishes and the
2-9) whenever the corresponding battery con- white “ON” is illuminated. The ON caption in-
tactor is open. If the battery meets satisfactory dicates that the contactor is closed, connect-
voltage and temperature conditions, the OFF ing the GPU to the left generator bus.
caption will extinguish when the switch is
momentarily depressed and the battery con- APU GEN – The APU GEN switch is a mo-
tactor will close, connecting the battery to the mentary action switch. The green “AVAIL”
respective generator bus. The switch will be illuminates when the APU generator is in gen-
blank when the battery is on. It will also be dark erating mode and ready to be connected to the
(with no OFF annunciations illuminated) when aircraft electrical system. When pressed, the
there is no electrical power applied to the air- AVAIL caption extinguishes and the white
plane even though the contactor would be open “ON” is illuminated. If the switch is depressed
in this case. The battery contactor will open again, ON is extinguished and AVAIL is re-il-
and the OFF caption will illuminate if the bat- luminated until the APU falls below 92% nor-
tery switch is depressed a second time or if the mal rpm.
battery is automatically turned off due to an
overheat or an undervoltage condition. L/R GEN – These are momentary action
switches. Normal generator operation is au-
BUS-TIE – Normal automatic operation of tomatic and the OFF indication changes with
this momentary action switch displays a hor- the on/off-line operation of the generator. If
izontal bar when the generator busses are tied a battery or APU engine start is made, the
and no indication will be illuminated when the generator will automatically come on-line
busses are split. after start and the OFF caption will extin-
guish. If the start is made with GPU power con-
If required, this switch may be depressed to nected, the generators will not come on-line
manually over-ride an automatic bus-tie op- until the GPU is deselected or disconnected.
eration to provide a split system or to tie the With the generator on-line, the pilot may se-
electrical system together. One exception is lect to over-ride the automatic operation and
that it cannot be used to open the bus-tie when select it off-line by pressing the generator
it has been closed automatically due to GPU switch. Depressing the switch when the gen-
operation. The bus-tie manual selection may erator is off-line also initiates a reset signal to
also be used, in accordance with AFM proce- the GCU which eliminates the need for a sep-
dures, to close the bus-tie if it fails to auto- arate momentary generator reset switch.
matically close within five seconds after an
inflight generator failure. When the bus-tie When using either the L or R GEN S/I to at-
switch is depressed, a MAN (manual) caption tempt a generator reset, it may be necessary
is illuminated to show that the automatic op- to hold the S/I depressed up to 5 seconds if the
eration is disabled and the bus-tie will be held engine is at idle or low rpm. In flight, or at nor-
in the existing position until deselected by mal engine speeds, depressing the GEN S/I for
the crew. The bus-tie cannot be manually a maximum of one second is adequate for gen-
erator reset.

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If a generator trips off-line, the switch displays The top half of the EMER BATT switch dis-
“OFF” and the CAS displays an amber “L or plays “EMER” when the emergency battery is
R GEN FAIL” message (Table 2-2). In ac- powering the emergency battery bus and an air-
cordance with AFM procedures, the GEN plane generator, GPU or APU is not provid-
switch should be depressed once to attempt a ing power to the emergency battery bus. This
reset. If the generator does not reset, the switch provides advisory information that the bat-
again illuminates “OFF.” tery is discharging and should not be left on
for an extended period while on the ground.
A dual generator failure warning consists of In flight, this is an indication that generator
a red “LR GEN FAIL” message on the CAS power to the emergency battery bus has been
and a red “GEN FAIL” annunciation on the lost and that the emergency battery is power-
CWP. ing the emergency battery bus. It is normal for
this annunciator to be illuminated during start
The red “LR GEN FAIL” CAS will not illu- and for a short period before start when gen-
minate on the ground with either T/L in cut- erator, GPU or APU power is not available. A
off (white “L/R ENG SHUTDOWN” CAS white EMER BATT annunciator on the crew
illuminated), but it will illuminate in flight if warning panel (CWP) also illuminates when
both generators are OFF regardless of whether the emergency battery is discharging.
either T/L is in cutoff.
L/R NON-ESS & L/R MAIN – These mo-

mentary action switches are only depressed if
the crew needs to over-ride the automatic op-
eration of these busses during generator fail-
ure. The OFF indication changes automatically
to indicate bus condition. Selection of the switch
in normal operation (both generators on-line)
will isolate the corresponding bus and display
“OFF.” Reselection resumes normal operation.
The non-essential busses will automatically be
OFF whenever the electrical system is being
powered strictly by battery power and also in
flight if one generator fails. The main and non-
essential busses will automatically be shed in
flight if both generators have failed.
L/R AV MSTR – These switches are alter-

nate action and allow the crew to connect or
disconnect both main avionics and essential
avionics busses. The main avionics bus con-
tactors automatically open during engine start
on the ground and during starter-assisted
airstart.
EMER BATT – The bottom half of this al-

ternate action switch displays OFF when man-
ually selected to OFF (i.e. emergency battery
contactor de-energized). This switch is se-
lected on before engine start and will normally
remain on during flight. The OFF caption will
extinguish when the switch is selected on.

Honeywell Honeywell
L BATT OVHT FMS1 360 300 TAS

L R GEN FAIL KDVT +15 SAT
75.0 N1 75.0 12.5 NM 245 GSPD
L BATT OVHT N
EMER BATT LOW 12 MIN
33 3
EMER BUS VOLTS
R ESS BUS VOLTS PLAB1
550 ITT 550 L GEN AMPS HIGH
R GEN FAIL PBD01 LL01
30
6
BUS TIE CLSD
PLAB2
BUS TIE MANUAL
EXTERNAL POWER 25 KDVT
50.0 N2 50.0 50 #TOC 50
L ESS BUS FAULT
76 FL300
OIL PSI 80 END
60 OIL °C 60 STAB
TGT
984 FF PPH 1002 SAT °C -15 WX 315°
FUEL 4500 LBS PITCH TRIM 6.5 -4° 47.0
L 1750 F 1000 R 1750 FLAPS 20
ELEC HYD/ECS FLT 28.5 28.0 28.0
35 BATT TEMPS 38
EMER-V 28.0 B-ACUM 3100 PIT 6.5 °C
AMPS 50 65 CAB ALT 1300 AIL R3 GEN L EXT PWR A R GEN

50 AMPS APU 0 AMPS 65 AMPS
TEMP °C 35 38 OXY QTY 669 RUD L2
RTN
SUMRY ELEC HYD ECS FLT FUEL
Honeywell Honeywell
NOTE: CAS MESSAGES

ARE FOR ILLUSTRATION
ONLY AND DO NOT
CORRELATE TO
ELECTRICAL INDICATIONS
SHOWN IN THE SUMRY
DISPLAY ON THE ELECTRICAL
SYSTEM SCHEMATIC.
Figure 2-10. SUMRY and ELEC Schematic Displays on EICAS and MFD
ELECTRICAL SYSTEM of a system schematic may also be monitored

on the ELEC system schematic on the EICAS
INDICATORS or MFD (Figure 2-13).
Monitoring of the DC electrical system is Electrical system volts and amps may also be
menu selectable on the EICAS or MFD dis- selected for display on either RMU (Figure 2-
plays (Figure 2-10). Electrical system pa- 11). Under some conditions (e.g. dual IC 600
rameters are usually monitored on the EICAS failure or power loss), the No.1 RMU will au-
SUMRY page. The SUMRY display is the tomatically display the first of two backup
power-up default display on the EICAS and engine pages, which provide engine operating
MFD. Electrical system parameters in the form indications and other systems data normally

FlightSafety
international
Honeywell Honeywell
IGN IGN 75.0 N1 75.0

75.0 N1 75.0 50.0 N2 50.0
60 OIL °C 60
984 FF PPH 1002
20.0 VOLTS 28.0
550 ITT 550 EMER V 28.0
76 O/P 80 310 AMPS 65
1400 FUEL 1450 SAT -15°
3000 HYDM-B 1000 TRIM-PIT AIL RUD

10 SPLFLP 20 6.5 R2 L3
MORE MORE
TUNE TUNE
SQ DIM 1/2 STO SQ DIM 1/2 STO
ID PGE TST DME ID PGE TST DME
Figure 2-11. RMU Backup Engine Display Pages
shown on the EICAS display. The electrical T h e E I C A S / M F D s y s t e m S U M RY p a g e

system volts and amps appear on page 2 of the (Figure 2-10) displays VOLTS, left and right.
RMU engine displays (Figure 2-11). These two digital displays are an indication of
the voltage on the left and right essential
Whenever the ENGINE PG1 display is auto- busses. Depending on what is powering the air-
matically displayed on the No. 1 RMU and plane electrical system, this can be an indi-
page 2 is subsequently selected, the display re- cation of airplane main battery volts, GPU
turns to page 1 after 20 seconds. Returning the volts, APU volts or airplane generator volts.
RMU to the communication and navigation
function is accomplished with the RMU PGE A “L/R ESS BUS VOLTS” CAS message will
button. However, if the No.1 RMU is dis- be posted if the voltage on the corresponding
playing engine information due to an auto- bus decreases below 22 VDC or increases
matic selection, that RMU will return to page above 29.5 VDC.
1 of the engine display 20 seconds after the last
pilot selection on the RMU. On the RMU en- An indication of EMER-V (emergency bus
gine displays (page 2), the electrical data will voltage) is displayed on the SUMRY page im-
change color if out of limits, but will not be mediately below VOLTS, left and right.
boxed. Emergency bus voltage can be monitored on
the EICAS/MFD display. The CAS also mon-
itors the emergency bus volts and will gener-
ate an amber “EMER BUS VOLTS” message

if emergency bus voltage is less than 22 volts Table 2-1. ELECTRICAL LIMITS
or more than 29.5 volts.
The left and right generator AMPS are dis- COLOR LIMITS
played below the emergency bus voltage. If Essential and Emergency DC Bus Volts
amps exceed 300 on the ground or in flight, a
“L/R GEN AMPS HIGH” CAS message is Red < 18.0
posted. This CAS is inhibited during a cross- Amber 18.0 – 21.9
generator start and temporarily suppressed
after engine start. There is no display for the White (Normal) 22.0 – 29.5
amperage being drawn from a GPU. APU amps Amber 29.6 – 31.5
are displayed on an indicator located on the
Red > 31.5
APU control panel (Figure 2-6) and on the
EICAS/MFD ELEC system schematic page. Essential DC Amps
The last electrical parameter displayed on the White (Normal) < 300
SUMRY page is left and right battery TEMP Amber > 300
in degrees Celsius for Ni-Cad batteries only.
Red > 400
All of the electrical system information pre- Battery Temp (°C)
sented on the SUMRY page is also displayed
in a schematic format on the EICAS/MFD White (Normal) < 60 (140° F)
ELEC system schematic page (Figure 2-9). Amber > 60 (140° F)
Additionally, the ELEC system schematic dis-
play shows whether EXT PWR is connected Red > 70 (160° F)
to the airplane and, if the APU generator is con-
nected, APU amps are also displayed.
The display of volts, amps and battery tem-

perature on the EICAS/MFD are color coded.
As limits are exceeded, the digital data changes
color (amber or red). When the data is in its
normal operating range the data is displayed
in white. If any of the data exceeds a limit, the
data changes to the appropriate color and is
boxed in that same color. See Table 2-1, for
limits and color codes.

FlightSafety
international
L BATT EMER R BATT

GEN FAIL
OVHT BATT OVHT
L ENG NORMAL R ENG

OVHT FAIL OVHT
WING STAB
PRESS PRESS SPARE AIR STAB AIR SPARE PRESS PRESS
OVHT OVHT
LOW LOW LEAK LEAK LEAK LOW LOW
Figure 2-12. Electrical System Warnings on CWP
In certain cases, to alert the operator to a pa-

rameter exceedance or malfunction, a color
coded message will be presented in the upper
right-hand corner of the EICAS. Table 2-2
shows the CAS electrical fault messages along
with the logic that initiated the warning, cau-
tion or advisory message to be displayed.
The crew is also alerted to certain malfunctions

or conditions with illumination of a red or
white annunciator on the crew warning panel
(CWP). The following annunciators relating
to the electrical system are located on the
CWP (Figure 2-12):
LR BATT OVHT (red) – Illuminates if the cor-

responding battery temperature exceeds 70
degrees Celsius (160 degrees Fahrenheit).
GEN FAIL (red) – Illuminates if both gener-

ators are inoperative or off-line.
EMER BATT (white) – Illuminates when the

emergency battery is on and is discharging.
The red annunciators listed above will be ac-

companied by a red, flashing CAS message and
flashing Master Warning lights.

FlightSafety
international

28.2 28.0 28.0
35 BATT TEMPS 38
°C
GEN L EXT PWR A R GEN

ELECTRICAL SYSTEM PAGE FORMAT — NORMAL DISPLAY

32.0 30.0 17.0
75 BATT TEMPS 61
°C
GEN L A R GEN

ELECTRICAL SYSTEM PAGE FORMAT — EXCEEDANCE DISPLAY

– –.– – –.– – –.–
––– BATT TEMPS – – –

°C
GEN L A R GEN
– – – AMPS APU – – – AMPS – – – AMPS

ELECTRICAL SYSTEM PAGE FORMAT — INVALID DISPLAY
Figure 2-13. Electrical System Schematic Display Page (EICAS/MFD)

FlightSafety
international
Table 2-2. CAS MESSAGE DATABASE AND LOGIC SUMMARY
Type
Msg CAS Message Logic Summary
W L R BATT OVHT Batt overheat > 70° C (160° F), autoshed batt OFF
W L R GEN FAIL Both generators failed

C L R BATT OVHT Batt overheat > 60° C (140° F)
C EMER BATT LOW EMER batt taking excessive charge
NOTE: Inhibited for 2 minutes after engine start.
C EMER BUS VOLTS IC-600 generated, emer volts < 22 or > 29.5 VDC
C L R ESS BUS FAULT The respective essential bus contactor has failed open
(on the ground)
C L R ESS BUS VOLTS ESS volts < 22 or > 29.5 VDC

C L R GEN AMPS HIGH Gen amps > 300 ground & in flight
NOTE: Inhibited during cross generator start and
temporarily suppressed after engine start
C L R GEN FAIL Left or right generator failed
A BUS TIE CLSD L and R buses tied (auto or manual)
A BUS TIE MANUAL L and R buses tied or untied manually by pilot

A EXTERNAL POWER Ext power cable connected to aircraft, 5 volts detected
A L R ESS BUS FAULT The respective essential bus contactor has failed open
(in flight)
W = Warning
C = Caution
A = Advisory

FlightSafety
international
manually selected open and closed with the re-

spective switches on the electrical control panel,
but can also open automatically if monitored
faults are detected. See Table 2-3 for conditions
under which the contactors will automatically
close/open. The table also shows which con-
tactors are normally operated manually.
CIRCUIT BREAKERS
A circuit breaker is designed to open, and in-
terrupt current flow in the event of a mal-
function. Once opened, it may be reset as
directed by the checklist or at the crew’s dis-
cretion by pushing it back in, but if it opens
again, do not reset. An open circuit breaker
may be identified by it’s white base which
Figure 2-14. Aft Power Distribution Panel can only be seen when it is open.
Most of the airplane's circuit breakers are lo-

DISTRIBUTION SYSTEM cated on two circuit-breaker panels in the
cockpit, one on the pilot’s left side panel and
COMPONENTS one on the copilot’s right side panel.
FUSES The circuit breakers are thermal type mecha-

nisms and the amperage ratings are stamped
Various-sized fuses are installed throughout the on the top of each circuit breaker.
electrical system to provide circuit protection.
Each fuse will carry more than its rated capacity CIRCUIT BREAKER PANELS
for a short period of time. Extreme or pro-
longed overloading will cause a fuse to blow, On the Learjet 45 airplanes, the circuit break-
isolating a particular circuit and precluding ers are grouped by systems rather than by
progressive failure of other electrical compo- busses (see Figures 2-15 and 2-16).
nents. Fuses can not be reset. When a fuse has
blown, it must be replaced. Fuses are located Emergency bus circuit breakers have red rings
within the aft and forward L and R Power around them to easily distinguish them.
Distribution Panels (PDPs)(Figure 2-14).
The individual circuit breaker labels, group-
CONTACTORS ing labels and dividing lines are illuminated
with electro-luminescent lighting. There are
Contactors which are particularly suited for no bulbs in the panels, but the panels glow
circuits with heavy electrical loads are used when current is flowing through wires imbed-
throughout the electrical system. Contactors ded in them. The silk-screened panels allow
are located within the aft and forward L and R light to shine through the lettering on the pan-
Power Distribution Panels (PDPs) (Figure 2- els. The intensity of the lighting is controlled
14). Contactors function as remote switches to with the CB PANEL rheostat located on the
make or break power circuits (Table 2-3). Most pilot’s and copilot’s CREW LIGHTS panels.
of the contactors in the electrical system auto-
matically close and open for given conditions.
Some, such as the Battery, GPU and APU, are

Table 2-3. NORMAL CONTACTOR OPERATION
L START R START
ON ON
ELECTRICAL
CONTROL EMER L AV R AV L AV R AV L R
EXT PWR BUS-TIE L GEN R GEN L BATT R BATT BATT MSTR MSTR MSTR MSTR L MAIN R MAIN NON-ESS NON-ESS
PANEL
ON MAN EMER
SWITCH* OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF
AVAIL OFF
ANTI- BUS- L R L R EMER L R L ESS R ESS L R L MAIN R MAIN L R L R

CONTACTOR FLASH TIE LINE LINE BATT BATT BATT ISOL ISOL AV AV ESS ESS AV AV MAIN MAIN N-ESS N-ESS
GPU selected ON M A A A

GPU, Main Batts
M A M M M A A A A A A A
& Emer Batt ON
As above, with
WITH GPU
AV MSTR sw's ON M A M M M A M M A A M M A A A A
As above, with
M A M M M M A A M M A A A A
R start sw ON
As above, after
start with GPU ON M A M M M A M M A A M M A A A A
CONDITION
After start, GPU

OFF, Gen's ON
A A M M M A M M A A M M A A A A
Main & Emer

Batt ON only
M M M A A A A
As above, R start
A M M M M A A A A
WITHOUT GPU
sw selected ON
After start, AV
MSTR sw's ON A A M M M A M M A A M M A A A A
After R eng batt

start, R gen ON, A M A M M M A A M M A A A A
L start sw ON ** **
**
FlightSafety
Normal flight A A M M M A M M A A M M A A A A
M — Denotes contactor manually selected/energized closed for the condition shown.

A — Denotes contactor automatically energized closed for the condition shown.
international
* — Switch captions are for illustration purposes only, and do not correlate to contactor positions in this table.
** — Assumes avionics master switches were turned on prior to second engine start.
2-19
2-20
F O RWA R D
AVIONICS INSTRUMENTS/INDICATIONS GEAR/HYDRAULICS FLIGHT ELECTRICAL

COMMUNICATIONS DISPLAY NOSE STEER L L AV BUS
AUDIO 1/ L WARN IC/ L ELEV L WHL STALL
SELCAL HF 1 ATC 1 COMM 1 CLR DLY PANEL L CTRL DU 1 DU 2 SG 1 MOTOR CMPTR SQUAT DISC MSTR WARN L GEN MAIN ESS
U
1 .5 5 10 3 5 1 15 15 7.5 25 2 1 3 5 5 15 35 35 P
RMU 1 PWR DAU 1 AHRS PWR TRIM L ESS BUS

Figure 2-15. Pilot Circuit Breaker Panel
FLT CABIN INBD SPLR PRI VOLTS/ L HOT

AFIS PHONE PA PRI SEC ADC 1 CH A CH B #1 PRI #2 SEC GEAR BRAKES CTRL AIL PITCH BUS START BUS
7.5 10 5 5 5 3 2 2 7.5 5 3 3 3 5 5 80 3 15
STBY AUX HYD PUMP EMER BUS

NAVIGATION MAIN
RAD ALT SYSTEM L HYD L FLAP AFCS L RUD
OSS 1 FMS 1 ADF 1 DME 1 NAV 1 CVR ALT 1 GYRO VIB TEST CLOCK PRESS PWR CTRL POS SERVOS ADJUST BUS VOLTS
3 5 1 1 3 3 3 3 1 1 1 2 1 2 1 7.5 3 15 3
LIGHTS ANTI-ICE ENVIRONMENTAL FUEL ENGINE

COCKPIT L PROBES HT L IGN
L L LEAK L L FUEL L
MLS DTU MAP FLOOD L CB INSTR AOA PITOT PRESS DETECT BLEED L QTY FLOW CH A CH B CMPTR
1 1 3 3 3 15 20 1 3 5 1 1 7.5 7.5 7.5
CABIN
CKPT INSTRS L FIRE
LIGHTS L STBY
LAV L ESS EMER L WING/ INSTR PUMP SYNC L VIB
SINK OVEN L SPOT LAV CABIN PWR PWR STAB HT FAN PACK PWR DET EXT FWSOV SW MON
15 7.5 7.5 7.5 7.5 7.5 3 5 3 5 15 1 5 3 1 3
L TAXI L HEAT L STBY L REVERSER

GALLEY MAINT TAIL BCN/ /LNG PAX PUMP L OIL
AC SPKRS DOOR CMPTR RECOG STROBE CTRL NAC WSHLD OXY CTRL DEPLOY ANN STOW PRESS
FlightSafety
1/2 20 3 7.5 1 5 5 7.5 5 2 3 5 3 3 3
international
FlightSafety
2-21
international
F O RWA R D
ELECTRICAL FLIGHT GEAR INSRUMENTS/INDICATIONS AVIONICS

R AV BUS R /HYD DISPLAY COMMUNICATIONS
STALL R WHL RUD R IC/ R WARN
ESS MAIN R GEN WARN MSTR FORCE SQUAT SG 2 DU 3 DU 4 R CTRL PANEL AUDIO 2 COMM 2 ATC 2 HF 2 COMM 3
U
P 35 35 15 5 5 2 1 7.5 15 15 1 5 3 10 5 .5 10
R ESS BUS TRIM AHRS PWR DAU 2 RMU 2 PWR RAD HOT BUS
Figure 2-16. Copilot Circuit Breaker Panel

R HOT VOLTS/ PIT TRIM SEC SPLR OUTBD
BUS START BUS BIAS PITCH RUD IND BRAKES #1 SEC #2 PRI CH A CH B ADC 2 FDR PRI SEC PWR CTRL

15 3 80 5 5 5 2 3 5 7.5 2 2 3 1 5 5 10 3
APU
FIRE BRAKE NAVIGATION
R RUD R FLAP FLAP ACCUM RAD
GEN CMPTR DET EXT ADJUST POS CTRL PRESS R CLOCK ALT 2 WXR GPWS TCAS NAV 2 DME 2 ADF 2 FMS 2 OSS 2
15 10 5 5 3 1 3 1 1 3 7.5 3 5 3 1 1 5 3
ENGINE FUEL ENVIR ANTI-ICE LIGHTS CABIN

R IGN R PROBES HT COCKPIT LIGHTS
R R FUEL R R ICE R
CMPTR CH A CH B FLOW R QTY BLEED PRESS DETECT PITOT AOA INSTR R CB PEDESTAL OVRHD ENTRY GALLEY R SPOT
7.5 7.5 7.5 1 1 5 2 10 20 15 5 3 3 2 1 2 7.5
CKPT
R FIRE R STBY PUMP TEMP CTRL R PROBES HT INSTRS
R VIB R WING/ STBY R ESS CHART WING PAX PAX HOT
MON FWSOV EXT DET PWR CTRL MAN AUTO STAB HT SAT PITOT PWR HOLDER INSP CTRLS INFO TOILET LIQUIDS
3 3 5 1 15 3 1 1 5 15 20 3 1 3 10 5 3 7.5
R REVERSER XFLOW R HEAT R TAXI

R OIL VALVE FOOT /LDG AC
PRESS STOW ANN DEPLOY CTRL WARM WSHLD NAC CTRL NAV LOGO AUDIO VIDEO OUTLET
3 3 3 5 3 10 5 7.5 5 5 1 20 5 .5
2-22
L ESS AV BUS L ESS BUS EMER BATT BUS R ESS BUS R ESS AV BUS
80A 100A 15A 100A 80A

L AV R AV
MSTR 35A 35A MSTR
L ISOLATION* R ISOLATION*
OFF CONTACTOR CONTACTOR OFF
EMER BATT START/STOP
EMER EMER START
OFF BATT RUN
L MAIN AV BUS L MAIN BUS 150A R MAIN BUS R MAIN AV BUS
EXT PWR APU GEN
35A ON 15A ON 35A
AVAIL AVAIL

L EMER HOT BUS R EMER HOT BUS
APU
START
GPU
GEN
L NON-ESS BUS R NON-ESS BUS
R ESSENTIAL*
L L ESSENTIAL* CONTACTOR R
NON-ESS L MAIN CONTACTOR R MAIN NON-ESS
OFF OFF L HOT BUS R HOT BUS OFF OFF
ANTI–FLASH
CONTACTOR 15A 15A
80A 130A 150A 150A 130A 80A
L GEN BUS R GEN BUS
L GEN L BATT BUS-TIE R BATT R GEN

40A
MAN 40A
OFF
OFF OFF OFF OFF
L START 40A 40A R START
ON 20A ON
L START REAR HOT BUS R START

L MAIN R MAIN
GEN BATT BATT GEN
LEGEND
GCU GCU
BATTERY POWER APU POWER CIRCUIT BREAKER
FlightSafety
GENERATOR POWER UNPOWERED DIODE
GPU POWER FUSE CONTACTOR
EMERGENCY BATTERY POWER CURRENT SENSOR

* AUTO OPER ONLY
international
Figure 2-17. Normal DC Power System Diagram
FlightSafety
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DISTRIBUTION • Left & right audio control unit (L & R

ESS)
GENERAL • Clearance delivery head (L ESS)

The basic DC power distribution is illustrated • COMM section of the integrated com-
in Figure 2-17. Power from the left and right munication unit #1(L ESS)
batteries, through two 40 amp fuses, is always
available to the “hot wired” items connected • NAV section of the integrated naviga-
to the rear hot bus, the left and right hot busses, tion unit #1 (L ESS)
and the left and right emergency hot busses
even when the main battery switches are off. With ground power connected, the bus-tie will
Battery power to the left and right hot busses automatically close and the output of the GPU
also passes through a single 40 amp fuse and is applied to the left and right generator busses
15 amp circuit breakers for each bus. and non-essential busses. With the main and
emergency batteries selected on, external power
The left and right fire extinguishers and the is distributed to the rest of the DC electrical sys-
left and right FWSOVs (fire-wall shutoff tem. The airplane batteries (main and emer-
valves) receive power through the left and gency) will then be charged from the power
right emergency hot busses respectively. These supplied by the GPU.
items can also receive power from the emer-
gency battery, either main engine generator, The APU (if installed) can supply power to
external power source or APU if installed the electrical system through the right gener-
(Figure 2-17). The tailcone utility light, sin- ator bus. When the APU generator is on-line,
gle-point refueling (SPPR) and baggage com- the bus-tie will automatically close if the left
partment lights are powered through the rear generator is not on-line, providing power to the
hot bus. Additional hot bus items include the left generator bus as well. Electrical power is
left cockpit overhead light and entry lights then distributed from the generator busses to
(Table 2-4). The hot busses are connected di- the rest of the electrical system in the same way
rectly to both of the main batteries and to the as if a GPU was providing electrical power
external power connector through the left with airplane batteries selected ON.
generator bus.
The APU generator output voltage can be mon-
Power to the radio control hot bus is controlled itored on the EICAS in the same manner that
with a switch on the center pedestal. The radio GPU or airplane generator voltage is moni-
control hot bus can only be selected ON when tored. Additionally, APU amperage draw can
the airplane batteries are OFF. If the radio be monitored on an indicator located on the
control hot bus is selected ON and the batter- APU control panel on the center pedestal or on
ies are subsequently selected ON, the radio the ELEC schematic page of the EICAS/MFD.
control hot bus will automatically be turned
off and the ON annunciator on the switch will
extinguish. The switch is labeled “RADIO
CONTROL HOT BUS.” When this switch is
depressed, the ON annunciator on the switch
will illuminate and main battery power through
the right forward hot bus will power the fol-
lowing (normal power source shown in paren-
thesis):

SPLIT BUS SYSTEM MAIN BUSSES

The split bus electrical system (Figure 2-17) The left and right main busses are fed by the
has a left and right generator bus (GEN BUS) respective left and right generator busses
located in a left and right power distribution through fuses and contactors (Figure 2-17).
panel (PDP) in the tailcone. The generator The main busses, in turn, supply power to the
busses supply power to the respective left and left and right main avionics busses through cir-
right essential, left and right main, and left cuit breakers and contactors. Both of the main
and right non-essential busses located on the busses are automatically disconnected in the
left and right circuit breaker panels in the cock- event of a dual generator failure and the OFF
pit. Under normal flight conditions, the gen- c a p t i o n w i l l i l l u m i n a t e o n t h e m a i n bu s
erator busses are split (bus-tie open), increasing switches. The main avionics busses will also
safety in that any major electrical system fault be depowered in this case, but the OFF cap-
will only affect one side of the system. tion does not illuminate on the avionics mas-
ter switches since the essential avionics busses
will still be powered. The main busses and
GENERATOR BUSSES main avionic busses may be reconnected by
The generator busses are the central distribu- manual selection after reducing the load, but
tion point for the split-bus system. The left gen- doing so will significantly reduce the battery
erator bus powers the left side busses and the duration after a dual generator failure.
right generator bus powers the right side
busses. Some services including landing lights, MAIN AVIONICS BUSSES
taxi lights, navigation lights, recognition lights
and baggage heat are connected through fuses The left and right main avionics busses are
and circuit breakers directly to the generator supplied by the respective main busses through
busses. Each generator bus is connected to a contactors and circuit breakers (Figure 2-17).
starter/generator and a main battery. The GPU The essential and main avionics bus contactors
connects to the left generator bus and the APU are closed and opened by manual selection of
(if installed) connects to the right generator the left and right avionics master switches. If
bus. Normally, the two busses operate inde- the avionics master switches are on, the main
pendently; however, they are automatically avionics busses are automatically depowered
“tied” through a bus-tie contactor when a GPU during engine start to prevent possible equip-
or APU is connected to the electrical system, ment damage due to voltage spikes.
during engine starting and inflight following
a single generator failure. The generator busses The essential avionics busses remain pow-
can be tied or split manually using the bus-tie ered by the emergency battery during engine
switch on the electrical control panel, except start since they power flight critical display
the bus-tie cannot be manually opened when units. The avionics master switches need not
a GPU is being used. be on during ground start since the primary
flight displays are not needed and DU2
The CAS presents a “BUS TIE CLSD” mes- (EICAS) is still powered with the avionics
sage when the bus-tie is closed and a “BUS TIE master switches OFF.
MANUAL” message when closed or opened
manually. Also, the bar on the bus-tie switch
illuminates any time the bus-tie is closed and
ESSENTIAL BUSSES
it extinguishes when the bus-tie is open. All essential power loads are connected to
these two busses, including cockpit warning
systems and the engine, flap, hydraulic, pres-
surization, and spoiler controls (Table 2-4).
Normally, the essential busses (Figure 2-17) are

fed by the left and right generator busses re- Since the right isolation contactor is normally
spectively through 150 amp fuses, essential closed, either generator bus can then provide
bus contactors and 80 amp circuit breakers. The generator power through the essential con-
left and right essential bus contactors auto- tactor that is closed to the left and right es-
matically close when the respective left and sential busses and to essential avionics busses,
right main battery switches are turned on and the emergency battery bus and to charge the
automatically open during starter operation. emergency battery. This failure will be dis-
The essential busses are tied by a left and right played as a “L/R ESS BUS FAULT” message
isolation contactor so that they are both pow- on the CAS.
ered by the emergency battery during engine
start and they will be powered by either gen- The “L or R ESS BUS FAULT” CAS message
erator bus if an essential bus contactor should will be amber if the respective essential bus
fail in flight. contactor has failed open while on the ground.
While in flight, the CAS message will be
white.
ISOLATION CONTACTORS
There are two isolation contactors located The left isolation contactor will also close in
within the electrical system (Figure 2-17). the event that the right isolation contactor
The right isolation contactor is located be- fails (open). This will allow the emergency bat-
tween the R Essential Contactor and the EMER tery bus and emergency battery to receive
BATT BUS, and the left isolation contactor is power from the left generator bus. There is no
located between the L Essential Contactor and indication of this condition to alert the crew.
the EMER BATT BUS. The isolation contac-
tors are automatically controlled and there ESSENTIAL AVIONICS BUSSES
are no provisions to manually over-ride the op-
eration. The left and right essential avionics busses are
powered from the left and right generator
Except during starter-assisted engine start, busses respectively through the L/R essential
the left isolation contactor is normally open contactor and L/R essential avionics contac-
and the right isolation contactor is normally tor. In addition to the 150 amp fuses protect-
closed. With the right isolation contactor ing the essential bus feeders, the essential
closed, the right generator bus powers the avionics busses are also protected with 35
emergency battery bus and charges the emer- amp circuit breakers. Under normal condi-
gency battery. tions, the essential contactors will automati-
c a l l y b e c l o s e d , p r ov i d i n g p ow e r t o t h e
During ground start and for starter-assisted essential avionics contactors. The essential
airstart, the isolation contactors close and the and main avionics contactors are closed and
left and right essential contactors automati- opened by manual selection of the left and
cally open. This allows the emergency bat- right avionics master switches. These essen-
tery to power the emergency battery bus, tial avionics busses, like the essential busses,
essential busses, and essential avionics busses are powered by the emergency battery during
and isolate these busses from voltage fluctu- starter-assisted airstart while the main avion-
ations caused by starter operation. After starter ics busses are depowered.
drop-out, the left isolation contactor opens
and the essential contactors close.
There are two abnormal conditions that will

cause the left isolation contactor to automat-
ically close. If either essential contactor fails
(opens), the left isolation contactor will close.

FlightSafety
international
EMERGENCY BATTERY BUS DISTRIBUTION SUMMARY

The emergency battery bus (Figure 2-17) is The following series of illustrations show the
normally powered from the right generator bus DC power flow and bus status during a typi-
through the right essential contactor and right cal sequence of events.
isolation contactor, but for engine starting and
in the event of dual generator failure, it is Figure 2-18 illustrates the current flow with
powered directly from the emergency battery. only main and emergency battery power on and
See Table 2-4 for a list of equipment powered avionics master switches OFF. In this situation
by the emergency battery bus. the non-essential busses are not powered and
cannot be selected on to prevent inadvertent
In the event of a dual generator failure, the right battery depletion.
isolation contactor opens (left one normally
already open), leaving the main aircraft bat- Figure 2-19 illustrates the current flow through
teries to power the respective essential busses the electrical system with external power
and the emergency battery to power the emer- (GPU) connected and main batteries, and the
gency battery bus. Hence, three independent emergency battery selected on. The bus-tie
battery channels are operating following a connecting the two generator busses is auto-
dual generator failure. The 10 ampere hour matically closed. The illustration also shows
emergency battery should power the emer- the avionics master switches selected to on
gency battery bus for at least one hour after which closes the contactors to the left and
being isolated from the rest of the electrical right essential avionics busses and the left and
system. right main avionics busses. Note that the
EMER BATT switch caption (“EMER”) is no
longer illuminated as this battery is no longer
NON-ESSENTIAL BUSSES discharging. The same conditions would exist
The left and right non-essential busses, nor- with a APU powering the electrical system
mally connected to the respective generator except the contactor between the GPU and the
busses, are used to supply non-critical loads, left generator bus would be open and the APU
including certain cabin lighting and domestic contactor would be closed.
loads. When the aircraft electrical system is
powered only with airplane batteries, the non- Figure 2-20 illustrates the electrical system sta-
essential busses are not powered and the OFF tus during an engine start using airplane bat-
captions will be illuminated on both NON- teries. The essential busses and emergency
ESS switches. If a GPU or APU is selected ON, battery bus have been isolated and are powered
but the main batteries are OFF, only the non- from the emergency battery during engine
essential busses are powered. When a GPU, start. The non-essential busses and main avion-
APU, or airplane generator is powering the ics busses are also automatically depowered
electrical system, and the main batteries are for engine start. In this illustration the avion-
ON, the non-essential bus contactors will au- ics master switches are turned off for engine
tomatically close and the OFF captions will ex- start, but if they had not been, the L & R main
tinguish if the aircraft is on the ground. avionics busses would have been automati-
However, if either generator fails in flight, cally depowered during start.
the non-essential busses are both automati-
cally disconnected to reduce the electrical
load. After reducing the electrical load in ac-
cordance with AFM procedures, one or both
non-essential busses may be subsequently re-
connected by depressing the NON-ESS
switches on the electrical control panel.

FlightSafety
international
Figure 2-21 illustrates the status of the con-

tactors and busses after engine start with one
engine-driven generator on-line. The essential
bus contactors have closed and the left isola-
tion contactor opened. Also, the contactors
to the non-essential busses have closed. The
bus-tie contactor remains closed at this point
so that both generator busses are powered by
the single generator.
Figure 2-22 illustrates the electrical system

contactor and bus status for normal flight con-
ditions. After the second engine-driven gen-
erator is brought on-line, the bus-tie opens
and will remain open as long as both genera-
tors remain on-line and the bus tie is not man-
ually selected closed.
AC POWER
GENERAL
As part of the anti-ice protection system, left
and right windshield heaters are powered by
two, left and right engine-driven alternators.
The alternators are mounted to the front of
the engine accessory drive box, next to the
starter/generator, and operate from 6,000 to
12,000 rpm (Figure 2-7).
The alternators supply 200 VAC, 200-400 Hz

at a maximum of 5 KVA single phase output.
The alternator output is controlled by a sepa-
rate control unit that contains the monitor cir-
cuitry for the windshield. There are no
provisions for directly monitoring alternator
output on the EICAS displays, but loss of AC
power from an alternator would be detected by
failure of windshield anti-ice.
The output of the alternators is only used by

the windshield anti-ice.

2-28
L ISOLATION R ISOLATION
CONTACTOR CONTACTOR
80A 100A 15A 100A 80A
35A 35A
EMERGENCY R ESS AVIONIC
L ESS AVIONIC
CONTACTOR CONTACTOR
CONTACTOR
EMER
BATT
L MAIN AV R MAIN AV
CONTACTOR 15A CONTACTOR
35A 35A
GCU

APU
L NON-ESS BUS START
GPU R NON-ESS BUS
GEN
L NON-ESS L MAIN L ESSENTIAL APU R ESSENTIAL R MAIN R NON-ESS

CONTACTOR CONTACTOR CONTACTOR L HOT BUS R HOT BUS CONTACTOR CONTACTOR CONTACTOR CONTACTOR
ANTI–FLASH
CONTACTOR 15A 15A
80A 130A 150A 150A 130A 80A
L GEN BUS R GEN BUS

BUS–TIE CONTACTOR
(NORMALLY OPEN)
40A
L BATTERY 40A R BATTERY
CONTACTOR CONTACTOR
40A 40A
L LINE R LINE
CONTACTOR CONTACTOR
GCU GCU
20A
REAR HOT BUS
L START L MAIN R MAIN R START

GEN BATT BATT GEN
LEGEND
FlightSafety
ELECTRICAL
L AV R AV
ELEC GENERATOR POWER UNPOWERED DIODE MSTR

L ESS
EMER BATT
EMER
R ESS
MSTR
OFF OFF
VOLTS 23.8 24.0 GPU POWER FUSE CONTACTOR L R
L MAIN NON-ESS NON-ESS R MAIN
EMER-V 25.0
international
CURRENT SENSOR OFF OFF
EMERGENCY BATTERY POWER
AMPS 0 0 L GEN BUS-TIE R GEN
OFF OFF
TEMP °C 30 32 Figure 2-18. System Power-Up on Main & Emergency EXT PWR L BATT R BATT APU GEN
Battery Power (On Ground)

CONTACTOR CONTACTOR
80A 100A 15A 100A 80A
35A 35A
L ESS AVIONIC
CONTACTOR CONTACTOR
CONTACTOR
EMER
BATT
L MAIN AV R MAIN AV
CONTACTOR CONTACTOR
15A
35A 35A
GCU
APU

L NON-ESS BUS START
GPU R NON-ESS BUS
GEN

ANTI–FLASH
CONTACTOR 15A 15A
80A 130A 150A 150A 130A 80A
L GEN BUS R GEN BUS

BUS–TIE CONTACTOR
(NORMALLY OPEN)
40A
CONTACTOR CONTACTOR
40A 40A
L LINE R LINE
CONTACTOR CONTACTOR
GCU GCU
20A
REAR HOT BUS

BATT BATT GEN
GEN
LEGEND
ELECTRICAL
L AV R AV
GENERATOR POWER UNPOWERED DIODE
ELEC MSTR EMER BATT MSTR
FlightSafety
L ESS R ESS
VOLTS 28.0 28.0 GPU POWER FUSE CONTACTOR L R

EMER-V 28.0 EMERGENCY BATTERY POWER CURRENT SENSOR
international
AMPS 0 0 L GEN BUS-TIE R GEN
OFF OFF
TEMP °C 39 38
2-29
Figure 2-19. System Power-Up with EXT PWR L BATT R BATT APU GEN
ON
External Power Connected
2-30
CONTACTOR CONTACTOR
80A 100A 15A 100A 80A
35A 35A
L ESS AVIONIC
CONTACTOR CONTACTOR
CONTACTOR
EMER
BATT
L MAIN AV R MAIN AV
CONTACTOR CONTACTOR
15A
35A 35A
GCU
APU

L NON-ESS BUS START
R NON-ESS BUS
GEN

15A 15A
80A 130A 150A 150A 130A 80A
L GEN BUS R GEN BUS

BUS–TIE CONTACTOR
(NORMALLY OPEN)
40A
CONTACTOR CONTACTOR
40A 40A
L LINE R LINE
CONTACTOR CONTACTOR
GCU GCU
20A
REAR HOT BUS

GEN BATT BATT GEN
LEGEND
BATTERY POWER APU POWER CIRCUIT BREAKER ELECTRICAL
L AV R AV
MSTR EMER BATT MSTR
ELEC GENERATOR POWER UNPOWERED DIODE
FlightSafety
L ESS R ESS
EMER
OFF OFF
VOLTS 22.5 22.7 FUSE
GPU POWER CONTACTOR L R
EMER-V 22.8
OFF OFF
AMPS 0 0
international
L GEN BUS-TIE R GEN
TEMP °C 39 38
OFF OFF
Figure 2-20. System During Right Engine Battery Start

(On Ground)
CONTACTOR CONTACTOR
80A 100A 15A 100A 80A
35A 35A
L ESS AVIONIC
CONTACTOR CONTACTOR
CONTACTOR
EMER
BATT
L MAIN AV R MAIN AV
CONTACTOR CONTACTOR
15A
35A 35A
GCU
APU
L NON-ESS BUS START

R NON-ESS BUS
GEN

15A 15A
80A 130A 150A 150A 130A 80A
L GEN BUS R GEN BUS

BUS–TIE CONTACTOR
(NORMALLY OPEN)
40A
CONTACTOR CONTACTOR
40A 40A
L LINE R LINE
CONTACTOR CONTACTOR
GCU GCU
20A
REAR HOT BUS

GEN BATT BATT GEN
LEGEND
ELECTRICAL
L AV
MSTR EMER BATT
R AV
MSTR
L ESS R ESS
FlightSafety
VOLTS 28.2 28.2
GPU POWER FUSE CONTACTOR L R
EMER-V 28.2 L MAIN NON-ESS NON-ESS R MAIN
AMPS 0 420
international
L GEN BUS-TIE R GEN
TEMP °C 41 39 OFF
2-31
Figure 2-21. System After Right Engine Battery Start EXT PWR L BATT R BATT APU GEN
(On Ground)
2-32
CONTACTOR CONTACTOR
80A 100A 15A 100A 80A
35A 35A
L ESS AVIONIC
CONTACTOR CONTACTOR
CONTACTOR
EMER
BATT
L MAIN AV R MAIN AV
CONTACTOR CONTACTOR
15A
35A 35A

L NON-ESS L MAIN L ESSENTIAL R ESSENTIAL R MAIN R NON-ESS

CONTACTOR CONTACTOR CONTACTOR L HOT BUS R HOT BUS CONTACTOR CONTACTOR CONTACTOR
15A 15A
80A 130A 150A 150A 130A 80A
L GEN BUS R GEN BUS

BUS–TIE CONTACTOR
(NORMALLY OPEN)
40A
CONTACTOR CONTACTOR
40A 40A
L LINE R LINE
CONTACTOR CONTACTOR
GCU GCU
20A
REAR HOT BUS

BATT BATT GEN
GEN
LEGEND
ELECTRICAL
L AV
MSTR EMER BATT
R AV
MSTR
FlightSafety
L ESS R ESS
VOLTS 27.8 28.2 FUSE
GPU POWER CONTACTOR
L R
AMPS 50 65
international
L GEN BUS-TIE R GEN
TEMP °C 41 39
Figure 2-22. System During Normal Flight
FlightSafety
international
ABNORMAL MODES OF
OPERATION
BATTERY OVERHEAT
If either nickel-cadmium main battery exceeds
the temperature value shown in Table 2-1, the
crew will be alerted in several different ways.
First, the Master Caution or Master Warning
annunciators, depending on battery tempera-
ture, will be activated. A corresponding CAS
message will be generated for a battery over-
heat. An amber “L or R BATT OVHT” message
will be displayed for battery temperature ex-
ceeding 60° C and a red message will be dis-
played if the battery temperature exceeds 70°
C. Also, if battery temperature exceeds 70°, a
red “L or R BATT OVHT” annunciator on the
CWP will illuminate and the corresponding
battery will be automatically switched OFF if
not already switched off by the crew. The bat-
tery temperature must be less than 60° C be-
fore it can again be turned on.
If the SUMRY or ELEC system schematic is

being displayed on the EICAS or MFD dis-
plays, the digital readout of the battery tem-
perature for the affected battery will change
color. If the battery temperature exceeds 60°
C (140° F) the digital battery temperature dis-
play will change from white to a boxed amber
and if the temperature exceeds 70° C (160° F)
it will change to boxed red.
The Flight Manual procedure for this mal-

function is rather simple. Confirm the battery
temperature on the SUMRY or ELEC system
schematic and turn the affected battery OFF,
if not already off. If the temperature is ex-
ceeding 60° C and continuing to rise, land as
soon as practical. If the temperature is ex-
ceeding 70° C and is not decreasing, land as
soon as possible.

FlightSafety
international
SINGLE GENERATOR FAILURE

In the event of a single generator failure in
flight, the operating generator must supply
the load for both sides of the DC electrical
power system. To prevent shock loading of
the remaining generator, load shedding of the
non-essential busses automatically occurs.
After a 5 second voltage check delay, the bus-
tie automatically closes. The CAS will display
an amber “L or R GEN FAIL” message and a
white “BUS TIE CLSD” message after the
bus-tie automatically closes. Indications on the
electrical control panel would be illuminated
OFF captions on the left and right NON-ESS
bus switches, an illuminated OFF caption on
the GEN switch of the failed generator and an
illuminated bar on the BUS-TIE switch. This
is illustrated in Figure 2-23. All other sys-
tems will continue to operate normally. If nec-
essary, the crew should reduce the load further
in accordance with AFM procedures and if
conditions warrant, attempt to reset the failed
generator. Following AFM procedures, non-
essential busses may be regained by selecting
the appropriate NON-ESS switch. No aircraft
electrical system power is required to reset a
generator, however, the corresponding L GEN
or R GEN circuit breaker must be in to sustain
generator operation.

CONTACTOR CONTACTOR
80A 100A 15A 100A 80A
35A 35A
L ESS AVIONIC
CONTACTOR CONTACTOR
CONTACTOR
EMER
BATT
L MAIN AV R MAIN AV
CONTACTOR CONTACTOR
15A
35A 35A


15A 15A
80A 130A 150A 150A 130A 80A
L GEN BUS R GEN BUS

BUS–TIE CONTACTOR
(NORMALLY OPEN)
40A
CONTACTOR CONTACTOR
40A 40A
L LINE R LINE
CONTACTOR CONTACTOR
GCU GCU
20A
REAR HOT BUS

BATT BATT GEN
GEN
LEGEND
ELECTRICAL
L AV R AV
ELEC GENERATOR POWER UNPOWERED DIODE MSTR EMER BATT MSTR
FlightSafety
L ESS R ESS
VOLTS 27.8 27.8 GPU POWER FUSE CONTACTOR

L R
OFF OFF
AMPS 0 115
international
L GEN BUS-TIE R GEN
TEMP °C 41 42 OFF
2-35
Figure 2-23. System with Single (Left) Generator

Failure (In Flight)
FlightSafety
international
DUAL GENERATOR FAILURE Table 2-4 shows what components and sub-sys-
tems will be available under a dual generator
Dual generator failure would become most ap- failure situation. In addition, both essential
parent with illumination of the red GEN FAIL avionics, both main busses and both main
annunciator on the CWP and the accompany- avionic busses are available by manual selec-
ing flashing Master Warning lights. Also the tion if desired; however, this will significantly
CAS would display a red “L R GEN FAIL” reduce the main battery time duration.
message. Generator failure can be verified by
noting zero left and right amps on the Figure 2-25 illustrates the electrical system in
E I C A S / M F D S U M RY o r E L E C s y s t e m the event of a dual generator failure followed
schematic display and OFF illuminated in each by main battery failure, but with the EMER
generator switch. BATT still powering the EMER BATT BUS.
The red “LR GEN FAIL” CAS will not illu- Table 2-5 illustrates the condition of the DC
minate during ground operations with both electrical system contactors during some pos-
generators OFF and either white “L/R ENG sible abnormal conditions. The table also shows
SHUTDOWN” CAS illuminated. However, which contactors will be operated manually.
the red “LR GEN FAIL” CAS will illuminate
in flight regardless of whether a “L or R ENG
SHUTDOWN” CAS is illuminated.
With a double generator failure in flight, main

airplane batteries and the emergency battery
powers the DC electrical systems. Figure 2-24
illustrates how both main busses, both main
avionics busses and both non-essential busses
have been automatically depowered to imme-
diately shed the electrical load. Also, the right
isolation contactor automatically opens leav-
ing the emergency battery to power the emer-
gency battery bus. The bus tie remains open,
so the left battery will power the left essential
bus and left essential avionics bus, and the
right battery will power the right essential bus
and the right essential avionics bus. The AFM
procedure for L and R GEN FAIL is to turn off
the avionics master switches which will also
cause the loss of the left and right essential
avionics busses.
Indications on the electrical control panel with

a dual generator failure would be OFF cap-
tions on the left and right MAIN bus switches,
NON-ESS bus switches and GEN switches.
Also, the EMER captions on the emergency bat-
tery switch would be illuminated indicating the
emergency battery is powering the emergency
battery bus. The OFF captions in the L and R
AV MSTR will also be illuminated when the
avionics master switches are selected off.

L ESS AV BUS * L ESS BUS EMER BATT BUS R ESS BUS R ESS AV BUS *
CONTACTOR CONTACTOR
80A 100A 15A 100A 80A
35A 35A
L ESS AVIONIC
CONTACTOR CONTACTOR
CONTACTOR
EMER
BATT
L MAIN AV R MAIN AV
CONTACTOR 15A CONTACTOR
35A 35A


15A 15A
80A 130A 150A 150A 130A 80A
L GEN BUS R GEN BUS

BUS–TIE CONTACTOR
(NORMALLY OPEN)
40A
CONTACTOR CONTACTOR
40A 40A
L LINE R LINE
CONTACTOR CONTACTOR
GCU GCU
20A
REAR HOT BUS
L START L MAIN R MAIN

R START
GEN BATT BATT
GEN
LEGEND
ELECTRICAL
L AV
MSTR EMER BATT
R AV
MSTR
FlightSafety
L ESS R ESS
VOLTS 24.0 24.2 OFF
EMER
OFF
GPU POWER FUSE CONTACTOR
L R
OFF OFF OFF OFF
AMPS 0 0
international
° NOTE: CREW SELECTS L/R AV MSTR SWITCHES OFF PER AFM PROCEDURE L GEN BUS-TIE R GEN
TEMP °C 41 42
OFF OFF
2-37
Figure 2-24. System with Double Generator Failure

(In Flight)
2-38
CONTACTOR CONTACTOR
80A 100A 15A 100A 80A
35A 35A
L ESS AVIONIC
CONTACTOR CONTACTOR
CONTACTOR
EMER
BATT
L MAIN AV R MAIN AV
CONTACTOR CONTACTOR
15A
35A 35A
GCU
APU

L NON-ESS BUS START
GPU R NON-ESS BUS
GEN

ANTI–FLASH
CONTACTOR 15A 15A
80A 130A 150A 150A 130A 80A
L GEN BUS R GEN BUS

BUS–TIE CONTACTOR
(NORMALLY OPEN)
40A
CONTACTOR CONTACTOR
40A 40A
L LINE R LINE
CONTACTOR CONTACTOR
GCU GCU
20A
REAR HOT BUS

GEN BATT BATT GEN
LEGEND
ELECTRICAL
ELEC GENERATOR POWER UNPOWERED DIODE L AV
MSTR EMER BATT
R AV
MSTR
L ESS R ESS
VOLTS 0 0 EMER
FlightSafety
FUSE OFF OFF
GPU POWER CONTACTOR
L R
OFF OFF OFF OFF

AMPS 0 0
international
L GEN BUS-TIE R GEN
TEMP °C 41 42
OFF OFF
Figure 2-25. Emergency Power Supply System EXT PWR L BATT R BATT APU GEN
OFF OFF
Table 2-4. DC POWER DISTRIBUTION WITH DOUBLE GENERATOR FAILURE
L ESS AV* L ESS BUS EMER BATT BUS R ESS BUS R ESS AV*
DU 1 COMM 1, AUDIO 1, CABIN PA, ADF 1 EMER BUS/VOLTS AUDIO 2 DU 3
RAD ALT 1 DME 1, NAV 1, FMS 1, ATC 1 DAU1 CH A RMU 2 PWR SEC DU 4
RMU 1 PWR PRI DAU2 CH A R CWP, FDR
L DISPLAY CTRL, DU 2** STBY ATT GYRO & LIGHTING R DISPLAY CTRL
IC/SG 1, ADC 1 STBY ALTIMETER VIBRATOR & LIGHTING IC/SG 2, ADC 2
DAU 1 CH B STBY AIRSPEED LIGHTING DAU 2 CH B
AHRS PWR #1 PRI, GEAR CTRL/IND AHRS PWR #1 SEC
AHRS PWR #2 SEC PAX OXY (MANUAL DEPLOY) AHRS PWR #2 PRI
CVR, L CWP RMU 1 PWR SEC R SQUAT SW

L SQUAT SW INBD BRAKES/ANTI-SKID OTBD BRAKES/ANTI-SKID
MAIN HYD PRESS IND CKPT EMER INSTR LTS BRAKE ACCUM PRESS
R PRESS
AUX HYD, CTRL R STALL WARN

NWS MOTOR, CMPTR EMER LIGHTING (ON GROUND) SPOILER IND
L STALL WARN R FLAP POSN, CTRL
SPOILER CTRL L EMER HOT BUS R EMER HOT BUS RUD TRIM/FORCE, SEC PITCH
L FLAP POSN PIT TRIM BIAS
AIL TRIM, PRI PITCH L FIRE EXT R FIRE EXT R WHEEL MSTR
ELEV DISCONNECT L FWSOV R FWSOV R ESS BUS, VOLTS
L WHEEL MSTR R FUEL FLOW
L ESS BUS, VOLTS R IGN CH A/B
L FUEL FLOW R ENG CMPTR
L HOT BUS R HOT BUS R FIRE DET
L IGN CH A/B
L ENG CMPTR R TR DEPLOY, ANN, STOW
NONE LEFT CKPT OVRHD LT
L FIRE DET R OIL PRI/TEMP
ENTRY LIGHTS
L TR DEPLOY, ANN, STOW R FUEL QTY
RAD CTL HOT BUS RELAY
L OIL PRI/TEMP R STBY PUMP PWR/CTRL
#1 COMM/NAV
L FUEL QTY FUEL XFLOW
#1 & 2 AUDIO
L FUEL STBY PUMP PWR/CTRL R BLEED, TEMP CTRL MAN
CLR DEL HEAD
L BLEED, LEAK DETECT, PACK R WSHLD HEAT
L EMER PRESS ICE DETECT
L WSHLD HEAT REAR HOT BUS STBY PITOT HT
CKPT FLOOD, MAP
CKPT INSTRS, L ESS PWR SPPR/DEFUEL VALVE/FUEL XFLOW
BAGGAGE LIGHTS
R GEN BUS
DOOR LIGHTS
TAILCONE UTIL LIGHT
R LAND LIGHT
TOILET SVC
L GEN BUS EMER LIGHTING
R TAXI LIGHT
BAGGAGE HEAT
PYLON LIGHTS
L LAND LIGHT NAV LIGHT-FWD
FlightSafety
L TAXI LIGHT NAV LIGHTS-AFT
AUX HYD PUMP PWR SEC PITCH TRIM
PRI PITCH TRIM R GEN FIELD
L GEN FIELD
international
* NOTE 1: L and R Essential Avionics Buses will also remain powered until L and R AV MSTR switches are
selected OFF, as per AFM procedure.
2-39
**NOTE 2: AFM procedure calls for turning DU 2 OFF.

2-40
Table 2-5. ABNORMAL CONTACTOR OPERATION

L START R START
ON ON
ELECTRICAL
CONTROL EMER L AV R AV L AV R AV L R
EXT PWR BUS-TIE L GEN R GEN L BATT R BATT BATT MSTR MSTR MSTR MSTR L MAIN R MAIN NON-ESS NON-ESS
PANEL
ON EMER
SWITCH * MAN OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF
AVAIL OFF
CONTACTOR ANTI- BUS- L R L R EMER L R L ESS R ESS L R L MAIN R MAIN L R L R

FLASH TIE LINE LINE BATT BATT BATT ISOL ISOL AV AV ESS ESS AV AV MAIN MAIN N-ESS N-ESS
Single gen
A A M M M A M M A A M M A A
failure (R)
Double gen **
CONDITION
failure M M M A A
In-flight right
engine start A A M M M M A A M M A A
R ess contactor
fails open A A M M M A A M M A M M A A A A
M — Denotes contactor manually selected/energized closed for the condition shown.

A — Denotes contactor automatically energized closed for the condition shown.
* — Switch captions are for illustration purposes only, and do not correlate to contactor positions in this table.
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** — Assumption is made that AV Master switches are selected off IAW AFM procedure.
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REVIEW QUESTIONS
1. The battery contactor for a main battery 5. Which of the following items is not on one
will automatically open if: of the hot busses?
A. The battery voltage drops to less than A. Left and right FWSOVs
14 VDC for more than 10 seconds B. Clearance Delivery Head
with the airplane on the ground. C. Left and right fire extinguishers
B. The airplane is on the ground and the D. Cockpit Emergency Instrument Lights
battery voltage is less than 18 VDC.
C. The airplane is airborne and the bat- 6. The main airplane batteries can be re-
tery voltage is less than 14 VDC. charged via:
D. The airplane is airborne and the bat-
A. The ground power unit (GPU)
tery voltage is less than 18 VDC.
B. The auxiliary power unit (APU)
2. In the event of a dual generator failure, C. The left or right generator
how long should the aircraft main bat- D. Any of the above
teries supply DC power to the essential
busses? 7. After engine start with a GPU connected:
A. Minimum of 30 minutes (27 amp/hour A. The generator will automatically
batteries) come on.
B. Minimum of 60 minutes (38 amp/hour B. The generator may be manually se-
batteries) lected on with the GEN switch.
C. Approximately 3 hours C. The generator will automatically
D. Both a. and b. come on when the GPU is discon-
nected.
3. What is indicated on the EICAS SUMRY D. The generator will come on after dis-
page following EMER-V? connecting the GPU and momentar-
ily depressing the GEN switch.
A. It is an indication of emergency bat-
tery voltage.
8. Normally, the two generator busses act in-
B. It is an indication of airplane main
dependently; however, they are auto-
battery voltage.
matically tied whenever _____ .
C. It is an indication of the voltage on the
emergency battery bus. A. During engine start
D. It is always an indication of genera- B. Following a single generator failure
tor voltage. C. During SPPR refueling
D. Both a. and b. are correct
4. Generator Control Units provide all of
the following functions except?
A. Current limiting control
B. Voltage regulation
C. Overspeed protection
D. Alternator monitoring

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9. When operating inflight with a dual gen- 13. How long will the emergency battery
erator failure, __________ . power the emergency battery bus with
A. Power to the main busses will be au- both generators failed?
tomatically disconnected, but can be A. 1 hour minimum
reselected. B. 1.5 hours minimum
B. The left and right essential busses C. 2 hours minimum
will be powered by the respective D. 2.5 hours minimum
main batteries.
C. Items on the emergency battery bus 14. A single generator failure will automat-
will be powered by the emergency ically shed the ______ bus items.
battery.
A. Avionic
D. All of the above.
B. Hot
10. Which of the following busses are auto- C. Emergency
matically isolated from the main electri- D. Non-Essential
cal system during engine starting to
prevent possible voltage spike damage? 15. How is an alternator failure indicated?
A. Emergency Battery, Essential and A. A red “L/R ALTERNATOR” message
Essential Avionics will appear on the CAS.
B. Main and Main Avionics B. A red L/R A/C PWR annunciator on
C. Generator Busses the CWP will illuminate.
D. Hot Bus C. Left or right AC VOLTS will show
zero on the EICAS/MFD SUMRY
11. What does illumination of the white page.
EMER BATT light on the CWP indicate? D. None of the above.
A. Emergency battery voltage is less than
22 VDC. 16. While making a GPU assisted engine
start, which of the following is/are true?
B. The emergency battery is turned off.
C. The emergency battery is turned on A. “EMER” will illuminate in the emer-
and is discharging. gency battery switch.
D. Emergency battery is recharging. B. EMER-V on the EICAS SUMRY page
will show GPU voltage.
12. Where is the indication of battery tem- C. Left and right essential bus VOLTS on
perature found on airplanes equipped the EICAS SUMRY page will show
with NICAD batteries? GPU voltage.
A. On the EICAS or MFD SUMRY page
B. On the EICAS or MFD ELEC system
schematic
C. On page two of the RMU backup en-
gine display pages
D. Both a. and b. are correct

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17. Which of the following statements is true

regarding use of the APU for electrical
power?
A. The APU can be used to power the
electrical system on the ground in
conjunction with an airplane engine
generator.
B. The APU can be used inflight with
one or both generators operating.
C. The APU and a GPU can be used at the
same time.
D. The APU and a GPU cannot be used
at the same time, the APU will take
precedence.
18. In flight, at what amperage will the amp

display on the EICAS SUMRY page
change color to amber?
A. 275
B. Above 300
C. Above 400
D. 450
19. If the left generator fails inflight, what

will the left essential VOLTS show on
the EICAS SUMRY page?
A. Zero volts will be displayed.
B. It will show emergency battery volt-
age.
C. It will show voltage of the operating
generator.
D. It will show red dashes to indicate the
generator has failed.
20. What indication(s) will the crew have of

a generator failure?
A. The Master Caution lights will flash.
B. An “OFF” annunciation will illumi-
nate on the corresponding generator
switch.
C. A flashing amber L or R GEN FAIL
message will appear on the CAS.

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-2
Cockpit Lighting .............................................................................................................. 3-2
Cabin Lighting ................................................................................................................. 3-5
Baggage/Tailcone Lighting .............................................................................................. 3-8
Emergency Lighting System ............................................................................................ 3-9
Abnormal Interior Lighting Conditions......................................................................... 3-10
EXTERIOR LIGHTING ....................................................................................................... 3-12
Landing-Taxi Lights....................................................................................................... 3-12
Recognition Lights......................................................................................................... 3-12
Navigation Lights........................................................................................................... 3-12
Tail Logo Lights (Optional) ........................................................................................... 3-12
Anticollision Lights (Beacon/Strobe) ............................................................................ 3-12
Wing Inspection Light ................................................................................................... 3-14
Exterior Convenience Lights (Optional)........................................................................ 3-15
Abnormal Exterior Lighting Conditions........................................................................ 3-15

ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Locations ...................................................................................... 3-2
3-2 Cockpit Lighting....................................................................................................... 3-3
3-3 Pilot L CREW LIGHTS Control Panel .................................................................... 3-4
3-4 Copilot R CREW LIGHTS Control Panel ............................................................... 3-4
3-5 Map Lights ............................................................................................................... 3-5
3-6 NO SMOKING/BELTS Switch ............................................................................... 3-6
3-7 Cabin Lighting Controls........................................................................................... 3-7
3-8 Baggage Compartment Lights and Switch............................................................... 3-8
3-9 Tailcone Compartment Lightswitch ......................................................................... 3-9
3-10 Cockpit EMER LIGHT Switch ................................................................................ 3-9
3-11 Battery Mode Lighting........................................................................................... 3-11
3-12 Emergency Battery Mode Lighting........................................................................ 3-11
3-13 External Airplane Lighting .................................................................................... 3-13
3-14 Landing Lights ....................................................................................................... 3-13
3-15 Taxi Light ............................................................................................................... 3-13
3-16 Wing-Tip Navigation Light .................................................................................... 3-14
3-17 Tail Navigation Light ............................................................................................. 3-14
3-18 Upper Anticollision Light ...................................................................................... 3-14
3-19 Lower Anticollision Light...................................................................................... 3-14
3-20 Wing Inspection Light............................................................................................ 3-15

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CHAPTER 3
LIGHTING
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INTRODUCTION
Lighting is used to illuminate the cockpit area and all flight instruments. The majority of
the instruments are internally lighted. For general illumination, floodlights, of either the
fluorescent or incandescent type, are used. Rheostatic controlled goose-neck map lights
are installed on both the left and right side panels. The standard warning lights are avail-
able for the cabin area, and emergency lights are provided to illuminate the exits in the
event of an emergency. Exterior lighting consists of landing and taxi, recognition, strobe,
navigation, beacon, and a wing inspection light. Optional exterior lighting consists of tail
logo lights and exterior convenience lights that illuminate the single-point refueling and
baggage door areas.
GENERAL
Airplane lighting is divided into interior and Cockpit lighting consists of map lights,
exterior lighting. Interior lighting is divided glareshield floodlights, instrument/indicator
into cockpit, cabin (includes lavatory), tailcone lights, panel lights, dome lights and two cock-
baggage and tailcone maintenance lighting. pit switch panels to control the lights.

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Cabin lighting consists of entry, overhead, sources to lighting groups. See Figure 3-2 and
table and reading lights (spot lights), and lava- the descriptions within this chapter.
tory lights.
Pilot Left Crew Lights Panel
Tailcone baggage lighting is provided within
the baggage compartment. Tailcone mainte- The pilot’s L CREW LIGHTS panel (Figure
nance lighting consists of lighting within the 3-3) is 28 VDC powered from the left essen-
tailcone equipment compartment. tial bus and protected by a circuit breaker la-
beled “CKPT INSTRS L ESS PWR,” located
Additional interior lighting consists of an within the LIGHTS group of circuit breakers
emergency cabin lighting package that uti- on the left side circuit breaker panel. The four
lizes existing overhead lights, additional exit pilot LCU channels control:
lights and seat base mounted floor proximity
lights. Optional exterior lighting is available • Channels 1 & 2–Pilot side main instru-
to illuminate the general areas around the bag- ment panel, overlays, and instruments.
gage compartment and the single-point pres-
sure refueling (SPPR) area. Logo lights that • Channel 3–Pilot’s circuit breaker panel.
illuminate the vertical stab and pulse mode ex-
terior lights are also available. • Channel 4–Left side bulbs that illumi-
nate switch/indicators (S/I's).
Following is a description of each of the rheo-

INTERIOR LIGHTING stat/potentiometer controls located on the
pilot’s L CREW LIGHTS panel.
The interior lighting locations for the cockpit,
cabin, baggage and maintenance areas of the
OVRHD – The cockpit can be illuminated by
airplane are illustrated in Figure 3-1.
a pair of overhead swivel lights. Each light is
individually controlled by the OVRHD rheo-
COCKPIT LIGHTING stat on the pilot and copilot switch panels.
The pilot overhead light can also be turned on
Cockpit lighting is controlled through two with the “COCKPIT” light switch on the main
cockpit control panels (Figures 3-3 and 3-4) entryway control panel (Figure 3-7), when
and two light control units (LCUs) that are lo- the main door is open and the OVRHD rheo-
cated within the forward avionics bay. Each stat on the left crew light panel is off. When
LCU (pilot LCU and copilot LCU) has four the upper main door is closed, to prevent in-
separate channels that distribute power re- advertent “blinding” of the crew, cockpit over-
CABIN LIGHTING
LAVATORY LIGHTING
COCKPIT LIGHTING
TAILCONE
MAINTENANCE
LIGHTING
TAILCONE BAGGAGE LIGHTING
Figure 3-1. Interior Lighting Locations

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4 5 6
PILOT'S CWP CO-PILOT'S

3 3
PRIMARY MULTI- PRIMARY
2 EICAS 2
FLIGHT FUNCTION FLIGHT
RMU-1 RMU-2
AUDIO AUDIO
DU-1 DU-2 DU-3 DU-4
8 9 10 11 12 13 14 15 16 17 9 8
7 7
SYS TEST/CDH
1 - L/R DISPLAY UNIT REV PANEL 10 - ELECTRICAL CONTROL PANEL
2 - L/R AOA INDICATOR (OPTIONAL) 11 - REVERSION CONTROL PANEL
3 - L/R DIGITAL CHRONOMETER 12 - ANTI-ICE PANEL
4 - STANDBY AIRSPEED INDICATOR THROTTLE 13 - AIRPLANE LIGHT CONTROL
5 - STANDBY ATTITUDE INDICATOR QUADRANT
14 - GEAR/HYDRAULIC PANEL
6 - STANDBY ALTIMETER 15 - CABIN PRESS/OXYGEN PANEL
7 - L/R RUDDER PEDAL ADJUSTMENT 16 - ENVIRONMENTAL CONTROL
8 - L/R CREW LIGHTS PANEL 17 - CVR CONTROL PANEL
9 - L/R AHRS PANEL HF
FLIGHT
SELCAL MGMT
L INSTR APU
SYSTEM
R INSTR TRIM WX RADAR
ENGINE/FUEL PANEL
PEDESTAL
Figure 3-2. Cockpit Lighting
head light control from the main entryway bezel control backlighting for these units is
control panel is disabled. Both overhead lights controlled by the INSTR rheostat. The pilot in-
are powered by the right main bus and are pro- strument panel lights receive 28 VDC power
tected by the OVRHD circuit breaker within from the left main bus and are protected by a
the CABIN group on the copilot’s circuit circuit breaker labeled “L INSTR” located
breaker panel. When the pilot’s overhead light within the LIGHTS group on the pilot circuit
is controlled via the main entryway switch, it breaker panel. The pilot’s INSTR rheostat also
receives power from the airplane hot bus sys- controls the brightness of the GEN AMPS dis-
tem. play on the APU control panel (if installed).
INSTR – The pilot’s instrument panel light- FLOOD – The entire instrument panel can be
ing is controlled via the INSTR rheostat and illuminated by a fluorescent floodlight located
is grouped as illustrated in Figure 3-2. The dis- beneath the glareshield. Dimming is controlled
play units and the radio management units via this rheostat located on the L CREW
have their own brightness control, however, the LIGHTS panel. Power to the floodlight is from

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Figure 3-3. Pilot L CREW LIGHTS Figure 3-4. Copilot R CREW LIGHTS
Control Panel Control Panel
the left essential bus and is protected by the • Channel 4–Right side bulbs that illu-
“FLOOD” circuit breaker within the LIGHTS minate switch/indicators (S/I's).
group on the pilot circuit breaker panel.
Following is a description of each of the rheo-
CB PANEL – This rheostat controls the in- stat/potentiometer controls located on the
tensity of overlay lighting on the pilot circuit copilot’s R CREW LIGHTS panel.
breaker panel. The panel receives 28 VDC
power from the left main bus and is protected INSTR – The copilot’s instrument panel group
by a circuit breaker labeled “L CB” located lighting is controlled via the INSTR rheostat
within the LIGHTS group on the pilot circuit as illustrated in Figure 3-2. The display units
breaker panel. and the radio management units have their
own brightness control, however, the bezel
Copilot Right Crew Lights Panel control backlighting for these units is con-
trolled by the INSTR rheostat. The copilot
The copilot R CREW LIGHTS panel (Figure grouping of instrument panel lights receive
3-4) is 28 VDC powered from the right main 28 VDC power from the right main bus and
bus and protected by a circuit breaker labeled is protected by a circuit breaker labeled “R
“CKPT INSTRS R ESS PWR,” located within INSTR” located within the LIGHTS group
the LIGHTS group of circuit breakers on the on the copilot circuit breaker panel.
copilot’s circuit breaker panel. The four copi-
lot LCU channels control: OVRHD – This rheostat functions the same
as previously described under pilot’s left crew
• Channels 1 & 2–Copilot side main in- light panel, in this chapter; however, it can-
strument panel and glareshield over- not be turned on with the “COCKPIT” light
lays, instruments, and pedestal overlays. switch on the main entryway light control
panel as can the pilot overhead light. It is also
• Channel 3–Copilot circuit breaker panel. powered through the OVRHD circuit breaker

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in the CABIN group of circuit breakers on A S/I bulb test may be initiated by selecting
the copilot side. LTS on the system test knob (center pedestal)
and depressing the PRESS–TO–TEST button.
PEDESTAL – This rheostat controls the light- When the test is activated, a relay is ener-
ing intensity for the center pedestal. The gized, providing grounds to each LCU–pow-
FMS display intensity is regulated by the ered S/I and to the RAD HOT BUS S/I. During
dim button on the FMS control panel. this test a ground is also supplied to the CWP
Pedestal lighting receives power from the to initiate a lamp test of all S/Is (MASTER
right main bus and is protected by a circuit WARN/CAUT, FIRE PUSH and all CWP
breaker labeled “PEDESTAL” located within lights).
the LIGHTS group on the copilot circuit
breaker panel. The brightness of the GEN Map Lights
AMPS display on the APU control panel (if
installed) is controlled by the pilot’s INSTR Two multi-directional, goose-neck map lights
lights rheostat. are located in the cockpit, one on each side
(Figure 3-5). Power is provided to each light by
CB PANEL – This rheostat controls the in- the left essential bus and is protected by a cir-
tensity of overlay lighting to the copilot’s circuit breaker labeled “MAP” which is located
cuit breaker panel. The panel receives 28 on the pilot circuit breaker panel in the LIGHTS
VDC power from the right main bus and is group. Dimming is controlled by a rheostat lo-
protected by a circuit breaker labeled “R cated at the base of each light assembly.
CB” located within the LIGHTS group on
the copilot circuit breaker panel.
CABIN LIGHTING
Switch/Indicators (S/Is) General
A majority of the switches in the cockpit are Passenger compartment lighting consists of
of the pushbutton switch/indicator (S/I) type. entry/exit, overhead, passenger read/table, re-
They are designed so that none of the S/Is are freshment cabinet, NO SMOKING/FASTEN
illuminated under normal conditions, which SEAT BELT and lavatory (read/vanity) lights.
supports the “dark cockpit” concept. For ex- Primary cabin lighting control is through the
ample, the generator S/Is on the electrical main entryway control panel (Figure 3-7) which
control panel are black (blank) when the gen-
erators are ON and “OFF” illuminates in the
S/Is when the generators are off.
For redundancy, each of the S/Is contain four

bulbs and receive power from two different
sources. The pilot lighting control unit (LCU)
supplies power to the two left bulbs and the
copilot’s LCU supplies power to the right two
bulbs in most of the S/Is. Exceptions to this
are the RAD HOT BUS S/I, which receives
power from the hot bus, and the warning S/Is
(MASTER WARN/CAUT and engine FIRE
PUSH) which receive power through the crew
warning panel (CWP). The S/I legends illu-
minate full bright when the NAV lights are
OFF and are step dimmed with NAV lights
ON. Figure 3-5. Map Light

is located on the left-hand storage cabinet, for-

ward of the cabin door. Additional lighting
controls are located in the individual seat pas-
senger control units (for reading and table
lights), master control panel and the lavatory
control panel (fluorescent and spotlights).
A main entryway control panel, as illustrated

in Figure 3-7 is installed at the forward side
of the entry door opening. There are six push-
push switches incorporated in the panel as-
sembly. They operate as follows:
COCKPIT Provides remote ON/OFF

c o n t r o l f o r p i l o t ’s s i d e
overhead light (using right
hot bus power).
ENTRY Provides ON/OFF control

for door entry light (using
right hot bus power). Figure 3-6. NO SMOKING/BELTS Switch
CABIN LIGHT Provides ON/VARIABLE/

OFF control for cabin over- c a n b e u s e d t o ove r r i d e a n d d i s a b l e t h e
head fluorescent lights. switches on the main entryway control panel.
SPOT LIGHT Provides ON/OFF control Control of the NO SMOKING/FASTEN SEAT

for all spotlights in cabin. BELT sign is through a switch located on the
Spotlights include reading LIGHTS control panel in the cockpit. This
lights, table lights, cabin switch (Figure 3-6) is a three-position switch
entry light and lavatory labeled “OFF, BELTS and NO SMOKING +
spotlights. BELTS.” The LIGHTS control panel is dis-
cussed further in EXTERNAL LIGHTING,
LAV LIGHT Provides ON/VARIABLE/ this chapter.
OFF control for the lava-
tory overhead fluorescent A master passenger control panel is located
lights. in the mid-aft seat storage box in the standard
cabin configuration. When the menu item in-
PYLON Provides ON/OFF control dicated by the liquid-crystal display (LCD) is
for optional lights on the cabin lights, for example, operation of the
under side of each engine S E L E C T s w i t c h p r o v i d e s O N / VA R I -
pylon that illuminate the ABLE/OFF control. See Figure 3-7.
tailcone baggage door area
and the single point refu- Cabin lighting (except entry/exit light) is pow-
eling receptacle areas ered by the left and right non-essential busses.
(using rear hot bus power). This arrangement allows cabin lighting to be
used with a GPU powering the non-essential
A cabin lighting switch panel is also located busses, but with the rest of the electrical sys-
on the co-pilot’s side panel, aft of the circuit tem not powered (batteries off).
breaker panel (Figure 3-7). These switches

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CABIN
LIGHT
SPOT
LIGHT
COCKPIT
DISABLE
ENTRY CABIN
CABIN
LIGHT
COCKPIT (COPILOT) SIDE PANEL
SPOT
LIGHT
LAV
LIGHT
PYLON
MODEL 45
MUTE
SELECT
MAIN ENTRYWAY CONTROL PANEL MENU
SELECT MONITOR
MASTER (CABIN) CONTROL PANEL
Figure 3-7. Cabin Lighting Controls

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Entry/Exit Light seats on each side of the cabin. Some seats have
only one light, while others consist of a two-
The cabin entry/exit door light is installed in light assembly, referred to as table lights.
the upper main door to provide illumination Control for the reading lights is by the seat
of the lower door steps when both doors are mounted control units (Figure 3-7) or by the
open. This light is controlled by the ENTRY SPOT light switch on the main entryway con-
light switch (Figure 3-7) and is powered by the trol panel. Power for the reading lights is pro-
right hot bus regardless of the battery switch vided by the right non-essential bus and they
position. The light is inoperative when the are protected by the “L and R SPOT” circuit
entry door is closed. The entry/exit light is pro- breakers located within the CABIN group on
tected by a circuit breaker labeled “ENTRY,” the pilot and copilot circuit breaker panels.
located within the CABIN light group on the
copilot circuit breaker panel. Lavatory Lights
Overhead Lights Lavatory lights consist of two overhead spot-
lights, overhead fluorescent lights and a van-
The overhead lights consist of indirect fluo- ity light (optional). Control of the spotlights
rescent lighting located within the cabin cen- is by the lavatory control panel and the main
ter headliner. The cabin overhead lights can entryway control panel. The fluorescent light
be turned ON/OFF with the CABIN LIGHT is controlled by the LAV LIGHT switch on
switch on the main entry door control panel the main entryway control panel or the LAV
(Figure 3-7) or with the CABIN LIGHT switch LIGHT switch on the lavatory control panel.
in the cockpit, or through the MASTER CON- The lavatory lights are powered by the left
TROL PANEL. and right non-essential bus and protected by
the “LAV and R & L SPOT” circuit breakers
When using the entryway CABIN LIGHT within the CABIN group on the pilot and copi-
switch, the cabin lights come on full bright. lot circuit breaker panels.
They may be dimmed by depressing and hold-
ing the switch for a short duration. Depressing Galley Lights
and holding the switch a second time will
brighten the cabin lights and depressing and Lighting for the passenger refreshment area is
quickly releasing the switch turns the lights powered by the right non-essential bus and
OFF. protected by the “GALLEY” circuit breaker
within the CABIN group on the copilot circuit
The cockpit switch takes priority over the breaker panel.
other cabin lights controls. The CABIN
LIGHT switch turns the cabin lights on or off
from the cockpit. If the switch is held de- BAGGAGE/TAILCONE
pressed for several seconds, the cabin lights LIGHTING
begin to flash. The CABIN LIGHTS and SPOT
LIGHTS can be disabled with the DISABLE Lighting for the baggage compartment consists
CABIN switch in the cockpit. The cabin over- of two overhead dome lights. The lights are
head lights are powered by the left main bus controlled by the BAGGAGE LIGHTS switch
and are protected by the “CABIN” circuit located on the ceiling of the baggage com-
breaker within the CABIN group on the pilot partment (Figure 3-8). The baggage com-
circuit breaker panel. partment lights are powered by the airplane hot
bus system, and if they are inadvertently left
on, will automatically extinguish when the
Passenger Reading Lights baggage door is closed.
Reading and table lighting consists of 16 eye-
ball-type directional lights installed above the The tailcone equipment bay internal light is
also powered by the hot bus system. The

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and emergency exit area lights that illuminate

in the event of a failure of the normal electri-
cal system (dual generator failure). Control of
the emergency lighting system is through a
BAGGAGE three-position switch located on the LIGHTS
BAGGAGE control panel, forward of the center pedestal
COMPARTMENT
HEATER (Figure 3-10).
LIGHTS
The emergency lighting group consists of:
• 5 exit signs (2 per door, 1 on forward face

PYLON of lavatory partition)
• 4 reading lights
• 8 floor proximity lights (6 white lens,

Figure 3-8. Baggage Compartment 2 red lens near exits)
Light Switches
• Main door egress light (when upper
switch is located inside above the access door door open)
and if it is inadvertently left on, the light au-
tomatically extinguishes when the door is • Emergency exit egress light (external)
closed (Figure 3-9).
• Lavatory light
EMERGENCY LIGHTING The cockpit EMER LIGHTS switch is lever-
SYSTEM locked and labeled OFF, ARM and ON. When
the cockpit switch is in the OFF position the
The emergency lighting system is standard on
emergency lights are inhibited. When the
the Learjet 45 and consists of cabin overhead,
cockpit switch is in the ON position, the emer-
floor proximity lights (seat-base mounted),
Figure 3-9. Tailcone Compartment

Lightswitch Figure 3-10. Cockpit EMER LIGHT Switch

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gency lighting group illuminates. Activation ABNORMAL INTERIOR

periods are limited by a timing circuit to a min- LIGHTING CONDITIONS
imum of 10 minutes and a maximum of 12
minutes. Single Generator Failure
To function automatically, the cockpit switch Following a single generator failure, the air-
must be in the ARM position. Once armed, the plane electrical system automatically sheds the
emergency lighting system automatically il- non-essential busses. Normal power to the
luminates when normal electrical power is following cabin lighting will be lost; how-
lost (dual generator failure) or when the pas- ever, some of the lights can be powered by the
senger oxygen mask deployment occurs. When emergency lighting system:
the emergency lights are activated automati-
cally, they are limited by the timing circuit or • Lavatory Lights
may be deactivated by the pilot turning the
EMER LIGHTS switch to the OFF position. • Galley Lights
The crew is alerted when the airplane is pow- • Reading Lights
ered and the emergency lights are not armed.
To indicate this condition, an amber “EMER To regain full cabin lighting, the non-essen-
LIGHTS” CAS message is illuminated. A tial busses may be reconnected at the discre-
white EMER LIGHTS message is displayed on tion of the pilot. Cockpit lighting is not
the CAS when the EMER LIGHTS switch in affected by single generator failure.
the cockpit is selected ON.
The emergency lights receive power from ei-

Dual Generator Failure
ther the main batteries or the emergency bat- Should the airplane experience dual generator
tery. The emergency lights are divided into four failure, cockpit interior lighting will be af-
lighting zones (forward, mid-forward, mid-aft, fected in addition to the cabin lighting already
and aft), and each zone is powered in parallel lost with a single generator failure. Illustrated
from both electrical sources. The emergency in Figure 3-11 are the instruments that can
battery is inhibited from supplying power to still be illuminated in this situation. All
the ELS in the air, conserving power for ground switch/indicator lights will also continue to op-
egress illumination. If activated while on the erate normally, as will the landing gear indi-
ground, the emergency lights operate for ap- cator lights and the magnetic compass light.
proximately 10 minutes to adequately allow The cockpit flood lights and map lights will re-
for safe egress. Circuit breaker protection for main operational as long as the left main bat-
the emergency lights is located in the tailcone tery stays on line. The Learjet LR GEN FAIL
on the power distribution panel. Checklist tells the crew to turn the flood light
switch ON for night operation. Cockpit light-
ing that will be inoperative with dual genera-
tor failure are the overlay/back lighting for
the pilot and copilot instrument, center
pedestal, and left and right circuit breaker pan-
els.
Additional cabin lighting that is lost with a dual

generator failure are the overhead fluorescent
lights. This is in addition to the list of items
that is lost following a single generator loss.
The emergency lights will operate inflight as

STANDBY COMPASS
4 5 6
CREW WARNING
PANEL
AUDIO RMU RMU AUDIO

CONTROL #1 #2 CONTROL
PANEL PANEL
CDH LANDING GEAR INDICATOR LIGHTS
Figure 3-11. Battery Mode Lighting
long as either main battery has power re- power to the cockpit instruments illustrated in
maining, however, after approximately 10 Figure 3-12. The left cockpit overhead light,
minutes the emergency lights automatically the left map light and the floodlights will be
time out but may be reset by cycling the EMER lost. The landing gear indicator lights and the
LIGHTS switch to OFF and back ON. magnetic compass light will continue to op-
erate, however, all instrument panel and
If both of the airplane main batteries expire, pedestal switch/indicator lights will be inop-
the emergency battery will continue to provide erable.
STANDBY COMPASS
4 5 6
RMU
#1
LANDING GEAR INDICATOR LIGHTS
Figure 3-12. Emergency Battery Mode Lighting

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EXTERIOR LIGHTING control power from the respective left and

r i g h t m a i n bu s s e s t h r o u g h t h e L a n d R
The exterior lighting systems consist of the TAXI/LDG CTRL circuit breaker. When
landing lights, taxi lights, recognition lights, equipped with the pulse light option, the
navigation lights, anticollision (beacon/strobe) RECOG switch is modified to include a
lights, wing inspection light, and optional logo PULSE position.
and exterior convenience lights (Figure 3-13).
NAVIGATION LIGHTS
LANDING-TAXI LIGHTS The navigation lights system consists of three
The landing lights consist of two dual bulb lights: two wing-tip (winglet) position lights
light assemblies mounted just forward of the and one tail mounted position light that is
wing fuselage fairing (Figure 3-14). The taxi viewable from the rear (Figures 3-13, 3-16
lights consist of a single filament light mounted and 3-17).
on each main landing gear strut (Figure 3-15).
All three navigation lights are controlled by
When the LDG - TAXI lights switches are t h e NAV l i g h t s w i t c h ( F i g u r e 3 - 1 3 ) .
placed to the TAXI position, the taxi light on Additionally, setting the NAV light switch to
each main gear strut illuminates if that main NAV (or to NAV/LOGO) automatically dims
gear is down and locked. When these switches all cockpit switch/indicator lights on the in-
are placed to the LDG (landing) position, the strument panel and the center pedestal. The
taxi lights remain illuminated and the landing NAV switch is a two position (OFF-NAV) on
lights under the fuselage illuminate. The gear airplanes not equipped with the optional
does not have to be down for the landing lights LOGO lights. When equipped with the LOGO
to work. The landing lights consist of two lights, a third position (NAV/LOGO) is added
bulbs in an assembly under the right side of to the NAV light switch.
the fuselage and two bulbs in an assembly
under the left side of the fuselage. The out- The navigation lights receive 28 VDC power
board bulb in each assembly also serve as from the right main bus and are protected by
recognition lights when the landing lights are the “NAV” circuit breaker located on the copi-
not turned on. lot circuit breaker panel within the LIGHTS
group.
The landing/taxi lights are powered from the
left and right main busses, respectively and TAIL LOGO LIGHTS
are protected by circuit breakers labeled “L (OPTIONAL)
and R TAXI/LDG CTRL” located on the pilot
and copilot circuit breaker panels in the Optional tail logo lights consist of two lights
LIGHTS group. installed on the bottom of the horizontal sta-
bilizer that illuminate both sides of the verti-
RECOGNITION LIGHTS cal stabilizer. Controlled by a LOGO position
on the NAV light switch, they are powered by
Recognition lights consist of the outboard the right non-essential bus. The logo lights are
bulbs of the landing light assemblies. Moving protected by the “LOGO” circuit breaker lo-
the RECOG toggle switch on the light control cated on the copilot circuit breaker panel
panel up (Figure 3-13) illuminates both out- within the CABIN group.
board landing bulbs. When the landing lights
are turned on, the recognition bulbs illuminate
even when the RECOG switch is off. The
recognition lights receive power from the re-
spective left and right generator busses and use

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POSITION/NAV LIGHT
TAIL – UPPER
(WHITE)
ANTICOLLISION/STROBE
BEACON – UPPER
(RED/WHITE)
POSITION/NAV LIGHT
WING TIP – RH (OUTBOARD)
(GREEN)
ANTICOLLISION/STROBE
WING INSPECTION BEACON – LOWER
LIGHT – RH (RED/WHITE)
(WHITE)
TAXI LIGHT
STRUT POSITION/NAV LIGHT
LANDING LIGHT ASSEMBLY
UNDERWING FAIRING WING TIP – LH (OUTBOARD)
(RED)
RECOGNITION
LIGHTS (OUTBOARD ELEMENTS)
Figure 3-13. External Airplane Lighting
Figure 3-14. Landing and

Recognition Lights Figure 3-15. Taxi Light

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Figure 3-16. Wing-Tip Navigation Light Figure 3-18. Upper Anticollision Light
ANTICOLLISION LIGHTS airborne. Anytime the BCN position is se-

lected the red flash tube flashes. On aircraft
(BEACON/STROBE) modified by SB 45-33-2, the white flash tube
The anticollision light system consists of two in each light flashes when STROBE is se-
dual selectable beacon/strobe light units. The lected and the red flash tube flashes when the
upper anticollision light is located on the top BCN position is selected; there is no auto-
of the vertical stabilizer, and the lower light matic control through the squat switch. If
is mounted on the bottom of the wing/fuselage flight into weather is encountered and the
fairing (Figures 3-13, 3-18 and 3-19). strobe light becomes disorienting, the switch
can be set to either BCN or OFF.
Each anticollision light assembly contains
two flash tubes, one with an aviation red fil- The combined anticollision light system has
ter (beacon) and one with a clear filter (strobe). a flash rate of approximately 100 pulses per
On unmodified aircraft the three position minute. The system receives power from the
switch is labeled BCN/STROBE – BCN – OFF. left main bus and is protected by the
On aircraft modified by SB 45-33-2 the three “BCN/STROBE” circuit breaker located
position switch is labeled STROBE – BCN – within the LIGHTS group on the pilot circuit
OFF. When BCN/STROBE is selected on un- breaker panel.
modified aircraft only the red flash tube in
each light flashes when the aircraft is on the
ground (via squat switch ground mode sig-
nal) and the clear flash tube is inhibited until
Figure 3-17. Tail Navigation Light Figure 3-19. Lower Anticollision Light

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WING INSPECTION LIGHT Selection of the baggage area light is by an ad-

ditional switch mounted inside the baggage
The wing inspection light system provides the compartment. The switch is automatically
copilot with a means to visually detect ice switched OFF whenever the baggage com-
buildup on the airplane wings during night partment door is closed. The SPPR area light
operations. The system consists of a WING is controlled via the SPPR panel power switch.
INSP light pushbutton, located on the LIGHTS This switch is forced to the OFF position when
control panel (Figure 3-13); a halogen spot- the door is closed.
light assembly, flush-mounted in the right side
of the fuselage aft of the cockpit (Figure 3-20);
and a black spot located on the right wing
ABNORMAL EXTERIOR
leading edge. The black spot enhances visual LIGHTING CONDITIONS
detection of ice accumulation; however, clear
ice may not be detectable by visual inspection Single Generator Failure
alone.
Following a single generator failure, the air-
plane electrical system automatically sheds
The WING INSP pushbutton is a momentary
non-essential equipment. Powered by the right
action switch, meaning that the inspection
non-essential bus, the external logo lighting
spotlight illuminates the wing area only when
system will be inoperative.
the switch is held depressed. The system is
powered by the right main bus and is protected
by the “WING INSP” circuit breaker located Dual Generator Failure
within the LIGHTS group on the copilot cir-
Should the airplane experience dual genera-
cuit breaker panel.
tor failure, airplane external lighting will be
affected in addition to the logo lighting sys-
EXTERIOR CONVENIENCE tem that was already lost with a single gener-
LIGHTS (OPTIONAL) ator failure. External lighting that will be
inoperative with the loss of the left and right
When installed, the optional convenience light- main busses is as follows:
ing group consists of an area light mounted be-
neath each engine pylon to illuminate the Left Main Bus:
baggage compartment area on the left side of
the airplane, and the single-point pressure re- • Anticollision Lights
fueling (SPPR) access door area on the right
side of the airplane. Both area lights are pow- • Left Landing/Taxi Lights
ered from the hot bus system.
Right Main Bus:
• Wing Inspection Light
• Right Landing/Taxi Lights
• Navigation Lights
Should the airplane experience this malfunc-

tion during night operations, consideration
should be given as to which main electrical bus,
left, right, both or neither will be selected on
prior to landing to regain lost external light-
ing.
Figure 3-20. Wing Inspection Light
FOR TRAINING 3-15

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REVIEW QUESTIONS
1. The instrument panel floodlight control 5. Which of the following lights can be op-
is located: erated with the aircraft batteries turned
A. On the left crew lights control panel. OFF?
B. On the right crew lights control panel. A. Tailcone equipment bay light
C. On the instrument panel LIGHTS con- B. SPPR area floodlight (if installed)
trol panel. C. Baggage area floodlight (if installed)
D. On the floodlight assembly. D. All of the above
2. Which lights are automatically dimmed 6. If the airplane experiences a single gen-
when the NAV lights are turned on? erator failure inflight, which of the ex-
A. The left side instrument panel lights. ternal lighting systems is inoperative?
B. The right side instrument panel lights. A. Navigation lights
C. All cockpit switch/indicator lights. B. Recognition lights
D. All of the above. C. Landing/taxi lights
D. Logo lights (if installed)
3. During normal operation, which position
should the emergency lighting switch be
in?
A. OFF
B. ARM
C. ON
D. NO SMOKING
4. With the emergency light system installed

and the switch is in the ARM position,
which lights will come on inflight if elec-
trical power fails?
A. Floor proximity lights
B. Lavatory lights
C. Emergency exit lights

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
MASTER WARNING/CAUTION LIGHTS ........................................................................... 4-2
WARNING SYSTEM LIGHTS ............................................................................................. 4-4
System Test ...................................................................................................................... 4-4
Bulb Change..................................................................................................................... 4-4
Dimming Function ........................................................................................................... 4-5
CREW WARNING PANEL (CWP) ........................................................................................ 4-5
CREW ALERTING SYSTEM (CAS)..................................................................................... 4-5
Operation.......................................................................................................................... 4-5
Collector Messages .......................................................................................................... 4-6
CAS Message Inhibit Mode of Operation........................................................................ 4-7
AURAL WARNINGS.............................................................................................................. 4-8
TAKEOFF CONFIGURATION MONITOR........................................................................... 4-8
ABNORMAL CONDITION INDICATIONS....................................................................... 4-10

ILLUSTRATIONS
Figure Title Page
4-1 Master Warning System ........................................................................................... 4-3
4-2 System Test Switch .................................................................................................. 4-4
4-3 CAS Message Display on EICAS ............................................................................ 4-6
4-4 Thrust Lever Mute Switch........................................................................................ 4-8
TABLES
Table Title Page
4-1 Aural Warning and Voice Summary......................................................................... 4-9
4-2 CWP/CAS Message Summary............................................................................... 4-11

CHAPTER 4
MASTER WARNING SYSTEM
DU 2
NORM
PUSH REV
WARN EICAS/ R AFE
PFD NG NS L
R E MFDN U I
CAUT LO R O SS
GEAR Y
PYREV T
VH EL
E
PR W
R
TOFF O U LO
EN OR R F ESS
NORM BRK FAIL IL
DO PR W
TEST FA LO
EN
T G D
ANTI-SKID FAIL BAT L EE
R VHT R B
O AIR K
E R A
CPLT BRK FAULT EM TT AB LE
ST HT
BA
AT
T
NG
/ OV
L B HT WI AB
CLOSED OV ST AK
AR NG LE
FIRE AL GE WI HT
RM S E ED O V
PUSH NO AKE L
L B AIR
NG BR AIL AK
F
L E ON LE
L
PY HT
V V
O U EL
E
L R AFE F
L ES S
S
UN IL PR W
L O SS LO
E
PR W
LO
INTRODUCTION
The master (crew) warning system provides a warning for airplane equipment mal-
functions, an unsafe operating condition requiring immediate attention, an abnormal sys-
tem malfunction, or an indication that a system is in operation. Crew alerting is through
visual and aural means.
GENERAL
The Learjet 45 master (crew) warning system annunciators and/or voice and tone messages.
consists of the crew warning panel (CWP), It further controls the pilot and co-pilot mas-
the crew alerting system (CAS), voice mes- ter warning/caution annunciators and man-
sages, and the master warning/caution lights. ages the fire extinguisher system. As illustrated
The crew warning panel is an electronic as- in Figure 4-1, the CWP is center mounted on
sembly containing illuminated displays and the main instrument panel, and the master
aural generating systems. The CWP is used to warning/caution lights are located in the
provide the primary red warnings and cockpit glareshield, next to the DU2 and DU3 rever-
tone and voice warnings. The CWP receives sion switches. The CAS displays warning,
sensor inputs and responds with illuminated caution and advisory messages as a sub-func-

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tion of the EICAS (Engine Instrument/Crew announce the condition; and in some cases,
Alerting System) normally on display unit 2 there will be an accompanying voice message
(DU 2). Using display unit reversion, the CAS (See Table 4-1).
messages and EICAS display can be trans-
ferred to DU 3. Depressing either flashing master
WARN/CAUT light causes both master WARN
Although airplane system malfunction alert- lights to extinguish and the red CAS message
ing is described within each airplane system to stop flashing. Also, if the accompanying
chapter, the entire master list of CAS mes- voice message is mutable, it will be cancelled
sages is covered within this chapter to provide when either master WARN/CAUT light is de-
a single-source reference. Table 4-2 lists all pressed. The applicable CAS message and
possible CAS messages categorized by air- CWP, APU fire, or engine fire light remains
plane system. illuminated until the malfunction is cleared.
If the fault clears prior to depressing either
master WARN/CAUT light to cancel it, the
master WARN/CAUT lights extinguish.
MASTER
WARNING/CAUTION When a flashing amber CAS message is an-
nunciated, the amber CAUT portion of both
LIGHTS master WARN/CAUT lights flash and the sin-
gle chime master caution tone sounds.
The master WARN/CAUT lights are switch/in- Depressing either master WARN/CAUT light
dicators (S/Is) with “WARN” in red letters in causes the master CAUT lights to extinguish
the upper half of the switch and “CAUT” in and the amber CAS message to stop flashing.
amber letters in the lower half (Figure 4-1). The amber CAS message remains on the dis-
Each master WARN/CAUT light has four bulbs play until the malfunction is cleared.
for redundancy. When the master warning or
master caution system is triggered, the ap- To eliminate nuisance master caution lights and
propriate section (WARN or CAUT) of the tones while the airplane is on the ground, es-
S/Is will flash to alert the crew to the condi- pecially during preflight checks, the master
tion. A master warning aural tone (triple C AU T l i g h t a n d t o n e c a n b e i n h i b i t e d .
chime) sounds with activation of the master Depressing and holding either master
WARN lights and a master caution aural tone WARN/CAUT light for more than 2 seconds
(single chime) sounds with activation of the activates the inhibit mode. While holding ei-
master CAUT lights. Depressing either mas- ther master WARN/CAUT light depressed,
ter WARN/CAUT light extinguishes the flash- the master CAUT light will blink on-and-off
ing WARN or CAUT lights. once to indicate the inhibit mode has been ac-
tivated.
When a red CWP light, a red APU (if installed)
“FIRE PUSH” or a red engine “FIRE PUSH” The master caution inhibit mode does not pre-
light illuminates, the red WARN portion of vent amber CAS messages from appearing,
both master WARN/CAUT lights flash and but does inhibit the normally accompanying
the triple chime master warning tone sounds. master caution tone and flashing master CAUT
lights. Also, the master caution inhibit does
When the master warning is activated, the not affect operation of the master WARN
master warning tone (3 chimes) will repeat lights.The master CAUT light can only be in-
until acknowledged. If the master warning is hibited by the crew on the ground and inhibit
followed by a voice message, only the voice is deactivated automatically by any of the fol-
message will repeat until cancelled. Except for lowing actions:
an engine fire indication, there will be an ac-
companying, flashing red, CAS message to • Initiating START on either engine.

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L ENG NORMAL R ENG

OVHT FAIL OVHT
WING STAB
PRESS PRESS SPARE AIR STAB AIR SPARE PRESS PRESS
OVHT OVHT
LOW LOW LEAK LEAK LEAK LOW LOW
DU 2 DU 3
NORM NORM
WARN WARN
PFD OFF PFD
CAUT CAUT
EICAS REV PUSH EICAS REV PUSH
Honeywell Honeywell
L BATT OVHT
160 LOC HDG SPD GS 50 00 L R GEN FAIL
AP YD 75.0 N1 75.0
180 L BATT OVHT
CABIN PRESS MAN
20 20 AP FAIL
GS R ESS BUS VOLTS
160
4500 L GEN AMPS HIGH
10 10 550 ITT 550 R GEN FAIL
1 20 BUS TIE CLSD
14 0 4300 FUEL XFLO OPEN
80
9 L ESS BUS FAULT
10 10 50.0 N2 50.0 END
120
76 OIL PSI 80
150 60 OIL° C 60
100 984 FF PPH 1002 SAT °C -15
180 RA
.400 M 29.92 IN
HDG L 1750 F 1000 R 1750 FLAPS 20
359 CRS 001 3
ILS1 N HYD/ECS
3 2 ELECT FLT
33
13.1 NM 1 VOLTS 28.5 28.0 MAIN 3000 SPLR 0
30
EMER-V 28.0 B-ACUM 3000 PIT 6.5

1000
W
25 0
AMPS 50 65 CAB ALT 1300 AIL R3
12
24
TGT 15 1 TEMP °C 30 50 OXY QTY 669 RUD L2

21 S 2 CAS TAKEOFF INHIBITED
VOR1
3 SUMRY ELEC HYD ECS FLT FUEL CAS
ADF2
MINIMUMS BARO
RA/BARO STD
Honeywell
Honeywell
Figure 4-1. Master Warning System

• Activating the airplane system light • All switch/indicators (S/Is) will illu-
(LTS) test on the system test switch. minate.
• Airplane becomes airborne. • All digit segments on the CPCS (cabin

pressure control system) will illuminate.
• If optional APU is installed - all APU

WARNING SYSTEM control panel annunciators and S/Is il-
LIGHTS luminate and white “888” illuminates
in the APU amps display.
SYSTEM TEST If the LTS test is held depressed for more than
The CWP and master WARN/CAUT lights are 15 seconds, the CWP will play through all
tested using the system test rotary switch in t o n e s a n d vo i c e m e s s a g e s s e q u e n t i a l l y.
the “LTS” position (Figure 4-2). The system Depressing either master WARN/CAUT switch
test switch is located on the center pedestal for- or the mute switch on the right throttle will
ward of the throttle quadrant. Depressing the mute the voice messages.
system test knob with the LTS position se-
lected will initiate a test of the following: The fire detect lights (FIRE PUSH) are tested
in the LTS position, but the detection system
• Aural master warn tone (three chimes) is tested separately in the “FIRE DET” posi-
will sound and repeat until the test is re-
tion of the system test switch.
leased.
The system test switch is 28 VDC powered
• Master WARN/CAUT lights will flash.
from the left main bus and is protected by a cir-
cuit breaker located on the pilot circuit breaker
• Progressive test of FGC green lights
panel within the INSTRUMENTS/INDICA-
TIONS group. The circuit breaker is labeled
• All of the CWP annunciators will illu-
SYSTEM TEST.
minate.
Both master WARN/CAUT lights and the CWP
• Engine “FIRE PUSH” pushbuttons on
receive power from the left and right essential
the engine/fuel control panel will illu-
busses. Should one of the essential busses fail
minate (steady).
SYS TEST/RESET PIT TRIM

E D BIAS GF
I3I . I5
SPLRN 1
RESET FLAP NDN COM
L I RESET ER
E S AE
I I 3.80
GPWS OFF
V C RE NUP NAV
RE
ANTI FIRE
T P
SS
DET
F
P -ICE TE S
RUD BOOST SQ NAV
AUDIO A
U STALL LTS MODES L
L ADC GEAR OFF L
L FLAPS
&
CLR DLY Honeywell
RADIO CTL GPWS PD

HOT BUS G/S INHB FLAP OVRD UO
SW
ON HN
Figure 4-2. System Test Switch on Center Pedestal

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to provide power, the other essential bus pro- an amber “LR WARN PWR FAIL” and amber
vides a redundant power source. Each power “WARN AUDIO” CAS message will be pre-
source is protected by circuit breakers, labeled sented, indicating that all functions of the
L/R WARN PANEL, located within the IN- CWP, including master WARN/CAUT, all
STRUMENTS/INDICATIONS group on their aural alerts and the red FIRE PUSH and en-
respective circuit breaker panels. gine/extinguisher ARMED light in the en-
gine/fuel control panel are inoperative.
BULB CHANGE
In the field, maintenance is limited to replac-
ing lighting elements. The CWP is illumi-
CREW ALERTING
nated with incandescent lamps for the white SYSTEM (CAS)
EMER/BATT indicator and three LED as-
semblies, divided by light dividers for all other OPERATION
red annunciations. The master WARN/CAUT
lights are illuminated with incandescent lamps. The messages in the CAS window of the
EICAS display are shown in the following
DIMMING FUNCTION color codes:
Each master WARN/CAUT light is dimmed by • Red = WARNING Message

day/night dimming power supplied to it. The
CWP and engine “FIRE PUSH” lights are • Amber = CAUTION Message
dimmed when the NAV lights switch is on and
bright when the NAV lights are turned off. • White = Advisory Message
The CAS serves as a backup display unit for

all red warnings, and as the primary display
CREW WARNING PANEL unit for amber caution and white advisory
(CWP) messages.
The crew warning panel (CWP) is located in As shown in Figure 4-3, the messages are
the center of the instrument panel, just above grouped by color and all red messages are dis-
the radio management units (Figure 4-1). The played with a higher priority than amber mes-
CWP operates in parallel with the crew alert- sages, and all amber messages are displayed
ing system (CAS), and each of the red CWP with higher priority than white messages.
warning lights is duplicated with a red CAS Fourteen CAS messages can be displayed at
message. Illumination of a red CWP warning any given time. If more messages are dis-
light automatically triggers illumination of the played than the window allows, then an up-
master WARN lights and the audible triple down arrow with “MESSAGES” and the
chime. Airplane system warnings that are not number of messages not in view are displayed
annunciated on the CWP are engine and APU as the last item in the CAS window. To scroll
fire annunciations. They are illuminated on the messages up or down within the window,
their respective control panels. rotate the CAS rotary knob on the DU bezel
controller. Normally, the red CAS messages
Crew alerting of CWP failures are limited to stay in place and the amber and white messages
power supply failures annunciated by a white can be scrolled up and down to review all hid-
“L or R WARN PWR FAIL” CAS message. den messages. Although highly unlikely, if
This indicates that one power source has mal- there are more red CAS messages than can be
functioned, but the CWP is still operational. displayed at one time, they can also be scrolled.
Should both power sources subsequently fail,

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COLLECTOR MESSAGES
L FUEL PRESS LOW When an engine stops running, as the engine
L OIL PRESS LOW spins down, the CAS generates the following
messages:
L GEN FAIL
L HYD PUMP LOW • “L or R FUEL PRESS LOW” as the engine
R ENG SHUTDOWN loses fuel pressure.
END
• “L or R OIL PRESS LOW” as the engine
loses oil pressure.
• “L or R HYD PUMP LOW” as the engine

loses hydraulic pressure.
• “L or R GEN FAIL” as the engine gener-

ator drops off-line.
These multiple CAS messages can be dis-

tracting to the crew. Therefore, a collector
message is incorporated into the design which
replaces all of the above listed individual CAS
messages into a single white “L or R ENG
SHUTDOWN” advisory message when the
Figure 4-3. CAS Message Display
corresponding thrust lever is placed in cutoff.
on EICAS
There are two other conditions where two CAS
Flashing master WARN or CAUT lights and messages are replaced with a single CAS mes-
tone (chime) alert the operators that another sage. In the event both (inboard and outboard)
red or amber CAS message has been displayed. braking systems fail, the two individual amber
CAS caution messages indicating failure are
New red or amber CAS messages will flash replaced with a single red CAS warning mes-
along with the master WARN or CAUT lights sage stating “NORM BRK FAIL” This criti-
until either master WARN/CAUT light is de- cal airplane warning is duplicated on the CWP.
pressed, then they revert to a steady state.
Should either the left or right generator fail,
New white advisory messages will flash on the it is annunciated with the appropriate L or R
EICAS display for 5 seconds, then annunci- GEN FAIL amber CAS message. Should both
ate steady. Once the condition that caused the generators fail, the amber caution messages are
message to initially display is no longer valid, then replaced with a single “red” CAS mes-
the message is extinguished. New messages are sage “L R GEN FAIL” also tripping the “GEN
displayed at the top of the stack for the color FAIL” warning light on the CWP.
code they represent.
The above “collector” logic only applies to the
CAS and does not affect illumination of the
CWP red warnings. The CWP red warnings
will still illuminate individually upon engine
shutdown, as each of the applicable system pa-
rameters is met.

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CAS MESSAGE INHIBIT MODE • Both squat switches are in the ground
OF OPERATION mode.
General Once airborne, or following an aborted take-

off, the inhibit mode is automatically disabled
During takeoff and landing an inhibit mode by any one of the following:
logic automatically prevents certain caution
and advisory CAS message displays until the • Prior to takeoff phase or an aborted take-
takeoff/landing phase is completed. This mode off (either squat switch in ground mode and
also prevents the master CAUT light and chime either thrust lever in idle and airspeed is
from activating should the CAS message be below 40 knots).
amber. Once the inhibit mode is deactivated,
a CAS message will display immediately if the • Completion of takeoff phase (transition
condition is still valid, the master CAUT light from ground to air mode, plus 30 seconds).
will illuminate and the chime will sound (for
caution messages). If a CAS message had been • Completion of takeoff phase (valid radio
activated prior to entering the inhibit mode, and altitude above 400 feet AGL).
then the condition that tripped the caution be-
comes invalid while in the inhibit mode, the The takeoff inhibit mode will also be deacti-
message will continue to be displayed even vated by any of the following:
though the malfunction is no longer present.
In this situation, once the inhibit mode is de- • Radio altimeter invalid.
activated, the message will then disappear
from the CAS window. When the CAS mes- • Indicated airspeed invalid.
sages are inhibited for takeoff or landing a
“CAS TAKEOFF INHIBITED” or a “CAS • Takeoff inhibit mode has been enabled for
LANDING INHIBITED” message appears more than 60 seconds.
above the menu on the EICAS. See example
in Figure 4-1. Landing Inhibit
The inhibit mode does not inhibit master Similar to the takeoff inhibit mode, some cau-
warning annunciation, master warning tone, tion and advisory CAS messages are auto-
any warnings on the CWP or CAS warning matically inhibited during the landing. See
messages. Table 4-2 for a listing of CAS messages that
are inhibited for landing.
Takeoff Inhibit The landing inhibit mode is enabled when all
During takeoff roll, annunciation of amber or of the following conditions are met:
white CAS messages that would not influence
the pilot’s decision to abort or to continue the • Both thrust levers are below the MCR detent.
takeoff may present a distraction.
• Radio altimeter below 400 feet.
See Table 4-2 for a listing of which CAS mes-
sages are inhibited for takeoff. The takeoff • Landing gear is down and locked.
inhibit feature is automatically enabled when
all of the following conditions are met: • Both squat switches in air mode.
• Both thrust levers are above the MCR detent. The landing inhibit mode is automatically dis-
abled by any one of the following:
• The airspeed is above 40 KIAS.
• Completion of landing (either squat switch

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in ground mode and either thrust lever in

idle and airspeed below 40 knots).
TAKEOFF
CONFIGURATION
• Completion of landing (transition from
air to ground mode plus 30 seconds). MONITOR
• Aborted landing (radio altitude above 400 The takeoff configuration monitor system is
feet). used in conjunction with the crew warning
system to provide both visual and aural alerts
This mode may also be deactivated by: when an unsafe airplane configuration exists
during the takeoff phase of flight.
• Radio altimeter invalid.
For example, when the airplane is on the
• Indicated airspeed invalid. ground, a white “TAKE-OFF TRIM” mes-
sage annunciates within the CAS window if
the pitch, aileron or rudder trims are not in a
safe position for takeoff. This message flashes
AURAL WARNINGS for approximately 5 seconds, then resets au-
tomatically to a steady state. If the out-of-trim
Aural warnings consist of audio tones and condition has not been corrected prior to ad-
voice messages generated by the CWP. The ex- vancing the power for takeoff, the “TAKE-
ception is the trim-in-motion clacker audio, OFF TRIM” CAS message turns red, the triple
which is provided to the audio system for am- chime sounds and the “CONFIGURATION”
plification. Aural warnings are detailed in voice message sounds.
Table 4-1. Some aural warning messages are
preceded by a triple chime and flashing of the The “CONFIGURATION” voice warning is ac-
master WARN lights. Aural caution messages tivated during ground operations when either
are preceded by a single chime and flashing thrust lever is advanced to MCR or above and
master CAUT lights. The chimes and voice one or more of the following seven conditions
messages are sounded to both pilot’s head- also exist:
phones and cockpit speakers. Note that some
of the aural warnings are mutable and others,
of more critical significance are not (Table 4-
1). Those audio tones and voice messages that
are mutable are silenced by depressing the
mute button, located on the outboard side of
the right engine thrust lever handle (Figure 4-
4), or by depressing either master
WARN/CAUT light. For non-cancelable aural
warnings, the voice message continue to re-
play until the condition that tripped the warn-
ing is no longer valid.
Failures of the audio warning system are an-

nunciated by an amber “WARN AUDIO” CAS
message. This indicates a total failure of the
audio warning system, to include the master
warning and master caution chime. Should this
same message be white, it indicates a minor
fault was detected and the audio has defaulted
to high gain. The CWP indicators and CAS Figure 4-4. Thrust Lever Mute Switch
messages are still operational in this case.

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Table 4-1. AURAL WARNING AND VOICE SUMMARY
WARNING AURALS SOUND/VOICE FREQUENCY REF. CH.

Master Warning (M/W) Triple Chimes (Attention 3) Repeat, P/M 4
Overspeed "OVERSPEED, OVERSPEED, ..." N/C 16
Cabin Altitude "CABIN ALTITUDE" Repeat, P/M, 12
(Note 1)
Gear Warning M/W + "GEAR, GEAR, ..." N/C 14
T/O Configuration "CONFIGURATION, CONFIGURATION, ..." N/C 4
Stall "STALL, STALL, STALL ..." N/C 15
Engine Fire (L/R) M/W + "L/R ENGINE FIRE" Repeat, P/M 8
Reverser Unsafe M/W + "L/R REVERSER UNSAFE" Repeat, P/M 7
Brake Failure M/W + "BRAKES FAIL" Repeat, P/M 14
CAUTION AURALS
Master Caution (M/C) Single Chime (Attention 1) Once 4
Gear Caution M/C + "GEAR" Once 14
OTHER AURAL TONES

Autopilot/Yaw Damper Tone (Cavalry Charge) Once 16
Disconnect
Minimums Call "MINIMUMS, MINIMUMS" Once 16
Altitude Alert C-chord Once 16
SELCAL (Should mimic standard SELCAL) P/M 16
Trim-in-Motion "CLACKER" 15
NOTE 1: 60 second mute, then alert sounds again
LEGEND
M/W = Master Warning Chime (3)

M/C = Master Caution Chime (1)
P/M = Continues until the pilot mutes it
N/C = Not Cancelable, removed when condition no longer valid

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• Parking brake is ON (white CAS message ABNORMAL CONDITION

“EMER/PARK BRK” turns red).
• Thrust reversers are unlocked or deployed
INDICATIONS
(red UNL or DEP displayed above N1 on In the event the airplane experiences a dual gen-
EICAS and L/R REV UNSAFE on CWP). erator failure, annunciation of system mal-
functions is degraded. In this situation the
• Flaps not set to 8 or 20 degrees (white normal display units will not be available for
boxed flap indication turns red).
warning, caution and advisory message an-
• Spoilers not retracted (display is boxed on nunciation. Engine instrumentation and system
SUMRY page and turns red; the white status is automatically transferred to RMU #1,
“SPOILERS EXT” CAS message turns red). should the IC-600’s detect the loss of EICAS in-
formation being sent to the normal display units.
• Pitch, aileron or rudder trim not within
takeoff band. In addition to the white CAS Since airplane red warning annunciations (ex-
message “TAKEOFF TRIM” turning red, cept APU or engine fire) are backed up on the
the white, boxed, digital displays of trim CWP, they continue to operate normally.
that are not within the takeoff band turn red Engine fire indications will be available on the
and are highlighted with a red box on the RMU engine/system page. Amber caution and
SUMRY page. white advisory messages previously displayed
on EICAS will not be available for display.
• PIT TRIM BIAS not at zero (white CAS Limited system malfunctions will be displayed
message turns red).
on the RMU as red and amber unboxed dis-
• PITCH TRIM MISCOMPARE has detected plays, however.
a difference between the primary and sec-
ondary trim position sensors, and pitch
trim indication may be invalid. Also, the
white “PIT TRIM MSCMP” CAS message
turns red.
All of the above criteria are annunciated by ei-

ther a CAS message and/or “box” logic on the
EICAS display even with the thrust levers at
idle. Flight controls settings (flaps, spoilers,
trim) that are not suitable for takeoff will also
be displayed in red on the flight control sys-
tem page if it is selected for display on the
EICAS or MFD. The flight control box logic
only applies to ground operations. If any of the
above conditions are not satisfied, and either
throttle lever is advanced to MCR or above the
takeoff configuration warning voice message
will trip. This voice message is played on both
pilot headsets and the cockpit speaker, and
will continue to play until the unsafe condi-
tion is corrected.

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Table 4-2.1. CWP/CAS MESSAGE SUMMARY

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Table 4-2.2. CWP/CAS MESSAGE SUMMARY (CONT)

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Chpt CAS Message Logic Summary T/O Land

Inhibit Inhibit
HYDRAULIC SYSTEM
13 AUX HYD PMP LO Auxiliary hydraulic pump ON w/pressure < 1,900 psi NO NO
13 AUX HYD QTY LO Low aux hydraulic reservoir qty, inhibits HYD XFLOW NO NO
13 BRK ACUM PRESS Emergengy brake accumulator pressure NO NO

< 1,200 psi or > 3,600 psi
13 MAIN HYD PRESS Main hydraulic system press < 1,500 psi or > 3,600 psi NO NO
13 L R HYD PUMP LOW L or R engine hydraulic pressure < 1,900 psi YES YES
13 HYD XFLOW ON Hydraulic crossflow is open NO NO
13 MAIN HYD QTY LO Main hydraulic fluid quantity low YES YES
ICE and RAIN PROTECTION
10 WING/STAB LEAK Leak detected (> 255° F) in wing or stab supply lines NO NO
10 STAB OVHT Stab overheat, does not automatically shutdown NO NO
10 WING OVHT Wing overheat, does not automatically shutdown NO NO
10 L R AOA HT FAIL AOA vane heater failed w/probe heat ON YES YES
10 ICE DET FAIL Ice detect system failed YES YES
10 ICE DETECTED Ice detected, A/I systems OFF (supressed on ground) NO NO
10 L R NAC HT NAC Switch on, low press, or Pt2Tt2 probe heat failed YES YES
10 L R NAC HT FAIL ON NAC Switch off, pressure on YES YES

10 L R PITOT HT Probe heat OFF or pitot heat failed NO NO
10 SAT HT FAIL SAT/TAT probe heat failed w/right probe heat on YES YES
10 STAB TEMP LOW A/I on, stab underheated, > 10 seconds YES YES
10 STBY PITOT HT Standby (right) pitot heat OFF or failed NO NO
10 WING TEMP LOW A/I on, wing underheat, > 10 seconds YES YES
10 L R WSHLD OVHT L, R or both W/S overheated, > 160° F YES YES
10 L R WSHLD HT FAIL L, R or both W/S heat ON, system failed/undertemp (<50° F) YES YES
10 ICE DETECTED Ice detected, A/I systems ON (suppressed on ground) YES YES
10 STAB TMP FAULT Stab sensor failed or HI or LOW temp sensor invalid YES YES
10 WG/STAB HT OK Grnd test (checks 8 discretes) of Wing/Stab heat sys OK YES YES
10 WING TMP FAULT Wing sensor failed or, HI or LOW temp sensor invalid YES YES
10 L R WSHLD HT FAULT L, R or both W/S heat ON, degraded operation YES YES

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Inhibit Inhibit
MISC. INDICATIONS
3 EMER LIGHTS Emer lights not in armed position, selected to OFF NO NO
4 WARN AUDIO Total CWP AUDIO failed, no MW/MC audio/voice, NO NO

CAS messages and lights OK
4 L R WARN PWR FAIL Both L and R CWP power supplies failed, no CWP NO NO
functions, No Master Warning or Master Caution lights
16 CVR FAIL Cockpit voice recorder failed YES YES
3 EMER LIGHTS Switch is ON NO NO
FDR FAIL Flight data recorder failed OPTION YES YES
GPWS FAIL Ground prox warning system failed OPTION NO NO
4 WARN AUDIO CWP fault detected in either output channel, YES YES
CWP operational, default to high gain
15 L R WARN PWR FAIL L or R CWP power supply failed, CWP operational YES YES
WINDSHEAR FAIL Windshear system failed OPTION NO NO
LANDING GEAR
14 EMER/PARK BRK Parking brake lever not fully released, take-off config. NO NO
monitor active
14 GEAR Any gear not down and flaps > 25°, or NO NO

both thrust levers < MCR and RA < 500'
14 NORM BRK FAIL All brakes failed, L & R OUT & INBD collector, NO NO
emergency brakes available
14 ANTI-SKID FAIL Failure of one or more A/S circuits/transducer, or switch off NO NO
14 CPLT BRK FAULT Copilot's brake LVDT(s) 1, 2, 3, or 4 failed, use NO NO

pilot's brake pedals
14 GEAR RA invalid; both TL's < MCR < 170 KIAS; < 14.5k' and NO NO
any gear not locked DN, or either gear door not up & locked
or
> 210 KIAS; a gear in transition, or either main gear door
is not up and locked
14 L R INBD BRK FAIL L and/or R inboard normal brakes failed NO NO
14 L R OUTBD BRK FAIL L and/or R outboard normal brakes failed NO NO
14 PLT BRK FAULT Pilot's brake LVDT(s) 1, 2, 3, or 4 failed, use NO NO
copilot's brake pedals
14 NWS FAIL Nosewheel steering failed NO NO

14 BRAKE FAULT Brake fault detected, degraded operation YES NO
14 NWS FAULT Nosewheel steering fault, degraded operation YES NO
14 EMER/PARK BRK Parking brake lever not fully released NO NO

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Inhibit Inhibit
NAV—HONEYWELL GENERATED MESSAGES
16 AHRS 1-2 OVHT AHRS 1, 2 or both overheated or shutdown YES YES
16 CNFG MISMATCH Configuration strapping between IM-600's does not agree YES YES
16 EICAS CHK EICAS engine data display may be corrupted NO NO

(CAS message is displayed on MFD)
16 DAU 1A-1B FAIL 1A or 1B, or combination, DAU channel failed YES YES
16 DAU 2A-2B FAIL 2A or 2B, or combination, DAU channel failed YES YES
16 DU 1-2 OVHT 1, 2 or 1-2 combination, DU overheat YES YES
16 DU 3-4 OVHT 3, 4 or 3-4 combination, DU overheat YES YES

16 IC BUS FAIL IC Bus invalid, or off-side IC-600 failed YES YES
16 IC 1-2 OVHT IC-600 (1 or 2, or 1 and 2) overheat > 110° C YES YES
(Shuts down at > 140° C)
16 LBS/KGS CONFIG Discrepancy between IC-600 and DAU strap configuration YES YES
16 L R PFD CHECK L or R PFD tube displaying bad data (even in reversion) NO NO
16 L R DAU ENG MISCMP DAU engine miscompare logic (N1, N2, ITT) YES YES
16 L R DAU SYS MISCMP DAU system miscompare logic YES YES
16 AHRS 1-2 BASIC 1 or 2; or 1-2, AHRS reverted to basic mode YES YES
16 CKLST MISMATCH Different checklists are loaded into each IC-600 NO NO
16 DAU A REV DAU Reversion Switch on Channel A NO NO
16 DAU B REV DAU Reversion Switch on Channel B NO NO
16 DU 1-2 FAN FAIL 1 or 2; or 1-2 combination, DU fan failed YES YES
16 DU 3-4 FAN FAIL 3 or 4; or 3-4 combination, DU fan failed YES YES
16 IC 1-2 CONFIG FAIL Communication failure between IC-600 and IM-600 YES YES
16 IC 1-2 FAN FAIL 1 or 2; or 1-2, IC-600 fan failed YES YES
16 IC 1-2 WOW INOP WOW validity monitor detects fault YES YES
16 LBS/KGS CONFIG Discrepancy between IC-600 and DAU strap configuration YES YES
OXYGEN SYSTEM
17 OXYGEN OFF Oxygen line pressure < 50 psi, or regulator is turned OFF YES YES
17 OXYGEN PRESS HI Oxygen bottle is overpressurized (> 2,500 psi) YES YES
17 OXYGEN QTY LOW Oxygen quantity is low YES YES
17 PAX OXY FAIL PAX oxygen deploy not available/failed YES YES
17 PAX OXY DEPLOY PAX oxygen masks drop commanded (auto or manual) YES YES


Inhibit Inhibit
DOORS
1 ENTRY DOOR Any main entry door pin not closed NO NO
1 EMERGENCY EXIT Emergency escape hatch exit not fully latched NO NO
1 EXTERNAL DOORS Tailcone or baggage door not fully latched NO NO
1 ENTRY DOOR PIN Any pin not in agreement with the door open, ground only YES YES
APU
6 APU FIRE APU fire detected NO NO
6 APU AMPS HIGH APU amps > 300 YES YES
6 APU FAIL APU fault/fail YES YES
6 APU AVAILABLE APU is operating and ready for load YES YES
ENGINE
5/7 L R FUEL PRESS LOW Low pressure to engine fuel pump inlet (< 1 psi) NO NO
7 L R OIL PRESS LOW Low oil pressure, < 50 psi NO NO

7 L R ENGINE CHIP Metal particles detected in oil (ground) YES YES
7 L R ENGCMPTR FAULT DEEC fault NO NO
7 L R ENG FIRE FAIL Fire sensing element shorted (ground) YES YES
7 L R FUEL FILTER Engine/airframe fuel filter impending bypass (ground) YES YES
5/7 L R FUEL HEATER Fuel/oil cooler failure – fuel too cold YES YES
7 L R OIL FILTER Oil filter has an impending bypass (ground) YES YES
7 L R ENGCMPTR FAULT DEEC has detected minor malfunction (ground) YES YES
5/7 L R FUEL HEATER Fuel/oil cooler failure – fuel too hot YES YES
7 L R APR FAULT L or R detected APR fault YES YES
7 L R CHECK EDS EDS has lost power, EDS built-in-test equipment (BITE) YES YES
has detected a system failure, the EDS memory is 85%
full, or the system has detected an engine condition
which is out of acceptable parameters
7 L R ENGINE CHIP Metal particles in oil (inflight) YES YES

7 L R FUEL FILTER Engine/airframe fuel filter impending by-pass (inflight) YES YES
7 L R ENG SHUTDOWN Collector msg for fuel/oil/hyd press/gen fail, enabled by TL cutoff NO NO
7 L R ENG VIB MON Engine vibration beyond preset G limits NO NO
7 L R OIL FILTER Engine oil filter impending by-pass (inflight) YES YES
7 L R ENG FIRE FAIL Engine fire sensing element is shorted (inflight) YES YES

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Inhibit Inhibit
EICAS ENGINE INDICATIONS (EI'S)
8 FIRE Engine fire detection loop detects overheat NO NO
7 IGN Ignition ON and both ignitor plugs are bad NO NO
7 MAN Manual mode, DEEC fault/fail NO NO
7 NAC Active when NAC HT or NAC HEAT FAIL ON YES YES

messages are displayed
7 START Starter engaged with N2 > 51% YES YES
7 SYNC Main gear is not locked up with SYNC switch on, N1 or N2 NO NO
7 APR APR armed in both DEECs (display between N1 digits) NO NO

7 IGN Ignition ON and one igniter plug is bad NO NO
7 MAN DEEC selected to MAN or OFF by pilot, or power NO NO
failure to DEEC
7 APR ON APR activated automatically, or T/L in APR detent NO NO

7 IGN Ignition ON and both igniter plugs are good NO NO
7 NAC Nac A/I switch on, and system pressure PT2 heat OK NO NO
7 START L/R starter is engaged YES YES
7 SYNC Sync ON (N1 or N2) NO NO
7 APR APR throttle detent selected NO NO
7 MCR MCR throttle detent selected NO NO
7 MCT MCT throttle detent selected NO NO
7 T/O T/O throttle detent selected NO NO
THRUST REVERSER
7 L R REV AUTOSTOW Autostow activated due to uncommanded unlock YES NO
7 L R REV FAULT WOW input fail, ECU power fail, or deploy without YES NO
hydraulic press, or without unlock or deploy command
THRUST REVERSER ENGINE INDICATIONS (EI'S) ON EICAS

7 DEP TR deployed inflight or on ground without being NO NO
unlocked, or deploy switch is bad
7 UNL TR unlocked inflight or on ground without being NO NO
armed, or bad unlock switch
7 REV HCU powered: TR armed inflight or on ground NO NO
with TL > MCR
7 DEP TR deployed on ground NO NO

7 UNL TR unlocked, Master Caution time delayed NO NO
7 REV HCU powered: TR armed on ground NO NO

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REVIEW QUESTIONS
1. How are the master WARN/CAUT lights 5. To eliminate nuisance warning/caution
tested? lights and tones during preflight, the crew
A. By depressing each individual light. should:
B. By rotating the system test knob to A. Enable the takeoff CAS inhibit mode.
LTS and depressing the inner push- B. Enable the landing CAS inhibit mode.
button. C. Depress either master caution light
C. They are self-tested during initial for 2 seconds or more until the mas-
power-up. ter caution lights illuminate.
D. By depressing the PUSH TO TEST D. Any of the above.
button on the display controllers, lo-
cated next to the DU reversion panels. 6. Other than during a LTS test or a FIRE
DET test, a triple chime will be accom-
2. Under normal conditions any red CWP panied by:
light illumination will be accompanied A. A red CAS message.
by:
B. Flashing master WARN lights.
A. Illumination of a similar red CAS C. A red light on the CWP, or illumina-
message on the EICAS. tion of an engine or APU fire light.
B. An audible warning tone will chime. D. All of the above.
C. The master warning lights will flash.
D. All of the above are true. 7. Which of the following CAS messages is
takeoff inhibited?
3. If a flashing CAS message suddenly dis- A. PACK OVHT
appears from the display, it indicates:
B. SEC TRIM FAIL
A. That the condition that caused the C. FUEL IMBALANCE
message is no longer valid.
B. That the master caution light has been
reset.
8. Which of the following voice messages
C. Five minutes has elapsed, and the mes- cannot be cancelled with the thrust lever
sage is in the inactive que. mute switch?
D. That the mute switch has been de-
A. L or R REVERSER UNSAFE
pressed.
B. OVERSPEED
4. Where are amber caution messages dis- C. L or R ENGINE FIRE
played? D. BRAKES FAIL
A. The crew warning panel (CWP).
B. The crew alerting system (CAS).
C. The airplane system window on the
MFD.
D. The airplane system window on the
PFD.

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
WING TANKS ........................................................................................................................ 5-2
FUSELAGE TANK ................................................................................................................. 5-4
FUEL QUANTITY INDICATING SYSTEM ......................................................................... 5-4
General ............................................................................................................................. 5-4
Fuel Quantity Display ...................................................................................................... 5-6
Crew Alerting System (CAS)........................................................................................... 5-8
FUEL TRANSFER SYSTEM............................................................................................... 5-11
Fuel Control Panel ......................................................................................................... 5-11
Crossflow Valve ............................................................................................................. 5-11
Standby Pumps .............................................................................................................. 5-12
Fuselage Transfer Lines ................................................................................................. 5-12
ENGINE FUEL SUPPLY SYSTEM ..................................................................................... 5-12
General........................................................................................................................... 5-12
Motive-Flow Fuel and Jet Pumps .................................................................................. 5-14
Filters ............................................................................................................................. 5-14
Main Fuel Shutoff Valves .............................................................................................. 5-14
Fuel Low-Pressure Switches.......................................................................................... 5-15
RAM-AIR VENT SYSTEM ................................................................................................. 5-16
General........................................................................................................................... 5-16

Expansion Lines............................................................................................................. 5-16

FUEL SYSTEM DRAIN VALVES....................................................................................... 5-19
FUELING/DEFUELING ...................................................................................................... 5-19
General........................................................................................................................... 5-19
Single-Point Pressure Refueling (SPPR) ....................................................................... 5-20
Gravity Refueling........................................................................................................... 5-22
Defueling ....................................................................................................................... 5-22

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System .............................................................................................................. 5-3
5-2 Fuselage Fuel Gravity Fill Port ................................................................................ 5-4
5-3 Fuel Quantity Indicating System.............................................................................. 5-5
5-4 Fuel Quantity Indicators........................................................................................... 5-7
5-5 Radio Management Units......................................................................................... 5-8
5-6 Fuel System Schematic Formats ............................................................................ 5-10
5-7 Engine/Fuel Control Panel ..................................................................................... 5-11
5-8 Engine Fuel Supply................................................................................................ 5-13
5-9 Jet Pump Schematic ............................................................................................... 5-15
5-10 Ram-Air Vent Scoop .............................................................................................. 5-16
5-11 Fuel Vent System Schematic.................................................................................. 5-17
5-12 Fuel Drains............................................................................................................. 5-18
5-13 Fuel Sump Drain Valve .......................................................................................... 5-19
5-14 SPPR Adapter Panel .............................................................................................. 5-20
5-15 Single-Point Pressure Refueling (SPPR) Schematic.............................................. 5-21
5-16 Defueling System Schematic ................................................................................. 5-23
TABLES
Table Title Page
5-1 Fuel System CAS Messages..................................................................................... 5-9

CHAPTER 5
FUEL SYSTEM
0
LBS
165
0
;;;;
;;;;
;;;;
448 00 R
EL 12
FU F
63 0
L 1
;;;;
;;;;;;
L FUEL PRESS LOW
R FUEL HEATER
DEFUEL OPEN
;;;;
;;;;
;;;;
4
FUEL IMBALANCE 6
L FUEL QTY LOW
MAIN
FUEL XFLO
FUEL
R FWSOV CLSD
ARD
S ON BO
L FWSOV FAULT
L 4050 LB
FUEL HEATER R WING
2 R ENGFUEL FILTER 81650 L ENGINE FUEL R ENGINE
EXTINGUISHER FIRE L STBY XFLOW R STBY FIRE EXTINGUISHER
ING L FUEL QTY FAULT #1 #2 #1 #2
L W
FUEL XFLO OPEN ON ON
1400 L
CLOSED CLOSED
SE LAG E
FU
ARMED ARMED ARMED ARMED
STBY PUMP ON
FIRE FIRE
PUSH TOTALIZER RESET PUSH
RLBS
SCAVXPUMP 00 FAIL
10100
R ENG L START
END USED
R START
L ENG CMPTR R ENG CMPTR
0 495
L IGN APR R IGN
10 ON EDS RECORD ENG SYNC
L ENG
ON
N1
M M
ON ON A N2 ARM A ON ON
N OFF N
OFF OFF
INTRODUCTION
The Learjet 45 fuel system consists of the fuel storage, quantity indicating, transfer, vent
system and single-point pressure refueling system.
The fuel system is covered in this chapter from the storage areas to the high-pressure engine
fuel pumps, at which point fuel system operation becomes a function of the powerplant.
GENERAL
The fuel system provides for fuel storage, fuel Each wing tank contains four transfer jet
transfer and low-pressure distribution to the pumps (scavenge ejector pumps) which au-
high pressure engine fuel pumps. tomatically move fuel to a section of the wing
tank, at the wing root, known as the collector
The fuel storage system consists of an integral tank. A fifth transfer jet pump is located within
wet-wing tank in each wing, a fuselage tank each wing in each fuselage tank transfer line,
and a vent system. outboard of the collector tanks. The function

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of these jet pumps is to pull fuel through the WING TANKS

transfer lines from the fuselage tank. A main
jet pump (main ejector pump) and a standby Each wing tank, a wet-wing with no bladder,
pump are located at the low point in the col- extends from the wing root to a point just
lector tank to pick up and deliver low-pressure short of the winglets. Areas which are not part
fuel to the respective engine driven fuel pump. of the wing fuel cell are the main landing gear
The engines are fed from the respective wing wheel well, the leading edge forward of spar
tanks, and fuselage fuel automatically flows 1 (wing leading edge heat area), and the trail-
forward to the wings before it can be fed to ing edge, aft of spar 3 in the flap, spoiler, and
the engines. aileron areas.
The wing tanks are each connected to the fuse- The usable fuel capacity of both wing tanks is
lage tank by transfer and vent/expansion lines. approximately 500 gallons (1,892 liters), or
Fuel flows from the fuselage tank into the approximately 3,354 pounds (1,521 kg.). The
wing tanks, requiring no pilot action or con- usable fuel is placarded as 1678 pounds in the
trol. Check valves are installed in the trans- left wing and 1676 pounds in the right wing.
fer lines to prevent fuel migration from
wing-to-wing in sideslip maneuvers and from The 2.5 degree wing dihedral makes the in-
wing-to-fuselage in nose-up attitudes. board portions of the wing tanks the lowest
areas. The inboard-most section of the wing
The two wing tanks are joined to each other tank in this low area is known as the collec-
by a crossflow line that connects the output tor tank. The main jet pumps and electric
side of the two standby pumps. A motor driven standby pumps, which supply fuel to the en-
crossflow valve separates the two tanks when gines, are located in the collector tanks and re-
closed. Fuel can be transferred from one wing main submerged in fuel until the tanks are
to the other by opening the crossflow valve nearly empty (Figure 5-1). The collector tank
(XFLOW switch) and activating either the left incorporates flapper-type check valves which
or right standby pump (L or R STBY switch) permit flow into the enclosure, but restricts
on the fuel control panel (Figure 5-1). The out-flow.
fuel feed systems to the two engines are en-
tirely separate in normal operation, unless the Four scavenge ejector pumps continuously
crossflow valve is selected open. supply fuel to the collector tank from other
bays within the wing tank to maintain a full
The fuel quantity indicating system utilizes ca- collector tank (about 20 gallons). Openings at
pacitance-type probes to measure fuel quan- the top of the enclosure permit excess fuel to
tity in each of the tanks. The probes input to flow back into the outboard wing tank bays.
a dual-channel microprocessor which reads
the voltages of each probe and outputs quan- Each wing collector tank contains a float switch
tity to the EICAS/MFD displays through the (Figure 5-1), located at the highest point in the
data acquisition units and EFIS symbol gen- tank, that trips when the fuel level in the col-
erators. lector tank drops to less than 80% full (ap-
proximately 110#). Low fuel in the collector tank
could be due to low fuel quantity remaining or
a failure of the scavenge jet pumps to concen-
trate fuel in the collector tank. When the float
switch trips due to low fuel in the collector
tank, the CAS will present the advisory message,
“L or R FUEL BAY LOW.”

COLLECTOR STANDBY
TANK (2) PUMP (2)
SCAVENGE TRANSFER
JET PUMP (8) JET PUMP (2)
LEFT RIGHT
WING CROSSFLOW WING
TANK VALVE TANK
(1678#) (1676#)
FLOAT
SWITCH (2)

FUEL
FILTERS
MAIN JET
PUMP (2)
LEGEND NACA RAM

AIR INLET
WING/FUSELAGE TANKS PRESSURE
GRAVITY SWITCH (2)
COLLECTOR TANKS FILL
REFUEL/GRAVITY SPPR
STANDBY/TRANSFER
MOTIVE FLOW FUEL

FUSELAGE DEFUEL
SCAVENGE FUEL FUEL CELL VALVE
(2708#)
FlightSafety
ENGINE FUEL SUPPLY
VENTS
international
DRAINS
Figure 5-1. Fuel System

5-3
FlightSafety
international
The wing tanks are baffled with ribs and spars NOTE: The “L R FUEL QTY LOW” caution
to minimize fuel shift. Flapper-type check CAS message is only functional on aircraft
valves, located in the wing ribs, allow unre- 45-195 and subsequent and prior aircraft mod-
stricted inboard flow of fuel and inhibit out- ified by SB 45-28-5.
board flow. There are no pressure relief valves
between the wing tanks on the Learjet 45. The
vent/expansion lines are open-ended from
each wing tank to the fuselage tank and relieve
FUSELAGE TANK
any pressure into the fuselage tank.
The fuselage tank is a single bladder-type fuel
cell located immediately aft of the rear pres-
The wing tanks have no external filler ports and
sure bulkhead. Located within the fuel cell is
can only be filled with fuel transferred from
plumbing for the fuel tank vent system and the
the fuselage tank. Whenever fuel is added to
single-point refueling system. The fuselage
the fuselage tank using the single-point refu-
tank also contains a gravity fuel filler port lo-
eling system (SPPR) or by gravity filling, the
cated at the top of the fuselage tank (Figure
fuel automatically flows through two fuse-
5-2).
lage transfer lines to fill the wing tanks.
The usable fuel capacity of the fuselage tank
Each wing tank contains seven fuel probes, a
is approximately 404 gallons (1,529 liters), or
fuel density compensator probe, and a float
approximately 2,700 pounds (1,225 kg.). The
switch which provide information to the fuel
usable fuel is placarded as 2,708 in the fuse-
quantity indicating system and low fuel sig-
lage tank. The aircraft fuel system (including
nals to the Crew Alerting System (CAS).
wing tanks) is serviced through the fuselage
tank using the single-point pressure refueling
A wing tank low fuel state will be indicated
system or by gravity filling through the fuse-
by an amber “L or R FUEL QTY LOW” mes-
lage filler port.
sage on the CAS, whenever the remaining fuel
in the wing drops to approximately 350
A single fuselage tank fuel probe is located in
pounds.
the fuselage tank to provide information to
the fuel quantity indicating system.
The total fuel capacity of the Learjet 45 is ap-

proximately 904 gallons (3,422 liters) or ap-
proximately 6,062 pounds (2,748 kg.) when a
fuel density of 6.7 pounds per gallon factor is
applied. Total fuel quantity will vary with fuel
temperature.
Figure 5-2. Fuselage Fuel Gravity Fill Port

FlightSafety
international
FUEL DENSITY
COMPENSATOR
PROBES
FUSELAGE
TANK
LEFT WING RIGHT WING
TANK TANK
POWER POWER
INPUTS INPUTS
FLAP POSITION FLAP POSITION

AHRS #1 LEFT RIGHT AHRS #1
CHANNEL CHANNEL
PROBE OUTPUTS PROBE OUTPUTS
L QTY FUEL QUANITY R QTY

28 VDC COMPUTER 28 VDC
L ESS BUS R ESS BUS
SPPR CONTROL PANEL

FMS FMS
EICAS/MFD (LEFT WING/TOTAL) EICAS/MFD (FUSE TANK/RIGHT WING)
RMU RMU L R FUEL QTY LOW
FUEL IMBALANCE
L R FUEL QTY FAULT
Figure 5-3. Fuel Quantity Indicating System
FUEL QUANTITY TOTAL and LEFT WING fuel quantity to the

EICAS and the right channel provides FUSE-
INDICATING SYSTEM LAGE and RIGHT WING quantity to the
EICAS. If either channel fails, the corre-
sponding wing quantity indication and total
GENERAL fuel quantity indication will show invalid
The aircraft is equipped with a fuel quantity (amber dashes).
signal conditioner (FQSC) located in the tail-
cone equipment bay. This unit is a two chan- One channel of the fuel quantity computer is
nel fuel quantity computer microprocessor provided with DC electrical power through
based component responsible for interfacing the L QTY circuit breaker in the left FUEL
with fuel quantity probes, fuel density com- group of circuit breakers and the other chan-
pensator probes and the single-point refuel nel through the R QTY circuit breaker in the
control panel. The left channel provides right FUEL group of circuit breakers.

FlightSafety
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Following aircraft system power-up, the fuel FUEL QUANTITY DISPLAY

quantity computer BITE sequence is initiated.
A n i nva l i d a n d / o r a t e s t d i s p l a y o n t h e The primary indication of fuel quantity is pro-
EICAS/MFD will be indicated by amber dashes vided on the EICAS display format just below
appearing in the fuel quantity display areas. the engine instruments (Figure 5-4). The
Should multiple quantity probes within a wing EICAS (Engine Instruments and Crew Alerting
tank system be at fault, a fuel quantity value System) is normally displayed on the pilot’s
of zero for that fuel tank will be used by the inboard display unit (DU 2), but can also be
computer, and an invalid signal is displayed. selected for display on the copilot’s inboard
display unit (DU 3). In some cases, the EICAS
Seven capacitance fuel probes in each wing will automatically be displayed on the co-
plus a fuel density probe, which adjusts fuel pilot’s inboard display unit.
quantity readings for varying temperature con-
ditions, and a single probe in the fuselage tank As can be seen in Figure 5-4, the usable fuel
feed fuel level information to both channels in each tank and the total fuel on board is a dig-
of the fuel quantity computer (Figure 5-3). ital display located immediately below the
Both channels of the fuel quantity computer, engine instruments on the EICAS. The first line
accounting for fuel tank geometry, aircraft of the fuel display shows total usable fuel and
pitch (from AHRS #1) and fuel density, then the second line shows left wing (L), fuselage
provide identical output signals to the No.1 and tank (F), and right wing (R) usable fuel. This
No.2 DAUs (data acquisition units). The DAUs display of fuel quantities stays in view at all
reformat the electronic information and send times on the EICAS display.
it to the left and right symbol generators in the
IC-600 integrated computers. The symbol gen- The displays read in 10 pound increments. If
erators then output the fuel information to the one fuel tank quantity is invalid (indicated by
EICAS and MFD displays. The DAUs also amber dashes), the total fuel display assumes
send the fuel information to the left and right zero fuel for that tank, and the total quantity
radio management units (RMUs) for display display will be in error.
of fuel information on the RMU.
The digital display of fuel quantity normally
If a malfunction occurs in either channel of the shows in white digits; however, if wing fuel
fuel quantity computer, in AHRS #1, or in the imbalance exceeds 200 pounds when the flaps
capacitance probes, two different advisory are down, the digits for the wing quantity that
messages could be sent through the CAS. The is lowest will turn amber and an amber box will
message will announce (1) “L or R FUEL appear around that quantity. If the flaps are up,
QTY FAULT” if the left or right channel has an imbalance of 500 pounds will cause the
detected a fault or a loss of compensation, or same indications. If the fuel out of balance con-
(2) “FUEL QTY FAULT” (no L or R) if the at- dition exceeds the above limits, an amber
titude input from the AHRS is inoperative and “FUEL IMBALANCE” CAS message is dis-
the quantity may not be as accurate as normal played.
or that a fuselage probe is inoperative or in-
valid. A fault detected in the capacitance The wing quantities will also be boxed and turn
probes will result in dashes in place of the amber if an individual wing’s fuel decreases
digital display for the affected tank. A probe to approximately 350 pounds. If the fuel quan-
failure may result in a “FUEL IMBALANCE” tity is low an amber “L or R FUEL QTY LOW”
amber CAS due to calculation in the fuel quan- CAS message is posted (Table 5-1).
tity computer.
NOTE: The “L R FUEL QTY LOW” caution
CAS message and indication is only func-
tional on aircraft 45-195 and subsequent and
prior aircraft modufied by SB 45-28-5.

Honeywell Honeywell
L R FUEL PRESS LOW FMS1 360 MAG2 275 TAS

L R FUEL HEATER KDVT +10 SAT
75.0 N1 75.0 DEFUEL OPEN 12.5 NM 280 GSPD
FUEL IMBALANCE N
12 MIN
L R FUEL QTY LOW
33 3
FUEL XFLO
L R FWSOV FAULT PLAB1
550 ITT 550 L R FUEL HEATER
L R FWSOV CLSD PBD01 LL01
30
6
L R ENGFUEL FILTER
L R FUEL QTY FAULT PLAB2
FUEL XFLO OPEN 15 KDVT
50.0 N2 50.0 L R STBY PUMP ON #TOC
50 50
L R FUEL BAY LOW FL300
76 OIL PSI 80 END
60 OIL °C 60 STAB
TGT
984 FF PPH 1002 SAT °C -15 WX 315°
L 1630 F 1200 R 1650 FLAPS 20
4480 LBS ON BOARD
ELECT HYD/ECS FLT L WING R WING
VOLTS 28.5 28.0 MAIN 3000 SPLR 0 1630 1650
EMER-V 27.8 B-ACUM 3000 PIT 6.5 FUSELAGE
AMPS 50 65 CAB ALT 1300 AIL R3 1200
L ENG 495 USED R ENG
RTN M/P
SUMRY ELEC HYD ECS FLT FUEL RNG
Honeywell Honeywell
Honeywell Honeywell
L R FUEL PRESS LOW FMS1 360 MAG2 275 TAS

L R FUEL HEATER KDVT +10 SAT
75.0 N1 75.0 DEFUEL OPEN 12.5 NM 280 GSPD
FUEL IMBALANCE 12 MIN N
L R FUEL QTY LOW 33 3
FUEL XFLO
L R FWSOV CLSD PLAB1
550 ITT 550 L R FWSOV FAULT PBD01 LL01
L R FUEL HEATER
30
L R ENGFUEL FILTER PLAB2
NOTE: CAS MESSAGES

L R FUEL QTY FAULT
FUEL XFLO OPEN 15 KDVT
50.0 N2 50.0 L R STBY PUMP ON 50 #TOC 50
L R FUEL BAY LOW FL300
76 OIL PSI 80
STAB
60 OIL C 60 TGT
984 FF PPH 1002 SAT C -15 Honeywell Honeywell
WX 315
-16 47.0
FUEL 4480 LBS PITCH TRIM 6.5 IGN IGN 75.0 N1 75.0
ARE FOR ILLUSTRATION

L 1630 F 1200 R 1650 FLAPS 20 75.0 N1 75.0 50.0 N2 50.0
4050 LBS ON BOARD
60 OIL C 60
ELECT HYD/ECS FLT L WING R WING
984 FF PPH 1002
VOLTS 28.5 28.0 MAIN 3000 SPLR 0 1400 1650
28.5 VOLTS 28.0
EMER-V 27.8 B-ACUM 2000 PIT 0 550 ITT 550 EMER V 28.0 FUSELAGE
76 O/P 80 200 AMPS 300 1000
1400 FUEL 1450 1800 OXYSAT -15 L ENG 495 USED R ENG
PURPOSES ONLY, AND

10 SPLFLP 20 6.5 R2 L3 RTN M/P
SUMRY ELEC HYD ECS FLT FUEL CAS SUMRYELEC HYD ECS FLT FUEL RNG
MORE MORE
TUNE TUNE
Honeywell
DO NOT CORRELATE TO
Honeywell
FUEL INDICATIONS
SHOWN IN THE SUMRY
DISPLAY OR THE FUEL
Honeywell Honeywell
SYSTEM SCHEMATIC.
IGN IGN 75.0 N1 75.0
75.0 N1 75.0 50.0 N2 50.0
60 OIL °C 60
984 FF PPH 1002
28.5 VOLTS 28.0
550 ITT 550 EMER V 28.0
76 O/P 80 50 AMPS 65
1630 FUEL 1650 SAT -15

10 SPLFLP 20 6.5 R2 L3
MORE MORE
TUNE TUNE
Figure 5-4. Fuel Quantity Indications

FlightSafety
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Honeywell Honeywell
IGN IGN 75.0 N1 75.0

75.0 N1 75.0 50.0 N2 50.0
60 OIL °C 60
984 FF PPH 1002
28.5 VOLTS 28.0
550 ITT 550 EMER V 28.0
76 O/P 80 50 AMPS 65
1400 FUEL 1450 SAT -15°

10 SPLFLP 20 6.5 R2 L3
MORE MORE
TUNE TUNE
PAGE 1 PAGE 2
Figure 5-5. Radio Management Units
Fuel quantity along with fuel burned infor- The Radio Management Units (RMUs) have
mation is displayed on the FUEL system the capability of providing two display pages
schematic (Figure 5-4). This schematic can be of engine and system indications (Figure 5-5).
brought onto the display by depressing the
bezel button directly beneath the word FUEL If the pilot’s inboard display unit (DU 2)
on the system menu line at the bottom of the should fail, causing loss of the EICAS display,
EICAS/MFD display. The schematic contains including fuel flow indication, fuel quantity
rectangular shaped boxes which represent the indication, and fuel system schematic, the
wing tanks and fuselage tank. The lines con- EICAS display format can be selected on dis-
necting the boxes represent the fuel lines be- play unit (DU 3). If it is not possible or de-
tween the tanks. There is a pointer and a color sirable to display the EICAS format on either
bar on the edge of each box which provides an inboard display unit for some reason, the en-
analog format for indicating the relative gine pages may be displayed on either RMU.
amount of fuel in each tank. There is also a dig-
ital readout of the amount of usable fuel in each Selection of the engine pages may be accom-
tank and a digital display of the total fuel on plished manually by depressing the page (PGE)
board at the top of the schematic. function key at the bottom of the RMU. A page
menu will then be displayed on which “EN-
Also, on the schematic below the fuselage GINE PGE 1” or “ENGINE PGE 2” can be se-
tank is a digital display of total fuel used. The lected by depressing the adjacent line select
pilot should zero out the fuel used amount be- key. The bottom left line select key, labeled
fore each flight to provide a backup to the “MORE” is then used to alternately step be-
quantity indicating system. The fuel used tween the two pages (Figure 5-5). For fuel sys-
quantity can be zeroed out by depressing and tem monitoring, the left and right wing fuel
holding the FUEL USED RESET button lo- quantity is displayed on ENGINE PGE 1, and
cated on the fuel control panel (Figure 5-7) for fuel flow is displayed on ENGINE PGE 2.
at least two seconds.

Table 5-1. FUEL SYSTEM CAS MESSAGES

TYPE
MSG CAS MESSAGE LOGIC SUMMARY
W L R FUEL PRESS LOW Low pressure to engine fuel pump inlet (< 1 psi) (See Chapter 7).
C L R FUEL HEATER Fuel/oil cooler failure – fuel too cold (See Chapter 7).
C DEFUEL OPEN Defueling valve not closed.
C L R FUEL FILTER Engine or airframe fuel filter impending bypass (ground).
C FUEL IMBALANCE Wing imbalance > 500# (200# w/flaps not up).
Effective: 45-195 and subsequent and
C L R FUEL QTY LOW Wing low fuel < 350# prior aircraft modified by SB 45-28-5.
C FUEL XFLO Wing fuel xflow fault, not full open/closed > 1.5 sec.
C L R FWSOV FAULT FWSOV not fully open or closed > 1.5 seconds.
A L R FUEL HEATER Fuel/oil cooler has failed – fuel too hot (See Chapter 7).
A L R FUEL FILTER Fuel filter on engine or airframe impending bypass (inflight).
A L R FUEL QTY FAULT L or R CH fault, or loss of density compensation.
A FUEL QTY FAULT AHRS #1 input inoperative or fuselage probe is inop or invalid.
A FUEL XFLO OPEN Wing fuel crossflow valve open.
A L R FWSOV CLSD Engine FWSOV closed.
A L R STBY PUMP ON Power applied to standby fuel pump (manual or auto).
A L R FUEL BAY LOW L/R Fuel bay collector low.
W = Warning C = Caution A = Advisory
CREW ALERTING SYSTEM (CAS) The fuel quantity computer provides signals
to the CAS for messages on fuel imbalance and
The Crew Alerting System (CAS) provides low fuel quantity. A fuel imbalance message
the crew with information on system status and is generated if the wing tanks become unbal-
abnormal conditions that may exist in the fuel anced by 500 pounds when the flaps are up,
system such as low fuel pressure to the engine, or 200 pounds when the flaps are not up. The
clogged filters, failed pumps, etc. (Table 5-1). Master Caution light will flash, an amber CAS
message “FUEL IMBALANCE” will be dis-
Low fuel pressure to the left or right engine played and an amber box will appear, around
(L or R FUEL PRESS LOW) is the only fuel the wing tank fuel quantity display of the wing
system message that is in the warning group. containing the least amount of fuel.
This malfunction will be annunciated by il-
lumination of the L or R FUEL PRESS LOW The Master Caution light and an amber CAS
light on the Crew Warning Panel (CWP) message, “L or R FUEL QTY LOW” will be
(Figure 5-8). generated if the fuel quantity computer de-

FlightSafety
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4300 LBS ON BOARD

L WING R WING
1650 1650
FUSELAGE
1000
FUEL SYSTEM SCHEMATIC NORMAL DISPLAY
700 LBS ON BOARD

L WING R WING
350 350
FUSELAGE
0
FUEL SYSTEM SCHEMATIC EXCEEDANCES DISPLAY
– – – – LBS ON BOARD
L WING R WING
–––– ––––
FUSELAGE
––––
L ENG – – – – USED R ENG
FUEL SYSTEM SCHEMATIC INVALID DISPLAY

Figure 5-6. Fuel System Schematic Formats

FlightSafety
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tects less than 350 pounds of fuel in the re- CROSSFLOW VALVE
spective wing tank.
The two wing tanks are joined to each other
On the fuel system schematic (Figure 5-6), by a crossflow line that connects the output
when the respective wing tank quantity is less side of the two standby pumps via a motor
than 350 pounds, the analog pointer and dig- driven crossflow valve (Figure 5-8). The
ital readout turns amber. The digital display pumps are vane type and fuel can flow in re-
is also boxed in amber. Invalid fuel signals are verse through the pumps if they are not oper-
displayed as amber dashes. ating. The crossflow valve is normally closed
during flight, but may be opened should a fuel
NOTE: The “L R FUEL QTY LOW” caution imbalance occur. Fuel can gravity flow be-
CAS message and indication is only func- tween wing tanks when the crossflow valve is
tional on aircraft 45-195 and subsequent and open or it can be pumped from one wing to the
prior aircraft modufied by SB 45-28-5. other using either standby pump. Selection of
the crossflow valve switch (XFLOW) and the
left standby pump switch (L STBY) (Figure
5-8), for example, causes the crossflow valve
FUEL TRANSFER SYSTEM to open and the left standby pump to run. This
operation would cause fuel to be transferred
FUEL CONTROL PANEL from the left wing to the right wing at ap-
proximately 50 pounds per minute. Operation
The engine/fuel control panel (Figure 5-7) is of the right standby pump with the crossflow
located on the center console, aft of the throt- valve open would, conversely, move fuel from
tle quadrant. The fuel control panel contains the right wing to the left wing.
left and right standby pump switches, a cross-
flow switch, and a totalizer reset pushbutton. When the crossflow valve is selected open
The standby pump switches annunciate ON with the XFLOW switch, the white bar on the
when electrical power is being provided to switch will illuminate when the valve reaches
the corresponding standby pump. The cross- the full open position. When the valve is
flow switch (XFLOW) contains a horizontal closed, the white bar will be extinguished.
bar which illuminates when the crossflow
valve is in the open position, or is not fully The CAS presents a white “FUEL XFLO
closed. Pump and valve status is also annun- OPEN” message on the EICAS when the cross-
ciated on the CAS. See Table 5-1. flow valve is in the open position. If the valve
does not go full to the position selected on the
switch within 1.5 seconds, the CAS will alert
L ENGINE FUEL R ENGINE

#1 #2 #2 #1
CLOSED
ON ON CLOSED
ARMED ARMED FIRE FIRE ARMED ARMED

PUSH FUEL USED RESET PUSH
L START R START
L IGN ENG SYNC APR R IGN
ON EDS RECORD ON
N1
M M
N N
OFF
OFF OFF
Figure 5-7. Engine/Fuel Control Panel

FlightSafety
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the crew with the Master Caution light and an breaker located in the FUEL group of circuit
amber “FUEL XFLO” message (Table 5-1). breakers on each circuit breaker panel.
The crossflow valve is powered by the rear hot The standby pumps are powered from the re-
bus and/or the right essential bus through the spective L/R essential buses. The essential
“XFLOW VALVE CTRL” circuit breaker lo- buses remain powered by the aircraft batter-
cated in the FUEL group of circuit breakers on ies in the event of the loss of both aircraft
the copilot's circuit breaker panel. The crossflow generators.
valve is a DC electrical motor-driven valve;
therefore, if electrical power is lost to the valve,
it will fail in the position it was last in.
FUSELAGE TRANSFER LINES
Two, 2 inch transfer lines (one on each side)
STANDBY PUMPS connect the fuselage fuel tank and the wing
tanks (Figure 5-1). Anytime there is fuel in the
The standby pumps are located at the low point fuselage tank, it automatically flows into the
next to the main jet pumps in each wing col- wing tanks to replenish fuel that has been
lector tank area (Figure 5-1). The standby used.
pumps are used:
A check valve and a series of baffled flap
• For engine start (automatically energized valves are installed in each transfer line to
ON with starter switch activation). prevent inadvertent back-flow of fuel from
the wing tanks into the fuselage tank during
• As a backup for the main jet pumps. nose high pitch attitude. A transfer jet pump
is located in each fuselage tank transfer line,
• For wing-to-wing fuel transfer. outboard of the collector tanks.
• For defueling. The engine driven motive flow pumps route

fuel under pressure to the jet pumps. Motive
• APU operation (right pump). flow through the jet pumps draws fuel through
the transfer lines from the fuselage tank when
The standby pumps can be activated by de- the engines are running. There are no motor
pressing the L STBY and R STBY switches on driven valves in these lines and there are no
the fuel control panel (Figure 5-8). The cor- motor driven pumps in the fuselage tank. Also,
responding standby pump operates automat- fuel cannot be transferred from the wing tanks
ically during engine start. Whenever power is to the fuselage tank through the fuselage trans-
applied to the standby pumps, whether it is fer lines.
turned on by crew action or if it is automati-
cally activated, a white advisory message (“L
or R STBY PUMP ON”) is presented by the
CAS. The “ON” caption within the standby
ENGINE FUEL SUPPLY
pump switch also illuminates. In the event ei- SYSTEM
ther standby pump continues to run after being
selected to off, the “ON” caption will remain
illuminated in the S/I, and the “L or R STBY GENERAL
PUMP ON” CAS will remain illuminated. The Each engine (Figure 5-8) is automatically pro-
AFM provides an abnormal procedure for this vided with fuel from the respective wing tank.
event.
The standby pump automatically supplies pres-
Each standby pump has an associated STBY surized wing fuel to the engine for starting and
PUMP PWR and STBY PUMP CTRL circuit the main jet pump provides pressurized wing

FlightSafety
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L FUEL
PRESS
LOW
FUEL
FIRE L STBY XFLOW R STBY FIRE
ON
L FUEL PRESS LOW CLOSED
L FWSOV CLSD FIRE

PUSH FUEL USED RESET
FIRE
PUSH
L STBY PUMP ON
FUEL XFLO OPEN
L STBY PUMP ON FUEL XFLO OPEN
ACTIVATES L FUEL
PRESSURE LOW
ANNUNCIATION
Figure 5-8. Engine Fuel Supply

FlightSafety
international
fuel to the engine after start. The engine-driven Another jet pump is located in each fuselage-
pump then increases the fuel supply pressure to-wing tank transfer line for the purpose of
to the engine fuel controller. Fuel from the en- pulling fuel from the fuselage tank. High pres-
gine-driven motive flow pump is routed back sure fuel from the corresponding motive flow
to the four scavenge jet pumps, the transfer line pump is routed to the jet pumps in each trans-
jet pump, and the main jet pump in each wing fer line. The venturi principle draws fuselage
for motive flow. The scavenge jet pumps move fuel forward to the wings when the engines are
fuel to that area of the wing where the main running.
jet pump is located (collector tank), and the
main jet pump continues the cycle by supply-
ing fuel to the engine. Refer to Figure 5-8.
FILTERS
The fuel supply for each engine passes through
MOTIVE-FLOW FUEL AND JET an airframe filter and an engine mounted fuel
filter before entering the fuel control unit
PUMPS (FCU). The airframe filters are located under
High-pressure fuel from the engine driven the center of the fuselage and are accessible
motive flow fuel pump is the source of mo- through the same hinged panels that provide
tive flow fuel to operate the jet pumps. The access to the fuel drain valves (Figure 5-13).
motive flow fuel pump is mounted on the The airframe filter has a bypass capability if
front, left side of the accessory gear box, and the filter becomes blocked.
the hydraulic pump is mounted to the front of
the motive flow pump. A common shaft from The engine mounted fuel filter is located be-
the accessory gearbox drives both pumps. tween the low-pressure stage and the high-
The single purpose of the motive flow fuel pressure stage of the engine-driven fuel pump.
pump is to build the pressure up for jet pump The engine mounted filters also have a bypass
operation in the wing tank. Jet pumps require capability.
no electrical power and have no moving parts.
The fuel is routed from the engine through a An amber “L or R FUEL FILTER” CAS mes-
line to the jet pumps in the wing tanks, where sage will appear if the respective engine or
it passes through a small orifice into a ven- airframe fuel filter has an impending bypass
turi. The low pressure created in the venturi while on the ground. In flight, the CAS mes-
draws fuel from the tank, resulting in a low sage will be white.
pressure, high-volume output (motive flow)
(Figure 5-9). MAIN FUEL SHUTOFF VALVES
Motive flow pressure is unregulated and will A main fuel shutoff valve for each engine fuel
vary from approximately 150 psi to 420 psi, supply line is located in the center wing sec-
depending on the engine speed. Consequently, tion. These valves, also referred to as firewall
jet pump discharge pressure also varies with shutoff valves (FWSOV), normally remain
engine rpm. At idle, discharge pressure is ap- open, but provide a means of shutting off fuel
proximately 10 psi, while at high power set- from the wing tank to the engine for certain
tings, discharge pressure is approximately 20 malfunctions or for maintenance.
psi.
The shutoff valves are electrical motor driven
There is a main jet pump next to the electric valves and are controlled through the left and
standby pumps and four scavenge pumps lo- right FIRE PUSH switches located on the en-
cated at various points in each wing tank gine/fuel control panel on the center console
(Figure 5-1). (Figure 5-7). The switches have hinged clear
plastic covers, with a red outline, that must be

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10-20 psi 150-420 psi
LEGEND
HIGH PRESSURE LOW PRESSURE STORAGE
Figure 5-9. Jet Pump Schematic
raised to depress the switch. The covers pre- the L and R FIRE FWSOV circuit breakers in
clude accidental activation of the switches. the ENGINE group on the left and right circuit
breaker panels respectively. The valves are DC
Whenever a main shutoff valve is closed, the powered and will remain in their last position
CAS presents a white advisory message, “L or should DC power fail.
R FWSOV CLSD” on the EICAS display. The
white CLOSED caption will also illuminate on
the fire pushbutton switch when the switch is
FUEL LOW-PRESSURE
depressed. If the valve fails to open/close fully SWITCHES
within 1.5 seconds after being selected the
The fuel low pressure switch is located in the
CAS will display an amber caution message,
engine feed line upstream of the engine driven
“L or R FWSOV FAULT.”
pump and actuates when the pressure in the en-
gine feed line drops below 1 psig. The warn-
In addition to providing a means of control-
ing for low fuel pressure is provided through
ling the shutoff valves, the switches also serve
a L/R FUEL PRESS LOW annunciator on the
as an indicator for engine fire or high tem-
crew warning panel (CWP) and through a red,
perature in the engine nacelle area. If an en-
“L/R FUEL PRESS LOW” message on the
gine fire or high temperature occurs, the red,
CAS. The CWP warning light extinguishes
FIRE PUSH annunciation on the correspond-
and the CAS message is removed once pres-
ing switch will illuminate. The engine fire
sure is restored.
procedure includes depressing the FIRE PUSH
switch. This action closes the main fuel shut-
Illumination of the L or R FUEL PRESS LOW
off valve, the CAS then presents the “L or R
warning is an indication of loss of fuel pres-
FWSOV CLSD” message and the CLOSED
sure to an engine. The Aircraft Flight Manual
annunciator illuminates in the upper half of the
(AFM) procedure for a FUEL PRESS LOW
FIRE PUSH switch. Activation of the switch
light includes turning on the standby pump on
also arms the fire extinguisher system and
the affected side to restore fuel pressure. But,
performs some additional functions.
if fuel pressure cannot be restored, the en-
gine-driven pump is capable of suction-feed-
The main fuel shutoff valves are powered by the
ing under most operating conditions.
left and right emergency hot busses through

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The most probable cause of a FUEL PRESS

LOW light is failure of the affected wing jet
pump. It is normal for the FUEL PRESS LOW
annunciator to illuminate if the engine fails or
is shutdown. However, if the thrust lever is
placed in CUTOFF, the FUEL PRESS LOW
warning along with other engine related mes-
sages, is replaced with a single advisory mes-
sage “L or R ENGINE SHUTDOWN.”
The low-pressure switches are DC powered

through the L R FUEL PRESS LOW circuit
breakers, respectively, in the ENGINE group
of circuit breakers on the left and right circuit
breaker panels.
Figure 5-10. Ram–Air Vent Scoop
RAM-AIR VENT SYSTEM EXPANSION LINES

GENERAL Two, 3/4 inch, open-ended expansion lines
connect the high points at the outboard ends
The ram-air vent system provides pressurization of the wing tanks with the high point in the
and ventilation for the wing and fuselage fuel fuselage tank (Figure 5-11). These lines allow
tanks inflight. A single ram-air inlet, a NACA pressure to equalize between all three fuel
vent scoop, is located slightly forward of and tanks. This concept allows all venting to occur
below the leading edge of the left engine pylon through the fuselage tank and eliminates the
(Figures 5-10 and 5-11). Ram-air entering the need for any exterior wing vent hardware.
scoop passes through a tube to a surge tank ar- Fuel can also flow through these lines from the
rangement located in the top, aft part of the wing tanks to the fuselage tank if, during sin-
fuselage tank. An open tube extends from the gle point refueling, the wing tanks become
surge tank to the forward, top part of the fuse- full before refueling is terminated.
lage tank to ventilate that part of the tank. There
is a small drain line which drains the NACA vent
scoop to an exit point in the lower fuselage.
A combination vacuum relief and/or pressure

relief valve (opens at 2 to 3 psi differential)
is also installed within the fuselage tank to
allow for fuel tank venting as a back up to the
ram-air vent system.

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LEFT WING FUEL TANK RIGHT WING FUEL TANK
VENT/EXPANSION LINE
NACA RAM
FUSELAGE
AIR SCOOP
TANK
(TOP VIEW)
FUSELAGE
TANK
SURGE TANK (SIDE VIEW)
FLAME
ARRESTOR
LEGEND
FLOAT VALVE PRESSURE OR STORAGE
VACUMM RELIEF
Figure 5-11. Fuel Vent System Schematic

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CROSSFLOW
L ENGINE FEED R ENGINE FEED
L TRANSFER LINE (5) R TRANSFER LINE (4)
L EXPANSION LINE R EXPANSION LINE
L FILTER R FILTER
(BEHIND HINGED PANEL) (BEHIND HINGED PANEL)
L INBOARD WING SUMP R INBOARD WING SUMP
L OUTBOARD WING SUMP R OUTBOARD WING SUMP
FUSELAGE TANK
FUEL FILLER DOOR & PORT
Figure 5-12. Fuel Drains

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FUELING/DEFUELING
GENERAL
The aircraft fuel system and engines are
qualified for use with the fuel types spec-
ified in the Aircraft Flight Manual FUEL
S E RV I C I N G A d d e n d u m . AVG A S i s n o t
approved for use.
The aircraft may be serviced with fuel by grav-

ity filling through the fuselage tank filler port
or, the aircraft can be serviced through the
Figure 5-13. Fuel Sump Drain Valve single point refueling system. Electrical power
(airplane or external) is not required for grav-
FUEL SYSTEM DRAIN ity fill or single-point refueling.
VALVES
Drain valves are pictured in Figure 5-13 and
are located as illustrated in Figure 5-12.
The crossflow drain, L & R vent/expansion

line drains, L & R refuel (transfer) line drain,
L & R engine feed line drains and L & R fil-
ter drains are located in the center wing area.
The crossflow drain and the left line drains are
accessible through an access door located
under the wing just to the left of centerline. The
right line drains are accessible through an ac-
cess door just to the right of centerline. The
above drains each have a spring loaded closed
petcock type valve.
The L & R wing sump drains are located in the

lower wing skin. The inboard wing sump drains
are flush mounted drains located just forward
of the main gear wheel well, and the outboard
wing sump drains are located just outboard of
the outboard gear doors. The general positions
are illustrated in Figure 5-12. The wing sump
drains are flush with the bottom of the wing and
require a screwdriver to open them.

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light (Figure 5-15). The READY position of

the defuel switch has an amber annunciator as-
sociated with it and the OFF position has a
green annunciator associated with it.
PRECHECK
VALVE
Although SPPR does not require electrical
power for operation, if it is desired to use the
TOTAL FUEL QTY indicator during refuel-
ing, the FUEL SYS switch must be placed to
the PWR ON position. Turning this switch on
also turns on the pylon light, if installed. Insure
that the DEFUEL switch is in the OFF posi-
tion before turning the FUEL SYS switch to
the PWR ON position. The refuel/defuel power
on/off switch is powered through the aircraft’s
rear hot bus.
Figure 5-14. SPPR Adapter Panel • Refueling Shutoff Valve and Pilot
Valve
SINGLE-POINT PRESSURE
The refueling shutoff valve is a poppet-type
REFUELING SYSTEM (SPPR) valve that is spring-loaded closed (Figure 5-
General 15). Fuel pressure fed through the refueling
adapter forces the shutoff valve open when re-
The single-point pressure refueling system fueling is initiated. Fuel flows to the wing
enables wing and fuselage tanks to be filled tanks through the two transfer lines and also
simultaneously through a single-point pressure into the fuselage tank. As the wings become
refueling adapter. A refueling truck or hydrant, full, the back-pressure causes all of the re-
capable of delivering between 20 psi and 40 maining fuel to flow into the fuselage tank
psi is required. On aircraft 45-157 and sub- until the tank becomes full or until the refuel-
sequent and prior aircraft modified by SB 45- ing is terminated at the desired amount of fuel.
28-2, pressure is limited to between 20 psi Normally, the wing tanks will fill faster than
and 55 psi. the fuselage tank and will overflow into the
fuselage tank, through the vent/expansion lines.
SPPR Components
During refueling a small, controlled, amount
• SPPR Adapter Panel of fuel flows into a chamber on the down-
stream side of the shutoff valve. The fuel pres-
The single-point pressure refueling adapter sure in this chamber must be continually
panel (Figure 5-14), is located below the right vented out through the pilot line and pilot
engine pylon. The panel contains the refuel- valve to keep the shutoff valve open. The pilot
ing adapter and a lever to open/close the valve has a float in it which causes the pilot
precheck valve. valve to close when the fuselage tank becomes
full. When the pilot valve closes, the fuel pres-
• Refuel/Defuel Panel sure will backup in the pilot line and cause the
pressure to rise in the chamber on the back side
The refuel/defuel panel is located just aft of of the shutoff valve. When the pressure in the
the adapter panel and contains a FUEL SYS, chamber equals the pressure on the inlet side
PWR ON-OFF switch, a digital TOTAL FUEL of the shutoff valve, the spring in the shutoff
QTY indicator a DEFUEL, READY-OFF valve will cause the valve to close; thus, ter-
switch, and a defuel OFF and ready indicator minating refueling.

REFUEL/DEFUEL
* NOTE: On some aircraft equipped with the optional pylon lights,
the FUEL SYS switch has three positions: Up is labeled
F TOTAL FUEL QTY
U
PWR ON
P D
READY
ON/FLD LT (flood light); middle – ON; and down – OFF.
E A E
L
*
N F
S E U
Y

OFF L E
S OFF
L
PILOT VALVE
PILOT LINE
VENT/EXPANSION LINE
REFUEL SHUTOFF VALVE
FUSELAGE FUEL TANK PRECHECK VALVE
LEFT WING FUEL TANK
REFUEL ADAPTER
GRAVITY TRANSFER LINE

REFUELING MANIFOLD TO
RIGHT
RIGHT WING
ENGINE
STANDBY PUMP
DEFUELING VALVE
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5-21
Figure 5-15. Single–Point Pressure Refueling (SPPR) Schematic

• Precheck Valve GRAVITY REFUELING

The automatic shutoff of SPPR, when the tanks Refueling the aircraft can also be accom-
are full, relies on the interaction of the pilot plished via gravity fill through the fuselage
valve and refuel shutoff valve to stop the re- filler port located beneath a hinged panel on
fueling. Since this is a rather important func- top of the fuselage (Figures 5-2 and 5-13).
tion, a precheck of these valves should be The wing tanks will fill by gravity from the
performed before single-point pressure refu- fuselage tank through the transfer lines the
eling is commenced. same as if SPPR were used, except without the
pressure assist from the SPPR.
The Aircraft Flight Manual SPPR servicing
procedure includes a precheck before single- If the wing tanks are already full, insert the
point refueling. The precheck valve is manu- nozzle into the gravity refill receptacle and fill
ally opened with a lever located on the SPPR the fuselage tank. If the wings are not full and
adapter panel (Figure 5-14). When refueling the objective is to attain a full fuel load, the
is initiated with the precheck valve open, fuel w i n g ve n t / ex p a n s i o n l i n e s m u s t fi r s t b e
will flow through the refueling shutoff valve drained, then the procedure remains un-
into the fuselage tank and simultaneously changed.
through the precheck valve to the pilot valve.
Fuel from the precheck valve flows into the DEFUELING
pilot valve faster than the float basin can drain,
causing the float in the pilot valve to shut off Defueling may be accomplished by attaching
vented fuel through the pilot line. Fuel pres- a suction hose to the SPPR nozzle.
sure will then increase on the back side of the
refueling shutoff valve and it will close. The Suction defuel through the refueling adapter
fuel flow should stop automatically within 20 is accomplished through use of the DEFUEL
seconds. If fuel flow does not stop within 20 sec- switch located on the refuel/defuel panel on
onds, do not use the SPPR system to refuel the the aft, right side of the tail section (Figure 5-
aircraft. 15). The defuel valve is controlled by first
turning the FUEL SYS switch to PWR ON
When the precheck is satisfactorily completed, and then placing the DEFUEL switch to
the precheck valve can be closed. This will shut READY. The amber READY light should il-
off fuel to the pilot valve, the float basin will luminate indicating the crossflow valve and the
drain and the pilot valve will open allowing the defuel valve have opened (Figure 5-16).
shutoff valve to open and refueling to resume. Suction at the refueling adapter will pull fuel
from both wing tanks through the right en-
gine fuel supply line and defuel valve. If the
defuel valve does not completely close after
defueling, the CAS will generate an amber
“DEFUEL OPEN” message.

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FUEL XFLO OPEN
DEFUEL
DEFUEL OPEN VALVE
REFUEL/DEFUEL
F PWR ON TOTAL FUEL QTY READY

U P D
E A E
*
L N F
S E U
Y L
OFF E
S OFF
L
* NOTE: On some aircraft equipped with the optional pylon lights,

the FUEL SYS switch has three positions: Up is labeled
ON/FLD LT (flood light); middle – ON; and down – OFF.
Figure 5-16. Defueling System Schematic

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REVIEW QUESTIONS
1. The approximate maximum usable fuel 5. A FUEL IMBALANCE caution message
capacities of each fuel tank are: will display on the EICAS whenever:
A. Each wing - 1,600 pounds, A. The flaps are down and the quantity
fuselage - 2,800 pounds difference between wing tanks is more
B. Each wing - 1,680 pounds, than 200 pounds.
fuselage - 2,700 pounds B. The flaps are up and the quantity dif-
ference between wing tanks is more
C. Each wing - 1,400 pounds,
than 350 pounds.
fuselage - 2,400 pounds
C. Any time the difference is greater than
D. Each wing - 1,630 pounds, 200 pounds between wing tanks.
fuselage - 2,340 pounds D. Both a. and b. are correct.
2. The standby fuel pumps are used for all 6. When operating with dual generator fail-
of the following functions except: ure, wing-to-wing transfer of fuel:
A. Engine start. A. Is not possible, as the XFLOW valve
B. As a backup to the main jet pumps. will not open.
C. Wing-to-wing fuel transfer. B. Will occur at a much slower rate if the
D. Wing-to-fuselage transfer. XFLOW valve is opened.
C. Is not possible, as the standby pumps
3. A white “L or R FUEL BAY LOW” CAS will not operate.
message indicates the corresponding col- D. May be accomplished as in normal
lector tank is: conditions.
A. Empty.
B. Less than 20% full. 7. In flight, fuselage fuel is transfered to
C. Less than 50% full. the wings with:
D. 80% or less full. A. Fuselage boost pumps.
B. Gravity.
4. Emergency fuel operation includes usage C. Standby pumps.
of AVGAS, but not to exceed 500 gal- D. Gravity or jet pumps located in the
lons per hours of operation. fuselage transfer lines.
A. 100
B. 300 8. If both of the inboard display units fail in-
C. 500 flight, fuel flow and fuel quantity can be
displayed on the:
D. AVGAS is not an approved fuel.
A. RMUs.
B. Pilot’s multifunctional display.
C. Clearance delivery radio display.
D. Copilot’s primary flight display.

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9. The wing fuel tanks are pressurized/ven- 13. The allow pressure to equal-
tilated inflight by: ize between all three fuel tanks.
A. The fuselage fuel transfer pump. A. Ram-air vent lines
B. Ram-air vents on the bottom of each B. Fuel transfer lines
wing. C. Expansion lines
C. Fuselage tank ram-air vent system. D. Motive flow lines
D. The wing tanks are unpressurized.
14. Which SPPR statement is false.
10. Which of the following statements is A. The aircraft can be fueled using SPPR
false? without the use of aircraft electrical
A. The main fuel shutoff valves will op- power.
erate with airplane battery or emer- B. The fuselage gravity fuel filler port
gency battery power. must be opened prior to SPPR refu-
B. The main fuel shutoff valves will re- eling to allow for venting.
main in their last positions should DC C. The “precheck valve” check verifies
power fail. the proper operation of the shutoff
C. The main fuel shutoff valves are ac- valve.
tivated by depressing the FIRE PUSH D. The precheck valve is a manually ac-
switch/indicator on the engine/fuel tivated lever.
control panel.
D. Once a shutoff valve has been closed,
it can not be reopened inflight.
11. The amber L or R FUEL QTY LOW cau-

tion message will illuminate whenever:
A. A fuel imbalance of 350 pounds is
indicated.
B. The corresponding wing fuel quan-
tity is approximately 350 pounds.
C. The wing tank float switch is sub-
merged.
D. The fuselage fuel tank sensor indi-
cates a quantity less than 350 pounds.
12. Wing fuel can be transfered to the fuse-

lage tank by turning on both standby
pumps.
A. True
B. False

CHAPTER 6
AUXILIARY POWER UNIT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 6-1
GENERAL............................................................................................................................... 6-1
AUXILIARY POWER UNIT (APU)....................................................................................... 6-2
General ............................................................................................................................. 6-2
Major Sections ................................................................................................................. 6-2
APU Cooling Fans ........................................................................................................... 6-4
APU Systems ................................................................................................................... 6-5
APU Operation................................................................................................................. 6-7
Maintenance Panel ......................................................................................................... 6-11
Oil Servicing .................................................................................................................. 6-11

ILLUSTRATIONS
Figure Title Page
6-1 Auxiliary Power Unit (APU).................................................................................... 6-2
6-2 APU Major Sections................................................................................................. 6-3
6-3 APU Air Intake......................................................................................................... 6-3
6-4 APU Exhaust Outlet ................................................................................................. 6-4
6-5 Left Side APU Cooling Fan ..................................................................................... 6-4
6-6 Right Side APU Cooling Fan ................................................................................... 6-4
6-7 APU Cooling Fan Indicator and Reset Switch ......................................................... 6-5
6-8 APU Controls ........................................................................................................... 6-7
6-9 APU Control Schematic ........................................................................................... 6-8
6-10 APU Maintenance Panel ........................................................................................ 6-11

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CHAPTER 6
AUXILIARY POWER UNIT
INTRODUCTION
The optional Auxiliary Power Unit (APU) provides an electrical power supply and a pneu-
matic source for operation of the aircraft environmental system during ground opera-
tions. The APU is certified for ground use only and can be operated while the engines
are running to augment aircraft electrical and bleed-air systems.
GENERAL
The APU is an AlliedSignal Aerospace, Inc. The APU is a fully automatic, constant speed
model RE100 (LJ) and is located within a con- gas turbine engine designed to provide both
tainment box in the aircraft tailcone above electrical and pneumatic (bleed air) while on
the baggage compartment. It is certified for the ground. Electrical power is supplied by the
ground use only and circuitry within the squat auxiliary generator mounted to the accessory
switch will shut down the APU at takeoff. The gearbox. Pneumatic and electrical power may
APU air inlet is located above the left engine be supplied simultaneously or independently.
pylon and the exhaust is vented through a lou- Where both types of power are demanded,
vered port located above the right engine electrical power has priority. Selector switches
pylon, just aft of the ECU exhaust. located in the flight crew compartment initi-

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ate all load requirements. The APU is said to APU operation is self-governing with auto-
be at idle when running at 100% speed with matic start sequence, self-monitoring and both
no power being extracted. When loads are ex- normal commanded and automatic protective
erted on the APU, fuel flow increases while shutdown features. An Electronic Control Unit
maintaining a constant 100% speed. (ECU) provides monitoring which automati-
cally maintains the required rpm and operat-
ing exhaust temperature (EGT) throughout
start, acceleration, idle and full load operation.
AUXILIARY POWER If monitored limits are exceeded, the APU
UNIT (APU) shuts down automatically.
GENERAL MAJOR SECTIONS

The APU (Figure 6-1) has self-contained oil The APU has six major sections as follows
and ignition systems and is equipped with a (Figure 6-2):
fire detection and extinguishing system (See
Chapter 8, Fire Protection). The only external • Air Intake
requirements are an electrical power source for
starting, either from aircraft batteries or from • Compressor
an external ground power unit (GPU), and a
fuel supply, from the aircraft main fuel sys- • Combustion Section
tem.
• Turbine
Figure 6-1. Auxiliary Power Unit (APU)

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COMPRESSOR AIR
SECTION INTAKE
EXHAUST
COMBUSTION &
ACCESSORY
TURBINE
GEARBOX
SECTION
Figure 6-2. APU Major Sections
• Exhaust Combustion Section

• Accessory Gearbox The combustion section consists of a single,
annular, reverse flow combustion chamber
Air Intake and single ignitor plug.
The air intake is a screened rectangular inlet

located on the upper left side of the rear fuse-
lage above the engine pylon (Figure 6-3).
Intake air is used for both combustion and in-
ternal cooling of the APU. An intake drain is
routed to a port on the right underside of the
aft fuselage.
Compressor
The compressor section consists of a single-
stage centrifugal impeller and diffuser. The
compressor develops approximately 45 psi at
normal operating speed.
Figure 6-3. APU Air Intake

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Figure 6-4. APU Exhaust Outlet Figure 6-5. Left Side APU Cooling Fan
Turbine APU COOLING FANS

A single-stage turbine is rigidly mounted on Due to potentially high tailcone temperatures
the compressor rotor shaft. The turbine is de- when the APU is operating, cooling fans and
signed to extract energy from the expanding vents are installed in the aft equipment bay.
combustion gases to drive the compressor and
the accessory gearbox. Exhaust Gas One fan/vent assembly is installed on the left
Temperature (EGT) information from a ther- side of the aft equipment bay just aft of the bag-
mocouple located in the turbine exhaust noz- gage door (Figure 6-5). The other fan/vent as-
zle is provided to the ECU for engine control sembly is installed in the tailcone door (Figure
and monitoring. 6-6).
Exhaust In the event of a fault in the cooling fan sys-

tem, an amber magnetic indicator illuminates.
The exhaust section consists of an exhaust The indicator, along with a reset switch, is
pipe extending into an exhaust ejector. The ex-
haust ejector is designed to pull inlet air across
the APU for cooling of the starter/generator
and other components within the containment
box. The rectangular exhaust outlet is located
on the upper right side of the rear fuselage, just
aft of the Air Cycle Machine (ACM) exhaust,
above the right engine pylon (Figure 6-4).
Accessory Gearbox
The accessory gearbox, driven by the power
section, reduces the high speed, low torque
power section rpm to the low speed, high
torque required to drive the DC starter/gen-
erator. The accessories include the lubricating
pump assembly, fuel control and fuel pump
unit, and the starter/generator.
Figure 6-6. Right Side APU Cooling Fan

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80 psi, depending upon oil temperature. A re-

lief valve is set at 200 psi to prevent over-
pressure.
The ECU continuously monitors both oil tem-

perature and oil pressure. If high oil temper-
ature or low oil pressure is sensed, the ECU
will either inhibit an APU start or automati-
cally command a protective shutdown.
The lubrication pump assembly also houses the

Figure 6-7. APU Cooling Fan Fail Indicator oil filter and a magnetic chip detector is in-
and Reset Switch stalled into the oil drain plug. When the filter
becomes contaminated, a decrease in oil pres-
located on the structure that supports the upper sure results in an automatic shutdown.
battery tray in the aft equipment bay (Figure
6-7). The lower portion of the gearbox is cast to form
the oil tank reservoir. The APU has no support
Both fans are thermostatically controlled and bearings in the turbine area. As a result, no oil
operate automatically. The APU may be op- cooler is required and no external oil service
erated at ambient temperatures up to 38° C is necessary. The maintenance oil filler loca-
(100° F) with the amber “APU FAN FAIL” tion is located on the left side of the gearcase.
indicator illuminated.
Ignition System
APU SYSTEMS The APU ignition system consists of an APU-
The APU systems include the following: mounted ignition exciter with a single ignitor
plug installed into the combustion chamber.
• Lubricating System The ignition system is fully automatic and op-
erates in response to input from the ECU. The
• Ignition System ignition system is activated by the ECU dur-
ing start at 5% rpm. Four seconds after reach-
• Electrical Circuit Protection System ing 95% the ignition unit is de-energized. An
automatic re-light feature operates whenever
• Fuel System the rpm drops below 94% after the ECU has
terminated ignition, turning the ignition back
• APU Protection System on, unless the APU is in a protective or nor-
mal shutdown mode.
• APU Fire Detection and Extinguishing
System Electrical Circuit Protection
System
Lubricating System
All APU systems and operation are protected
The APU lubricating system is a self-con- by four (4) circuit breakers located in the APU
tained wet-sump system with a capacity of group on the copilot’s circuit breaker panel.
approximately 2 quarts. Oil level is remotely Power for APU operation is provided from
sensed and indicated on the APU Maintenance the right main bus.
Pa n e l l o c a t e d i n t h e t a i l c o n e ( S e e A P U
Maintenance Panel and Oil Servicing, this
chapter). Oil pressure will vary between 60 and

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Fuel System When system faults are detected, the ECU au-
tomatically shuts down the APU by closing the
The APU fuel system is a fully automatic elec- fuel solenoid valve. Shutdowns due to a mon-
tronically controlled system. During start the itored fault illuminate an amber “APU FAIL”
fuel system provides the correct amount of light on the APU control panel and display an
fuel to support combustion to governed speed. amber “APU FAIL” caution CAS message on
Once governed speed is reached, fuel flow is EICAS. The shutdown is recorded in the ECU
controlled as necessary to meet the demands memory for later maintenance download.
of varying pneumatic and electrical loads
while maintaining a constant speed. APU Fire Detection &
Fuel for the APU is supplied from the right Extinguishing System
wing tank. A solenoid actuated fuel shutoff The APU fire protection system is designed to
valve, located on the forward baggage com- terminate APU operation and automatically
partment bulkhead, is powered open at 5% dispense a self-contained Halon extinguishing
rpm during start and commanded closed for agent whenever the detection loop inside the
shutdown (either normal or protective). The APU enclosure has detected a fire. Manually
fuel solenoid valve requires 28 VDC to open. depressing the “FIRE PUSH” switch/indica-
The right wing standby fuel pump is com- tor on the APU control panel also activates the
manded ON during APU START, and the cor- system.
responding CAS message and S/I on the fuel
control panel illuminate. An integral fuel fil- When an APU fire is detected, a FIRE indi-
ter with bypass capability is also provided. cation illuminates on the control panel, ac-
c o m p a n i e d b y a M A S T E R WA R N I N G
Following an unsuccessful start attempt, an indication and a red flashing “APU FIRE”
EPA drain tube collects the unused fuel and warning CAS message on EICAS. An APU fire
vents it out the exhaust on the next success- warning horn located in the nose wheelwell
ful start. Unused fuel is not discharged on the also sounds to alert ground personnel. When
ground. an APU fire is detected, the APU is com-
manded to shutdown, the APU fuel valve is de-
APU fuel consumption (approximately 100 energized closed, the generator is disabled to
pounds per hour) is dependent upon pressure prevent re-ignition, and the fire extinguishing
altitude, outside air temperature, and load im- agent is discharged.
posed. Fuel is used from the right wing tank
and is not reflected on the EICAS fuel system The APU fire detection system resets itself
schematic fuel “used” display, nor is it ac- when a fire is no longer detected. Reset does
counted for in the FMS fuel monitoring. not include re-use of the fire bottle after dis-
charge. The APU fire protection system is in-
APU Protection System tegrated into the fire detection test selection
on the System Test Knob. The APU fire de-
The ECU provides all electrical commands tector test occurs simultaneously with the air-
for both normal and protective operation of the craft fire warning tests.
APU. Once the ECU is powered it completes
a pre-start BITE test to ensure no faults exist, Refer to Chapter 8, Fire Protection for addi-
which would inhibit start. Upon start activa- tional information.
tion, the ECU provides signals for automatic
fuel and ignition initiation, starter relay
dropout, and ignition termination. The ECU
controls APU speed at approximately 70,000
rpm.

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APU OPERATION • On-speed governing
General • Normal shutdown
Operation of the APU is provided through the • Fault detection and fault logging
APU control panel located on the cockpit cen-
ter pedestal, the APU Bleed S/I on the pres- • Connection to other aircraft subsystems
surization control panel, and the APU GEN S/I
on the electrical control panel (Figure 6-8). APU Starting System
When the APU MASTER S/I (Figure 6-8) is
Electronic Control Unit (ECU) pressed, the ECU power supply is activated and
The electronic control unit (ECU) is a fully au- initiates an internal test mode. The operator
tomatic, digital unit, located in the tailcone. must wait at least 10 seconds after pressing the
The ECU is the interface for receiving inputs APU MASTER S/I before pressing the mo-
and sending the required output signals to mentary START S/I. This allows the ECU to
safely start, operate and shutdown the APU. complete the power-up and test modes.
The following functions are controlled by the Following the BITE test, the APU
ECU: START/STOP S/I on the cockpit panel is
pressed to initiate the start. The white
• Start sequence “ S TA RT ” c a p t i o n i s i l l u m i n a t e d i n t h e
switch/indicator by the ECU and remains on
• Acceleration timing for the entire start sequence.
R MAIN
OFF
R GEN
OFF
PAX OXYGEN
PAX DEPLOY
L BATT R BATT APU GEN OXY/AUTO
ON
OFF OFF OFF ON
AVAIL
PACK
EMER PRESS
ELECTRICAL CONTROL PANEL OFF LDG ALT
ON HI FLOW
GEN AMPS MASTER
DN UP
A I00 ON
FIRE
ON
P START/STOP
L BLEED R BLEED APU BLEED
U APU START FIRE OFF OFF ON

PUSH
FAIL RUN
APU CONTROL PANEL

PRESSURIZATION CONTROL PANEL
Figure 6-8. APU Controls

6-8
PACK
EMER PRESS
OFF
ON HI FLOW
ON FROM RH CHECK
ENGINE VALVE
L BLEED R BLEED APU BLEED
OFF OFF ON ENVIRONMENTAL

CONTROL
UNIT
PACK

PRESSURIZATION CONTROL PANEL (SEE CHAPTER 11)
BI-LEVEL FROM LH
PRSOV ENGINE
GEN AMPS MASTER
A I00 ON
FIRE
P START/STOP MONOPOLE
FUEL
APU APU
U APU START FIRE
BLEED AIR NOZZLES
FAIL
PUSH
ECU AIR
RUN VALVE
INTAKE
APU CONTROL
PANEL
FUEL FCU
IN EGT
THERMOCOUPLE
R GEN
EXHAUST
OFF
R BATT APU GEN

STARTER/
ON
OFF GENERATOR
AVAIL
COMPRESSOR COMBUSTION
FlightSafety
ACCESSORY IGNITOR
ELECTRICAL CONTROL PANEL GEARBOX TURBINE
SECTION
R GEN BUS
international
(SEE CHAPTER 2)
Figure 6-9. APU Control Schematic

The ECU activates the firewall fuel solenoid Additionally, to allow APU bleed air into the
and the right standby boost pump, a white “R cabin and cockpit, the PACK S/I must be se-
STBY PUMP ON” CAS is posted, and “ON” lected on. The conditioning and distribution
is illuminated on the R STBY S/I. of APU bleed air is the same as engine bleed
air as described in the Air Conditioning chap-
At 50% rpm, the starter is cutout, backed up ter of this manual.
by a terminate signal from the ECU at 60%
rpm. APU bleed air output is regulated by sensing
the APU EGT and inlet air temperature. As
When the APU reaches 95% operating rpm, pneumatic load increases, additional fuel flow
“START” extinguishes and “RUN” illumi- is commanded by the ECU. If the APU EGT
nates (green) on the APU START/STOP S/I. exceeds 649° C (1200° F), the ECU closes the
The green “AVAIL” light illuminates on the BAV to prevent an overtemperature condition.
APU GEN S/I, and a white “APU AVAIL- The ECU will also close the BAV if a cockpit
ABLE” CAS message is posted. It is normal or cabin duct overheat condition is detected.
to have a slight delay (less than 2 seconds) be- The APU BLEED S/I is extinguished with
tween illumination of the “RUN” and the green these overheat conditions, but can be reset
APU GEN “AVAIL” light on the ECP. once the overtemperature condition is removed
or the APU is shutdown and restarted. Do not
The GEN AMPS window displays the gener- set cockpit and cabin temperature selectors
ator load being extracted from the APU above the 12 o’clock position when using APU
starter/generator. During start, it indicates bleed air for heat.
zero. When APU generator output is com-
manded, the display shows the actual load The aircraft main bleed air leak detection sys-
being supplied. Maximum load indication is tem loops extend to include coverage of the
500 amps and is frozen at 500 amps until the APU ducting. If a bleed air leak is detected,
load drops below this value. APU generator the APU is immediately shutdown by the ECU.
output (amps) is also displayed on the EICAS The APU BLEED S/I must be selected “OFF”
electrical schematic page. The internal light- when conducting the anti-ice check prior to
ing of the generator amps window is con- takeoff.
trolled through the left (pilot’s) instrument
light switch. Electrical Load
Bleed-Air Operation When the green “AVAIL” appears on the APU
GEN S/I the APU generator can be used
The pneumatic output of the APU is controlled (Figure 6-9). Depressing the APU GEN S/I
by a Bleed Air Valve (BAV) located between sends a discrete signal to the GCU which con-
the compressor and combustion sections of nects the generator to the aircraft electrical dis-
the APU. When opened, a portion of the com- t r i bu t i o n s y s t e m . O n c e t h e g e n e r a t o r i s
pressor discharge air is diverted to the air- connected, the APU GEN S/I “AVAIL” (green)
craft environmental control system. indication will extinguish and a white “ON”
indication will illuminate.
When the APU is at full operating speed (green
“RUN” illuminated) depressing the “APU When the APU generator is powering the air-
BLEED” S/I on the pressurization control craft the system responds as if the right engine
panel opens the BAV allowing bleed air to the generator was on-line. The bus-tie and the
aircraft pneumatic system (Figure 6-9). The right isolation contactor will both close. The
APU BLEED S/I will show a white “ON” in- APU generator will power all aircraft system
dication. After depressing the APU Bleed S/I busses and will keep the emergency battery and
there is a delay of approximately 10 seconds aircraft main batteries charged.
before the white “ON” is illuminated in the S/I.

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If the APU is running with ground power Automatic Shutdown and

(GPU) connected to the aircraft, the APU gen- Start Inhibit
erator will remain off-line. The green “RUN”
indication will be displayed, however, the The ECU provides automatic shutdown for
GEN AMPS window will display “000.” certain conditions. Some fault conditions are
detectable prior to a start attempt. These con-
The APU starter/generator can provide up to ditions become start inhibits and will prevent
300 amps of power and can be operated in an APU start until the condition has been cor-
conjunction with an aircraft engine generator. rected.
APU amps above 300 will cause an “APU
AMPS HIGH” amber CAS message to be An auto shutdown, except loss of overspeed
posted. When the APU is providing electrical protection, is cleared by re-initiating a start
power, the fuel flow increases to keep the op- command. A loss of overspeed protection fault
erating speed at 100%. The amount of power can be cleared by cycling the APU MASTER
extracted from the generator is displayed on switch or the 28 VDC power to the ECU.
the GEN AMPS indicator on the APU control Following a shutdown resulting from the de-
panel and on the EICAS electrical system tection of a bleed air leak, the APU may be
schematic page. Any load higher than 500 restarted after cycling the APU MASTER
amps will not be indicated, and the display will switch on the APU control panel.
remain at 500 amps until the load drops below
this value. The occurrence of a protective shutdown or
start inhibit is annunciated by the illumination
APU Normal Shutdown of an amber “APU FAIL” light on the APU con-
trol panel and an “APU FAIL” amber CAS.
The APU is shutdown by pressing the APU When “FAIL” is illuminated the APU will not
START/STOP S/I. The ECU executes a com- start or run.
manded shutdown by testing the overspeed
circuits causing the fuel solenoid and fuel The ECU provides Protective Shutdown (PS)
torque motor to close. Overspeed protection and Start Inhibit (SI) as follows:
in the ECU includes two solenoids (for the
fuel solenoid and fuel torque motor). This 1. Fire (PS/SI)
provides two independent shutdown paths in 2. Low Oil Pressure (PS)
case of overspeed.
3. High Oil Temperature (PS)
The ECU will detect a failure of the overspeed 4. Overtemperature (PS)
circuits during a commanded shutdown. This 5. Overspeed (PS)
failure would cause an “APU FAIL/FAULT” 6. ECU failure (PS/SI)
indication on the Maintenance Panel. 7. Loss of overspeed protection (PS/SI)
8. Loss of speed sensor signal (PS)
A commanded shutdown using the APU MAS-
TER switch results in an APU shutdown and 9. Loss of EGT thermocouple (PS)
an ECU power down. A commanded shutdown 10. Slow start (PS)
using the START/STOP switch results in an 11. DC power loss (PS)
APU shutdown with the ECU remaining pow- 12. No flame (PS)
ered until another start is commanded or the 13. Loss of HOT sensor (PS)
APU MASTER switch is turned off. 14. Loss of inlet air T2 temperature (PS)
15. BAV position vs. command (SI)

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MAINTENANCE PANEL Addendum indicates that action is re-

quired. At the time the LOW annun-
The APU Maintenance Panel is installed in ciator is illuminated the operator has
the tailcone (Figure 6-10). The panel incor- five (5) hours of operation until oil
porates controls, indicators and interface ca- must be added to the APU gearbox.
pability for operation of the APU for
maintenance purposes. The cockpit APU 3. Activation of the momentary OIL
MASTER switch must be ON to enable this TEST switch must only be accom-
panel. Panel indications include: plished when the APU is not running.
APU FAIL/FAULT: Indicator is an amber col-
ored LED that is illuminated by the ECU to in- E M E R G E N C Y S H U T D OW N : Removes
dicate that a fault has been detected electrical power from the ECU, which causes
(maintenance, start inhibit or protective shut- the APU to shutdown. On the next ECU power
down). up a “Loss of DC Power” fault is logged.
APU OIL LEVEL: Indication consists of two RS232 PORT: Provides the interface be-
amber lamps driven by the oil level switch to tween the ECU and the PC Monitor System
provide an indication of oil level. used by maintenance personnel.
1. The “ADD” annunciator illuminates OIL SERVICING

at approximately 10 ounces (300 cc)
b e l ow f u l l . T h e A i r p l a n e F l i g h t Servicing the onboard APU oil system consists
Manual (AFM), Oil Servicing of periodic oil changes and normal between-
Addendum indicates no action is re- oil-change servicing (adding oil).
quired at this point.
Refer to AFM Supplement for information.
2. The “LOW” annunciator illuminates
at approximately 18.5 ounces (550
cc) below full. The Oil Servicing
APU ADD
OIL LIGHT
APU APU OIL
FAIL/FAULT LOW LIGHT
LIGHT
FSM APU OIL

CABLE TEST SWITCH
PORT
APU EMERGENCY
SHUTDOWN SWITCH
Figure 6-10. APU Maintenance Panel

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REVIEW QUESTIONS
1. The APU is approved for use during 5. The AFM limitation (field pressure alti-
ground and flight operations. tude) for APU operation is:
A. True A. 5,000 ft.
B. False B. 8,000 ft.
C. 10,000 ft.
2. The APU can provide: D. 14,000 ft.
A. Electrical power and bleed air simul-
taneously. 6. The following switch configuration is re-
B. Either electrical power or bleed air, quired to check the APU oil level.
but not at the same time. A. Cockpit APU Master Switch must be
C. Electrical power only. on (only).
D. Bleed air only. B. Right battery and cockpit APU Master
Switch must be on.
3. The APU lubricating system holds ap- C. No cockpit switches need to be on.
proximately quarts of oil. D. Power is turned on at the Maintenance
A. 1 Panel (tailcone).
B. 2
C. 3
D. 4
4. The APU fuel consumption rate is ap-

proximately pounds per hour.
A. 50
B. 75
C. 100
D. 150

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
MAJOR SECTIONS................................................................................................................ 7-2
Air Inlet Section ............................................................................................................... 7-2
Fan Section....................................................................................................................... 7-2
Compressor Section ......................................................................................................... 7-2
Combustion Section ......................................................................................................... 7-4
Turbine Section ................................................................................................................ 7-4
Exhaust Section................................................................................................................ 7-5
Accessory Section ............................................................................................................ 7-5
ENGINE INSTRUMENTS...................................................................................................... 7-6
General ............................................................................................................................. 7-6
Engine Displays ............................................................................................................... 7-6
Fan Speed (N1) ........................................................................................................ 7-7
Turbine Temperature (ITT) ...................................................................................... 7-9
Turbine Speed (N2)................................................................................................ 7-10
Oil Indications........................................................................................................ 7-10
Fuel Flow ............................................................................................................... 7-10
EICAS Engine Indications..................................................................................... 7-12
Engine CAS Messages................................................................................................... 7-12
Crew Warning Panel (CWP) .......................................................................................... 7-14

Backup Engine Indicators.............................................................................................. 7-14

ENGINE CONTROL SYSTEM............................................................................................ 7-15
General........................................................................................................................... 7-15
Engine/Fuel Control Panel............................................................................................. 7-16
Thrust Levers ................................................................................................................. 7-16
DIGITAL ELECTRONIC ENGINE CONTROL (DEEC).................................................... 7-18
General........................................................................................................................... 7-18
Engine Control............................................................................................................... 7-18
ENGINE FUEL SYSTEM .................................................................................................... 7-20
General........................................................................................................................... 7-20
Engine Fuel Supply........................................................................................................ 7-20
Engine Fuel Pumps ........................................................................................................ 7-21
Fuel Heater..................................................................................................................... 7-21
Engine Fuel Filter ........................................................................................................... 7-21
Fuel Control Unit (FCU)................................................................................................ 7-22
Fuel Flow Sensor ........................................................................................................... 7-22
Flow Divider ................................................................................................................. 7-24
Fuel Manifolds/Nozzles................................................................................................. 7-24
ENGINE SUB-SYSTEMS .................................................................................................... 7-24
Ignition........................................................................................................................... 7-24
Starter............................................................................................................................. 7-25
Engine Synchronization................................................................................................. 7-27
Automatic Performance Reserve (APR)........................................................................ 7-28
Engine Vibration Monitor.............................................................................................. 7-28
Engine Diagnostic System (EDS).................................................................................. 7-28

ENGINE OIL SYSTEM........................................................................................................ 7-29

General........................................................................................................................... 7-29
Oil Supply ...................................................................................................................... 7-29
Oil System Operation..................................................................................................... 7-30
Oil Pressure & Temperature Indications........................................................................ 7-32
Engine Chip Detector..................................................................................................... 7-32
THRUST REVERSER SYSTEM ......................................................................................... 7-33
General........................................................................................................................... 7-33
Components ................................................................................................................... 7-33
Electronic Control Unit (ECU) .............................................................................. 7-33
Actuators................................................................................................................ 7-35
Isolation Valve ....................................................................................................... 7-35
Control Valve ......................................................................................................... 7-35
Latches (Hooks)..................................................................................................... 7-35
Indications.............................................................................................................. 7-35
System Operation........................................................................................................... 7-37
General................................................................................................................... 7-37
Arming ................................................................................................................... 7-37
Deploy.................................................................................................................... 7-37
Reverse Thrust ....................................................................................................... 7-37
Stow (Normal & Automatic) ................................................................................. 7-40
Automatic Throttle Retard ..................................................................................... 7-40

ILLUSTRATIONS
Figure Title Page
7-1 TFE731-20 Major Sections ...................................................................................... 7-3
7-2 Airflow Diagram ...................................................................................................... 7-4
7-3 Accessory Drive Components .................................................................................. 7-5
7-4 Engine Instrument Display on the EICAS ............................................................... 7-6
7-5 EICAS Block Diagram............................................................................................. 7-7
7-6 EICAS Engine Instrument Display Format.............................................................. 7-8
7-7 ITT Arc Conditions ................................................................................................ 7-11
7-8 EICAS Engine Field Indications............................................................................ 7-12
7-9 CWP Engine Warnings........................................................................................... 7-14
7-10 RMU Engine Indicator Display ............................................................................. 7-15
7-11 Engine/Fuel Control Panel ..................................................................................... 7-16
7-12 Thrust Levers.......................................................................................................... 7-17
7-13 DEEC on TFE731-20 Engine................................................................................. 7-18
7-14 DEEC Inputs and Outputs...................................................................................... 7-19
7-15 Engine Fuel System Components .......................................................................... 7-21
7-16 Engine Fuel Control Schematic ............................................................................. 7-23
7-17 Engine Start and Ignition Switches ........................................................................ 7-25
7-18 EICAS Engine Start Annunciations ....................................................................... 7-25
7-19 ENG SYNC Switch................................................................................................ 7-27
7-20 EICAS SYNC Annunciation.................................................................................. 7-27
7-21 Engine Oil Tanks.................................................................................................... 7-29
7-22 Engine Oil System Schematic................................................................................ 7-30
7-23 Oil System Indications ........................................................................................... 7-31
FOR TRAINING PURPOSES ONLY 7-v

7-24 Thrust Reverser (Dee Howard TR 5045) ............................................................... 7-33

7-25 Thrust Reverser Doors and Latches ....................................................................... 7-34
7-26 Thrust Reverser Latch Assembly ........................................................................... 7-36
7-27 Thrust Reverser Indications ................................................................................... 7-38
7-28 Thrust Reverser System Schematic........................................................................ 7-39
7-29 Reverser Thrust Limit Schedule............................................................................. 7-40
TABLES
Table Title Page
7-1 Engine Speed Display .............................................................................................. 7-9
7-2 ITT Display .............................................................................................................. 7-9
7-3 EICAS Engine Annunciations................................................................................ 7-13
7-4 Engine CAS Messages ........................................................................................... 7-13
7-5 Oil Pressure Display............................................................................................... 7-32
7-6 Oil Temperature Display ........................................................................................ 7-32
7-vi FOR TRAINING PURPOSES ONLY

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CHAPTER 7
POWERPLANT
#1 DC
GEN
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INTRODUCTION
This chapter describes the components and operation of the Learjet 45 powerplant. In
addition to the powerplant, engine-related sub-systems such as the oil, fuel, ignition,
engine controls and instrumentation, synchronization, and the thrust reverser system
are described.
GENERAL
The Learjet 45 is powered by two aft fuselage- The TFE731 series engine is manufactured
mounted TFE731-20R-1B or -20AR-1B tur- by Honeywell International, Inc. The engine
bofan engines. The -20R and -20AR engines is a lightweight, two-spool, geared front fan
have the same normal and APR thrust ratings engine.
and the engines are interchangeable. The op-
erator will notice no difference in these en- Each engine develops 3,500 pounds of thrust,
gines, but the -20AR does have extra static at Sea Level (S.L.), up to 88 degrees F
temperature margines. Hydraulically oper- (+31 degrees C). Utilizing the automatic per-
ated, target type thrust reversers are a standard formance reserve system, the engine will de-
feature. velop 3,650 pounds of thrust, for the same
temperature conditions.

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MAJOR SECTIONS FAN SECTION

The fan section consists of a single-stage fan
For descriptive purposes, the engine (Figure
rotor assembly, a fan support assembly, the by-
7-1) is divided into seven major sections as
pass stator, the inlet housing and the planetary
follows:
gear assembly. See Figure 7-1.
1. Air Inlet
Functionally, the fan section accelerates a
high airflow into the full-length bypass duct
2. Fan
and to the high-pressure compressor section.
The fan generated airflow passing through
3. Compressor
the bypass duct contributes the major portion
of the total thrust at lower altitudes. This by-
4. Combustor
pass propulsive force decreases as altitude
increases.
5. Turbine
Powered by the low pressure turbine, the plan-
6. Exhaust
etary gear reduction assembly provides power
to drive the titanium fan assembly. The rpm of
7. Accessory
the low pressure rotor is designated “N1”
(commonly referred to as “fan speed”). Engine
AIR INLET SECTION thrust is set using this rpm indication.
The main air inlet is formed by the nacelle inlet The unheated spinner is bolted to the front of
duct. Engine nacelle installation consists of an the fan. The fixed-in-place stator directs the
acoustically treated inlet and a single skin riv- majority of the airflow into the bypass duct,
eted and spot welded aluminum alloy con- and the remainder into the compressor inlet
structed inlet assembly. The simplicity of duct. The fan inlet housing is cast titanium and
design eliminates the need for aerodynamic provides a sound-attenuated inlet duct which
guide vanes and variable geometry, minimiz- also incorporates a ring of armor plate for fan
ing inlet icing and reducing noise and weight. blade containment. The digital electronic en-
gine control (DEEC) unit is mounted to the ex-
Each engine nacelle inlet is anti-iced by interior upper area of the housing unit.
dividually controlled engine bleed air. A tem-
perature and pressure sensor within the inlet
is electrically heated. COMPRESSOR SECTION
The compressor area consists of the low pres-
sure (LP) and high pressure (HP) compressor
sections (Figure 7-2). The LP is a four stage
axial flow compressor housed within the LP
case assembly.
The LP compressor is comprised of four ro-

tating compressor discs (rotors) and four non-
rotating stator rings. Each compressor rotor is
surrounded by a shroud. Each stator ring con-
tains vanes which form a divergent duct al-
lowing air pressure to increase and serve to
direct airflow at the optimum angle to the suc-
ceeding wheel. As airflow progresses through

AIR INLET FAN COMPRESSOR COMBUSTOR TURBINE
LP HP
HP LP
EXHAUST DUCT
BYPASS AIR DUCT

PLANETARY GEARS
ACCESSORY
Figure 7-1. TFE731-20 Major Sections
the four stages of LP compression, each stage Stall-surge protection for the LP compressor
becomes smaller, causing a further increase in is provided by an automatically controlled
pressure until the air reaches the HP section surge bleed valve. This function is controlled
where a substantial increase in pressure results. by the digital electronic engine control
See Figure 7-2. (DEEC) and prevents engine stall during rapid
deceleration or acceleration.
The HP compressor is contained in the HP
diffuser case and consists of a centrifugal im- Air leaving the HP compressor is then forced
peller. The HP diffuser case, mounted to the through a transition duct into a plenum cham-
back of the LP case, also contains the drive gear ber surrounding the combustor.
for the tower shaft, which drives the accessory
gearbox located beneath the engine unit.

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LP HP
FOUR-STAGE AXIAL CENTRIFUGAL HP
COMPRESSOR COMPRESSOR SINGLE-STAGE
TURBINE
BYPASS AIR
TOTAL AIR
INTO TURBINE
ENGINE AIR
LP
FAN COMBUSTION THREE-STAGE
TURBINE
ACCESSORY TRANSFER GEARBOX
GEARBOX
Figure 7-2. Airflow Diagram
COMBUSTION SECTION The combustion section controls the mixing

of fuel and air, contains the combustion of ex-
The combustion area consists of an annular re- panding gases, and directs them to the tur-
verse-flow combustion chamber enclosed in a bine section (Figure 7-2).
plenum, twelve duplex fuel atomizers (fuel
nozzles) and two igniter plugs. Two 180 de- Two drain valves are located at the lowest part
gree directional changes in the airflow pattern of the combustion plenum and are used to
take place through the combustor section. The drain fuel from the engine following shut-
compressed air then passes through holes and down or an aborted start.
louvers designed to direct the flow and to keep
the flame pattern centered within the com-
bustor. TURBINE SECTION
The expanding combustion gases, generating
Each of the duplex fuel nozzles sprays fuel in extremely high pressures as they exit the com-
two distinct patterns, resulting in efficient, bustion section are then directed to the turbine
controlled combustion. The mixture is ini- section. The turbine section consists of four
tially ignited by the two igniter plugs, then be- axial-flow turbines (one HP and three LP).
comes self-sustaining. See Figure 7-2.

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High-Pressure (HP) Turbine DEEC

The HP turbine is a single-stage, axial-flow
turbine and is located so that it receives the ini-
tial high temperature gas flow from the com-
bustion chamber. The HP turbine is rigidly
connected to the HP compressor, and together
they form the HP rotating group, which is also
referred to as the HP spool.
The HP turbine extracts sufficient energy from

the combustion gases to drive the HP com- MOTIVE FLOW
pressor and the accessory section. The HP ro- FUEL PUMP
tating group rpm is referred to as N2, or turbine
ALTERNATOR HYDRAULIC PUMP
speed.
STARTER/GENERATOR
Low-Pressure (LP) Turbine
Figure 7-3. Accessory Drive Components
The low-pressure turbine consists of three
axial-flow turbine discs rigidly connected to
the four-stage LP compressor by the LP rotor ACCESSORY SECTION
shaft which extends through the center of the The accessory section consists of a transfer
HP spool. The LP rotor shaft is also extended gearbox and an accessory drive gearbox lo-
forward to drive the planetary reduction gears. cated on the lower forward area of the engine.
The LP turbine extracts sufficient energy from The transfer gearbox houses the N2 speed sen-
the expanding combustion gases to drive the sor and is driven by the tower shaft and bevel
LP compressor directly and, in addition, drives gear from the HP spool. A horizontal drive
the fan through the planetary reduction gear shaft interconnects the transfer gearbox to the
system. The fan, the LP compressor, and the accessory drive gearbox to drive the follow-
LP turbine are directly linked and form the LP ing accessories:
rotating group. The LP rotating group rpm is
referred to as the N1, or fan speed. Located on the rear of the accessory drive and
described within this chapter:
Located between the HP and the LP turbines
are ten thermocouples that extend into the gas • Oil Pump
path and report the interstage turbine tem-
perature (ITT). • Fuel Pump
The combustion gases are then exhausted • Fuel Control Unit (FCU)
through the exhaust duct.
Located on the front of the accessory drive
EXHAUST SECTION (Figure 7-3):
The resulting thrust created by the combustion • DC Starter/Generator
air passing through the exhaust section adds
to the thrust generated by the inlet fan, pass- • AC Alternator
ing through the bypass air duct, to produce the
total propulsion force. • Hydraulic Pump
The exhaust section consists of the bypass air • Motive Flow Fuel Pump
duct, the thrust and exhaust nozzle, the inter-
stage transition duct and the thrust reverser.

Honeywell
END
75.0 N1 75.0
89.6 89.6
Honeywell
END
75.0 N1 75.0
89.6 89.6
550 ITT 550
50.0 N2 50.0
76 OIL PSI 80
60
984
FUEL
OIL C
FF PPH
4450
60
1002
LBS
SAT C
PITCH TRIM
-15
6.5
550 ITT 550
L 1700 F 1000 R 1750 FLAPS 20
ELECT HYD/ECS FLT

50.0 N2 50.0
Honeywell
76 OIL PSI 80
60 OIL °C 60
984 FF PPH 1002 SAT °C -15
L 1700 F 1000 R 1750 FLAPS 20
ELEC HYD/ECS FLT

VOLTS
ENGINE INSTRUMENTS EMER-V
28.5 28.0 MAIN 3000 SPLR
28.0 B-ACUM 3000 PIT
0
6.5
GENERAL TEMP °C 30 34 OXY QTY 669 RUD L2

The engine instruments are normally displayed
on the pilot’s inboard display unit (DU2). The
engine instruments are displayed in the top left
quadrant of the DU which is known as the en-
gine field (Figure 7-4). Honeywell
Two dual channel (CH A and CH B) DAUs

(Data Acquisition Units) collect engine op- Figure 7-4. Engine Instrument Display on
erating information and convert these elec- the EICAS
trical inputs into ARINC 429 bus format before
transmitting the information to two symbol ENGINE DISPLAYS
generators (SG), one in each IC-600 integrated
computer (Figure 7-5). For redundancy, ei- As illustrated in Figure 7-6, the following is
ther symbol generator can then display the a list of the left and right engine indicators
engine information on either inboard display shown in the engine field portion of the EICAS:
unit (DU2 or DU3), although the left symbol
generator is normally used to display the en- • N1 - analog fan speed scale with digital
gine instruments on DU2. The DAUs are dual readout.
channel for redundancy with the left engine in-
puts sent to both channels of the left DAU and • ITT - analog interstage turbine temper-
the right engine inputs sent to both channels ature with digital readout.
of the right DAU. Reversion switches are avail-
able, allowing the pilot to chose which chan- • N2 - digital readout of turbine speed.
nel of the DAUs to use, which IC-600 symbol
generator to use and which display unit to dis- • OIL PSI - digital readout of oil pressure.
play the EICAS format on.
• OIL °C - digital readout of oil temperature.
As a backup to the EICAS, engine indications
can also be displayed on the radio management • FF PPH - digital readout of fuel flow.
units (RMUs) and in some cases this is auto-
matic.

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Normal circuit
for engine EICAS MFD
indications to (DU 2) (DU 3)
EICAS on DU 2
IC-600 #1 IC-600 #2
IC/SG IC/SG
SG 1 SG 2
RMU 1 RMU 2
DAU 1 DAU 1 DAU 2 DAU 2

CH A DAU 1 CH B CH A DAU 2 CH B
EMER L ESS EMER R ESS
BATT BUS A B BUS BATT BUS A B BUS
AIRCRAFT SYSTEMS
DISCRETES
AND ANALOG
INPUTS
FUEL FLOW
L ENG CONVERTER R ENG
FMS
Figure 7-5. EICAS Block Diagram
Fan Speed (N1) the indicator shows rated rpm when rated
power is achieved. The bias required varies
The low-pressure rotor (fan) N1 indicators from one engine to another and is set during
are the primary thrust indicating instruments. calibration of the engine.
Fan speed is measured by the dual element Each N1 indicator on the EICAS display has
N1 monopole which is located just below the both an analog scale (arc) and pointer together
end of the low-pressure rotor. The monopole with a four digit readout within a cyan box
senses the gear teeth on the low pressure rotor (Figure 7-6). The range of the arc is 0 - 110%
cutting through a magnetic field around the and the range of the digital display is far in ex-
monopole tip. One element in the monopole cess of the engine capability. The digital dis-
provides a speed signal to the DEEC (digital play values will change in 0.1% increments.
electronic engine control) and the other pro-
vides a speed signal to the EICAS display. The N1 analog scale (arc) is white with a white
Since no two engines are identical, the N1 pointer. The white scale has a horizontal red
signal is biased by an N1 compensator so that tick that begins at 100.1%. The color of the

LEFT N1 RIGHT N1
RIGHT DEEC N1
INDICATOR INDICATOR
N1 LABEL REFERENCE
(SCALE - WHITE) (SCALE - WHITE)
BUG & DIGITAL
(HORIZONTAL (HORIZONTAL
READOUT
TICK - RED) TICK - RED)
LEFT N1 RIGHT N1 (MAGENTA)
(NEEDLE - RED/WHITE) (NEEDLE - RED/WHITE)
(BOX - CYAN/RED) (BOX - CYAN/RED)
(DIGITS - WHITE/RED) (DIGITS - WHITE/RED)
LEFT DEEC N1 ITT LABEL
REFERENCE
BUG & READOUT
RIGHT ITT DIGITAL
(MAGENTA)
(BOX - CYAN/RED)
(DIGITS - WHITE/
LEFT ITT 75.0 N1 75.0 AMBER/RED)
(BOX - CYAN/RED)
(DIGITS - WHITE/
89.6 89.6
RIGHT ITT
AMBER/RED) INDICATOR
(SCALE - WHITE)
CAS
LEFT ITT (HORIZONTAL
INDICATOR
DISPLAY TICK - RED)
(SCALE - WHITE)
(HORIZONTAL
550 ITT 550 Area (NEEDLE - WHITE/
AMBER/RED)
TICK - RED)
(NEEDLE - WHITE/ N2 LABEL
AMBER/RED)
RIGHT N2
(WHITE/RED)
LEFT N2
(WHITE/RED)
50.0 N2 50.0
OIL PRESSURE
LEFT OIL PRESSURE
76 OIL PSI 80 LABEL
(WHITE/AMBER/RED)
60 OIL °C 60 RIGHT OIL PRESSURE
(WHITE/AMBER/RED)
LEFT OIL
TEMPERATURE
984 FF PPH 1002 SAT °C -15
(WHITE/AMBER/RED) OIL TEMPERATURE
FUEL 3850 LBS PITCH TRIM 6.5 LABEL
LEFT FUEL FLOW

(DIGITS - WHITE) L 1400 F 1000 R 1450 FLAPS 20 RIGHT OIL TEMPERATURE
(WHITE/AMBER/RED)
TOTAL FUEL
QUANTITY RIGHT FUEL FLOW
(WHITE) (DIGITS - WHITE)
LEFT WING TANK/LABEL/ FUSELAGE TANK LABEL/ RIGHT WING TANK LABEL/ FUEL QUANTITY FUEL FLOW
FUEL QUANTITY FUEL QUANTITY FUEL QUANTITY LABELS LABEL
(DIGITS - WHITE/AMBER) (DIGITS - WHITE) (DIGITS - WHITE/AMBER)
NOTE: LABELS ARE CYAN AND DO NOT CHANGE COLOR.
Figure 7-6. EICAS Engine Instrument Display Format
analog pointer and the digital display change tions. If the thrust levers are placed in the T/O
to red when the pointer reaches the red tick. detent, for example, the DEECs will schedule
When the pointer enters the red range the red fuel flow and accelerate the engine to the point
arc (tick) doubles in size and the highest part at which each N1 rpm matches the N1 bug
of the red arc represents 110%. See Table 7-1. reference. The N1 bug positions for the two en-
gines should match within 1%.
A N1 reference bug (magenta) is positioned on
each N1 analog scale by the corresponding The DEEC changes the bug and digital read-
DEEC. A digital readout of the reference is dis- out to the appropriate value for the conditions
played below and slightly right of the N1 dig- plus or minus N1 compensation. When the
ital readout. The N1 reference bug represents airplane is on the ground or in flight with the
the target rpm the DEEC has computed for flaps or gear down, the DEEC will set the bug
existing configuration and ambient condi- reference at takeoff power (T/O) for ambient

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Table 7-1. ENGINE SPEED Turbine Temperature (ITT)

Turbine temperature is sensed by ten parallel-
FAN (N1) SPEED DISPLAY wired thermocouples located between the HP
and LP turbines. The averaged ITT provided
Lower Limit Upper Limit
Color
(% RPM) (% RPM)
by the parallel circuits sends two output sig-
nals, one to the ITT indicator (Figure 7-6), and
White 0 100.0 the other to the DEEC.
Red 100.1 110.0 Each ITT indicator on the EICAS has both an
analog scale (arc) and pointer together with a
NOTE: N1 limits the red tick at 100% N1. four digit readout within a cyan box (Figure
When the analog pointer enters the red range, 7-6). The range of the arc display is from 100
the red arc distance doubles and the normally
white pointer and digital fan readout turn red. to approximately 1,000 degrees Celsius. The
precise limit of the scale varies depending on
TURBINE (N2) SPEED DISPLAY operating conditions.
Lower Limit Upper Limit The ITT analog scale is normally white with
Color (% RPM) a red tick at the high end and has a white
(% RPM)
pointer. If the pointer reaches the red tick, the
White 0 100.0 pointer and the digital display will turn red,
and a red exceedance arc will appear on the
Amber 100.1 102.5 scale from the tick up to 1,014 degrees C. An
Red
amber caution band will appear prior to the red
102.6 115.0
tick under some conditions. See Table 7-2.
NOTE: If APR is activated, the N2 display does not The engine has different maximum ITT lim-
turn amber unless 101.1 is exceeded.
its specified for different operating conditions
such as start, takeoff, computer off, etc. The
conditions. When airborne with the flaps and DEEC will automatically change the limit for
gear up, the reference will be set at the ap- these conditions through an ITT limiter and ad-
propriate value for the detent the thrust levers just the markings on the ITT indicator to cor-
are set at (i.e. APR, T/O, MCT, or MCR). respond to the current limits.
When the thrust levers are below MCR the
bug is removed from the N1 indicators. The There are four sets of conditions that will
bug is also removed from view when the com- determine the value the red tick represents on
puter is off. During the use of thrust reversers, the ITT scale. Condition #3 will also cause
the bug will be set at maximum reverse thrust an amber arc to appear on the ITT scale prior
for the airplane speed (Figure 7-29). to the red tick (Figure 7-7). The scale logic
is summarized as follows for conditions 1
When engine synchronization is on, the N1 bug thru 4:
will display N1 speed for the detent the power
lever is selected to, but in this case, the bug 1. With the DEEC on, after engine start,
will not be N1 compensated. The N1 gage nor- during ground operations, prior to set-
mally displays physical (actual) N1 speed plus ting T/O power and anytime after take-
or minus compensation, but during sync op- off once the thrust levers have been
eration, the compensation is identical on both retarded from the T/O detent, the APR
engines which is the average of the two engine is not on, and anti-ice is not on.
compensators.
2. With the DEEC on during engine start,
when thrust levers are in T/O detent for

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Table 7-2. ITT DISPLAY
OPERATING WHITE AMBER RED

MODE °C °C °C
APR 0 – 963 N/A 964 – 1014
(< 5 minutes)
T/O
Anti-Ice – ON 0 – 963 N/A 964 – 1014
(< 5 minutes)
T/O
Anti-Ice – OFF 0 – 941 N/A 942 – 1014
(< 5 minutes)
T/O or APR 0 – 916 917 – 941 942 – 1014
(> 5 minutes)
MCT 0 – 941 N/A 942 – 1014
Anti-Ice – ON
MCT 0 – 916 N/A 917 – 1014
Anti-Ice – OFF
MCR or 0 – 900 N/A 901 – 1014
Below
START 0 – 941 N/A 942 – 1014
less than 5 minutes with APR not acti- the N1 monopole. One output signal is sent to
vated, or MCT with any anti-ice on. the DEEC and the other independent signal is
sent to the EICAS display (Figure 7-6).
3. When the engine is being operated in
manual (MAN), or computer OFF mode, The N2 display on the EICAS is a digital read-
or DEEC is on and thrust lever in T/O out, percentage of the turbine rotation speed.
more than 5 minutes, or APR has been The N2 range is from 0 to 115 percent. If N2
activated for more than 5 minutes. exceeds 100.0%, the display will change from
white to amber and an amber box will appear
4. With the DEEC on, T/O power set and around the N2 digital display. If N2 exceeds
APR activated for less than 5 minutes, 102.5, the display will change from amber to
or T/O power set for less than 5 minutes red and a red box will appear around the dig-
without APR, but with Anti-Ice ON. ital display. If APR is activated, the N2 dis-
(The A/I ON limit of 963° C is only ap- play will not turn amber unless 101.1% is
plicable on aircraft equipped with exceeded. See Table 7-1.
Honeywell Phase III software upgrade.)
Oil Indications
Regardless of which condition exists, if the
pointer enters the amber band, the pointer and Oil pressure and temperature for each engine
the digital display will turn amber and if the are digitally displayed on the EICAS beneath
pointer passes the red tick, the exceedance the N2 digital display (Figure 7-6). Oil pres-
arc will appear and the pointer and digital dis- sure is displayed in white when the pressure
play will turn red alerting the operator to an is between 65 and 80 psig. When low or high
overtemp condition. exceedances occur, the digital display will
change to amber or red. See ENGINE OIL
Turbine Speed (N2) SYSTEM in this chapter for more information.
Turbine speed (N2) is remotely sensed by a The oil temperature is displayed in degrees
dual-element monopole located within the trans- Celsius beneath the oil pressure indications for
fer gearbox which works basically the same as each engine. The display will change from

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1014 985 100 880 1014 985 100 880

916 941
CONDITION 1 CONDITION 2
• Power set to below T/O • Engine start or

and APR not active and • Power at T/O < 5 min. or
no anti-ice • MCT with any anti-ice on
1014 985 100 880 1014 985 100 880

941
963
916
CONDITION 3 CONDITION 4
• Manual mode or • DEEC on and T/O with

• DEEC on and T/O > 5 min or APR active < 5 min, or
• APR activated > 5 min • Power at T/O < 5 min. with
anti-ice on (No APR)
(Honeywell Phase III Software Upgrade)
Note: Numbers outside of the arc are added for illustration purposes only.
Figure 7-7. ITT Arc Conditions
white to amber or red if the normal range of If selected at installation, fuel flow measure-
30 to 127 degrees C is exceeded. ment and display can be configured for kilo-
grams per hour (KPH). If KPH is selected,
Fuel Flow the value range is 0 to 910 KPH.
Fuel flow in pounds per hour (FF PPH) is dis- The dual fuel flow converter (DFFC), located
played for each engine beneath the oil dis- downstream of the FCU (fuel control unit)
plays (Figure 7-6). The digits of the display and prior to the flow dividers, acquires data
are always white and have a range of 0 to 2000 from two temperature sensing volumetric fuel
PPH with a resolution of 10 PPH. If the fuel flow meters and determines fuel mass flow.
flow signal is invalid, the digits will be re- This information is passed through the DAUs
placed with four amber dashes. to the symbol generators and then to the fuel
flow displays on the EICAS.

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EICAS Engine Indications (EIs) • Thrust lever position (MCR, MCT, T/O)
Listed below are the indications that can ap- • Automatic power reserve status (APR)
pear on the EICAS display in the engine field.
See Figure 7-8 for the location of the indica- • Nacelle heat status (NAC)
tions and Table 7-3 for the logic that deter-
mines when the indicators will be displayed • Engine starter engaged (START)
and their color coding. Notice that several of
the indications can appear as different colors • Fuel control mode (MAN)
dependent on the status of the system.
• Fan Sync (SYNC) ENGINE CAS MESSAGES

The top, right section of the EICAS display
• Turbine Sync (SYNC) format is dedicated to the crew alerting sys-
tem (CAS). The CAS can present caution,
• Ignition (IGN) warning and advisory messages on all aircraft
systems. This chapter will only discuss the
• Thrust reverser status (REV, UNL, DEP) engine and thrust reverser related messages.
L THRUST REVERSER AUTOMATIC POWER

(REV – WHITE/AMBER) RESERVE
(DEP – GREEN/RED) (APR-WHITE) N1 SYNC
Honeywell
(UNL – AMBER/RED) (APR ON-GREEN) (AMBER/GREEN)
THROTTLE DETENT
REV
APR ON UNL
ANNUNCIATION
(MCR – GREEN) MCR 104.0 N1 75.0MCR
REV APR ON UNL
(MCT – GREEN)
SYNC MAN
(T/O – GREEN)
(APR-GREEN) MCR 104.0 N1 75.0 MCR MAN
MAN SYNC MAN
FUEL COMPUTER
MANUAL
(AMBER/WHITE) IGN IGN
IGN IGN NAC 550 ITT 550 NAC
IGNITION NAC 550 ITT 550 NAC
ANNUNCIATION
(GREEN/WHITE/
AMBER)
FIRE FIRE FIRE FIRE
SYNC SYNC
NACELLE HEAT
S 50.0 N2 50.0 S S 50.0 N2 50.0 S
ON (GREEN/AMBER)
T T T T
76 OIL PSI 80 76 OIL PSI 80
LEFT ENGINE
FIRE INDICATION
A A A A
(RED) R 60 OIL °C 60 R R 60 OIL °C 60 R
T 984 FF PPH 1002 T T 984 FF PPH 1002 T
N2 SYNC
(AMBER/GREEN)
FUEL 4450 LBS
LEFT STARTER
FUEL 4450 LBS
ENGAGED L 1700 F 1000 R 1750
(GREEN/AMBER) L 1700 F 1000 R 1750
Figure 7-8. EICAS Engine Field Indications

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Table 7-3. EICAS ENGINE INDICATIONS
Type
Msg EICAS Eng Ind (EI) Logic Summary
W FIRE Engine fire detection loop detects overheat
C IGN Ignition ON and both ignitor plugs bad
C MAN Manual mode, DEEC fault/failure
C NAC Active when NAC HT/NAC HEAT FAIL ON msg displayed
C START Starter is engaged with N2 > 51%
C SYNC Main gear is not locked up with SYNC switch on, N1 or N2
A APR APR is armed in both DEECs
A IGN Switch ON or Auto-ignition and one ignitor plug bad
A MAN DEEC selected MAN or OFF by pilot
A APR ON APR "activated" in one DEEC, or Throttle in APR detent
A IGN Ignition ON or auto-ignition active (both plugs are good)
A NAC Nac A/I switch ON, and system pressure, PT2 heat O.K.
A START L/R starter is engaged
A SYNC SYNC is ON (N1 or N2)
A APR APR throttle detent selected
A MCR MCR throttle detent selected
A MCT MCT throttle detent selected
A T/O Takeoff throttle detent selected

W = Warning
C = Caution
A = Advisory
Table 7-4. ENGINE CAS MESSAGES

Type
W L R FUEL PRESS LOW Low pressure to engine fuel pump inlet (< 1 psi)
C L R ENGCMPTR FAULT DEEC fault
A L R ENGCMPTR FAULT DEEC has detected minor malfunction (ground)
A L R APR FAULT L or R detected APR fault

EDS has lost power, EDS built-in test equipment (BITE)
A L R CHECK EDS
has detected a system failure, the EDS memory is 85% full,
or the system has detected an engine condition which is out of
acceptable parameters.
A L R FUEL FILTER Fuel filter on engine or airframe impending by-pass
A L R ENG SHUTDOWN Collector msg for fuel/oil/hyd press/gen fail, TLA cutoff
A L R ENG VIB MON Engine vibration beyond preset limit

W = Warning
C = Caution
A = Advisory

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L REV R REV
UNSAFE UNSAFE
L OIL L FUEL R FUEL R OIL
PRESS PRESS PRESS PRESS
LOW LOW LOW LOW
Figure 7-9. CWP Engine Warnings
CREW WARNING PANEL (CWP) RMU. In some cases this selection will be au-
tomatic on RMU 1. To manually select the en-
The crew warning panel (CWP) is located in gine indicator display on a RMU, depress the
the center of the instrument panel between PGE mode select key at the bottom of the
DU 2 and DU 3. The engine related warnings RMU. This will bring a page menu onto the
that will be displayed on the CWP are illus- screen. Depress the line select key adjacent to
trated in Figure 7-9. Left and right unsafe “ENGINE PG1” to make the first page of en-
thrust reversers, low fuel pressure and low oil gine indicators appear on the RMU display.
pressure for both engines will be annunciated Page 2 can be selected on the PAGE MENU
on the CWP in addition to the associated mes- page or by depressing the line select key ad-
sages on the CAS. Loss of oil and fuel pres- jacent to the “MORE” caption on engine page
sure resulting from a commanded engine 1. See Figure 7-10 for an illustration of the
shutdown will not be accompanied by illumi- available engine and system indications on
nation of the master WARN lights because of the RMU page displays.
the collector feature.
The data presented on the engine backup pages
BACKUP ENGINE INDICATORS (ENGINE PG1 and PG2) is only provided
through Channel A of the DAUs. If Channel
The EICAS will normally be displayed on the A of either DAU has failed, data from the cor-
pilot’s inboard display unit (DU 2); however, responding engine and systems parameters
if DU 2 fails, or if it is necessary to display provided through that side’s DAU will be lost.
something else on DU 2 (e.g. PFD because DU
1 has failed), the EICAS can be displayed on
DU 3, the co-pilot’s inboard display unit. In
some cases this selection will be automatic.
If it is not possible to display the EICAS on

either DU 2 or DU 3, two pages of engine in-
dicator displays can be selected on either

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Honeywell Honeywell
75.0 N1 75.0
IGN IGN 50 N2 50
60 OIL C 60
984 FF PPH 1002
75.0 N1 75.0
28.5 VOLTS 28.0
EMER V 28.0
550 ITT 550 200 AMPS 300
76 O/P 80 1800 OXYSAT -15
1400 FUEL 1450
TRIM-PIT AIL RUD
3000 HYDM-B 1000
6.5 R2 L3
10 SPLFLP 20
MORE MORE
TUNE TUNE
Honeywell Honeywell
IGN IGN 75.0 N1 75.0

50 N2 50
60 OIL °C 60
75.0 N1 75.0
984 FF PPH 1002
28.5 VOLTS 28.0
550 ITT 550 EMER V 28.0
76 O/P 80 50 AMPS 65
1400 FUEL 1450 SAT -15°

TRIM-PIT AIL RUD
3000 HYDM-B 3000
6.5 R2 L3
10 SPLFLP 20
MORE MORE
TUNE TUNE
Figure 7-10. RMU Engine Indicator Display
ENGINE CONTROL Manual mode operation can be conducted with

the L/R ENG CMPTR switch (Figure 7-11)
SYSTEM in the MAN or OFF position. In the MAN and
OFF position, engine control is through me-
chanical linkage between the thrust levers and
GENERAL the fuel control unit. When operating with
Engine control can be accomplished in either MAN selected the DEEC functions in a su-
computer-on or computer-off (manual) modes. pervisory mode to provide engine overspeed
In the normal, computer-on mode, the DEEC protection and fault monitoring. In the OFF po-
has full authority for all engine operation and sition the DEEC performs no function at all.
responds to pilot inputs through RVDTs (ro-
t a r y va r i a b l e d i ff e r e n t i a l t r a n s f o r m e r s ) The major components of each engine’s control
mounted on the thrust levers. system are the engine control panel, thrust lever,
the electronic fuel computer (DEEC), the en-
gine driven fuel pump and the fuel control unit.

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ENGINE/FUEL CONTROL ON position where they provide electrical

PANEL power to the DEECs for computer-on opera-
tion. When a computer switch is in the man-
The engine/fuel control panel is located toward ual (MAN) position electrical power is only
the aft end of the center pedestal (Figure 7-11). available to those circuits within the com-
The engine related controls on this panel in- puter that control the overspeed solenoid and
clude left and right engine start switches, ig- for fault monitoring.
nition switches and computer switches.
Located in the center of the panel is also an THRUST LEVERS
EDS (engine diagnostic system) record button,
a three position engine sync switch and an Two thrust levers (Figure 7-12) are located in
ARM switch for the APR (automatic perfor- a quadrant on the forward section of the cen-
mance reserve). The panel also includes enter pedestal. Thrust reverser levers are pig-
gine fire indicator/FWSOV switches and gyback mounted on the thrust levers. The
engine extinguisher armed switches. thrust levers operate in a somewhat conven-
tional manner except the throttle quadrant has
The L and R ENG CMPTR switches are lever- detents in the forward range. Each thrust lever
locking with three positions (ON, MAN, is connected to a rotary variable differential
OFF). The switches normally remain in the transformer (RVDT). In the normal computer-
on mode of operation, PLA (power lever angle)
is transmitted to the DEECs through the
RVDTs.
The throttle quadrant has detents and labels

(Figure 7-12) at the following positions, start-
ing full forward at APR and moving aft:
• APR (automatic performance reserve)
• T/O (take-off thrust)
• MCT (maximum continuous thrust)

#1 #2 #2 #1
CLOSED ON ON CLOSED

L START R START
ON EDS RECORD ON
N1
M M
N N
OFF
OFF OFF

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• MCR (maximum cruise thrust) torque motor in the fuel controller to sched-
ule fuel to achieve the computed N1. Between
• IDLE IDLE and MCR, the thrust levers are more
conventional, allowing the operator to set de-
• CUTOFF sired N1 manually.
The full range of the thrust levers is approxi- When the thrust levers are positioned to one
mately 50 degrees from the CUTOFF posi- of the detent positions, the position selected
tion to the forward stop at APR. is annunciated as a green MCR, MCT, T/O or
APR on the EICAS just outboard of the N1 dig-
The APR position is a forward limit stop rather ital displays (Figure 7-8).
than a detent and is sometimes referred to as
manual power reserve (MPR). This position al- The IDLE position provides either flight idle
lows the crew to directly select the additional or ground idle depending on the signal from
thrust that would be provided by APR, but the squat switches. With the thrust levers at the
without arming the system. IDLE position, flight idle is approximately
65% N2 at low altitude and increases propor-
From the MCR detent forward, the DEEC only tionately with altitude. Ground idle (approx-
recognizes four different power settings (i.e. imately 52% N2) will be commanded 20
MCR, MCT, T/O and APR). It is not practical seconds after the aircraft touches down unless
to try to set power settings between these de- a higher engine speed is commanded through
tents. the use of the thrust reversers. Stops at the idle
position prevent inadvertent movement of the
When the thrust levers are set to one of the de- thrust levers to cutoff. The idle stops can be
tents, the DEECs individually compute the released by lifting a trigger on the outboard
N1 for that position based on ambient condi- side of each thrust lever (Figure 7-12).
tions (temperature, pressure altitude, etc.) and
other computer inputs. The DEECs then po- When a thrust lever is placed in the CUT-OFF
sition the N1 bug reference and signals the position, the shutoff valve in the fuel control
unit is mechanically closed, and a switch also
actuates to provide a discrete signal to the
DEEC to initiate engine shutdown. In the com-
puter-on or computer off mode of operation,
the DEEC will initiate a white “L/R ENG
SHUTDOWN” message through the CAS
when the thrust lever is placed in the cutoff po-
sition. This will preempt messages for low fuel
pressure, low oil pressure, low hydraulic pres-
sure and generator failure.
Figure 7-12. Thrust Levers

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DIGITAL ELECTRONIC
ENGINE CONTROL (DEEC)
GENERAL
A digital electronic engine control (DEEC),
also referred to as a fuel computer, is located
above the upper portion of the inlet fan hous-
ing assembly on each engine (Figure 7-13).
With the computer switches ON or MAN, the

DEECs receive power from the left and right
essential busses respectively through the L
and R CMPTR circuit breakers located in the
engine group on the left and right circuit
breaker panels. Figure 7-13. DEEC on TFE731-20 Engine
The DEEC functions to provide the crew with: The DEEC receives input signals representing
the following engine parameters (Figure 7-14).
• Thrust management
• N1 (fan speed)
• Rating display – N1 bug reference
• N2 (turbine speed)
• Engine overspeed protection
• Thrust lever (RVDT)
• Automatic start sequence
• PT2 (inlet pressure)
• Spool speed and temperature limiting
• TT2 (inlet temperature)
• Surge-free acceleration and deceleration
• ITT (interstage turbine temperature)
• Engine synchronization
The N1, N2 and ITT sensors are described in
• Automatic performance reserve the ENGINE DISPLAY section of this chap-
ter and the thrust levers (RVDT’s) are de-
ENGINE CONTROL scribed under ENGINE CONTROL SYSTEM
in this chapter. Inlet pressure (PT2) and inlet
The DEEC controls fuel flow based on thrust temperature (TT2) values are obtained by a
lever position (RVDT) and atmospheric con- sensor probe located in each engine intake,
ditions, while maintaining N1, N2, and ITT forward of the fan. These sensor probes are
within prescribed limits. The DEEC also pro- heated electrically when the NAC HEAT is
vides engine ultimate overspeed protection turned on.
and controls the surge bleed valve to prevent
compressor stalls and surges. The DEEC ini- The DEEC analyzes these signals and pro-
tiates an automatic start sequence when the duces output signals which are sent to the
thrust lever is positioned to IDLE and the cor- torque motor to control fuel flow, and to two
responding engine start button is depressed. solenoids for surge bleed valve control. The
This includes automatic fuel enrichment to DEEC also receives ADC inputs (Mach, alti-
200 degrees Celsius ITT. tude, ambient temperature and pressure) and

PT2
TT2
SURGE VALVE
ITT
N1
MCR
IDLE MCT
T/O N2
APR
CUTOFF
MANUAL CONTROL IGNITION RELAY
TORQUE MOTOR
FUEL IN DIGITAL
ELECTRICAL SIGNAL THRUST SET ELECTRONIC
ENGINE CONTROL
(DEEC)
AIR DATA 429 DATALINK
COMPUTER MACH, ALTITUDE, TAMB, PAMB
Figure 7-14. DEEC Inputs and Outputs
weight on wheels (WOW) signals in per- gine fuel control is in the manual mode and the
forming it’s analysis. DEEC is no longer controlling the engine.
However, if electrical power is still available
In the event the DEEC fails to maintain engine to the DEEC and the computer switch is in
rpm within limits, a mechanical flyweight MAN, it still monitors N1 and N2, and can pro-
governor, within the fuel control unit (Figure vide engine overspeed protection by energiz-
7-16), provides overspeed protection by op- ing the ultimate overspeed solenoid closed if
erating the metering valve to restrict fuel flow N1 reaches 107% or N2 reaches 109%.
and keep the engine from exceeding 105% N2
rpm. Should the governor fail to limit the en- If the L/R CMPTR switch is placed to OFF, or
gine speed, the DEEC will energize the ulti- electrical power to the computer is lost, op-
mate overspeed solenoid valve closed at 107% eration is the same as with the switch in man-
N1 or 109% N2 to shut off fuel flow to the en- ual, but the ultimate overspeed protection is
gine (Figure 7-16). no longer available.
If computer-on engine control is not satisfac- The DEEC has an extensive self-monitor and
tory, the engine can be operated in the man- fault analysis system. In the event a minor
ual mode. The manual mode can be selected fault is detected in the system, the DEEC will
by placing the ENG CMPTR switch to either initiate a “L/R ENG CMPTR FAULT” message
MAN or OFF. If the L/R ENG CMPTR switch on the CAS. The white “L or R ENG CMPTR
is placed in the MAN position, the manual FAULT” CAS will only illuminate on the
mode solenoid is deenergized closed, the en- ground to indicate a minor computer fault.

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The engine remains in computer-on control and switch, the ultimate overspeed protection will
engine operation is not affected. See reset pro- still be available depending on the malfunc-
cedure under “L R ENG CMPTR FAULT” in tion. Power adjustments should be made slowly
the AFM/Checklist. and cautiously, and much closer engine mon-
itoring is necessary in the manual mode.
If electrical power to the computer fails (i.e.
essential bus failure or CMPTR circuit breaker
opens and will not reset), the manual mode
solenoid valve is depowered open, engine con-
ENGINE FUEL SYSTEM
trol reverts to manual, and a white “MAN” EI
will appear in the corresponding N1 indication GENERAL
on the EICAS.
The engine fuel system pressurizes fuel routed
If a fault occurs in the DEEC, it may remain to the engine from the airplane fuel system, fil-
in the auto mode or it may revert to manual ters and heats the fuel, regulates fuel flow and
mode depending on the fault. In either case, delivers atomized fuel to the combustion sec-
an amber “L or R ENG CMPTR FAULT” mes- tion of the engine. The system also supplies
sage will be posted on the CAS and if the en- high-pressure motive flow fuel to the airplane
gine reverts to manual, an amber “MAN” will fuel system for jet pump operation.
annunciate within the corresponding N1 arc
(Figure 7-8). If the engine control transitions The major components in the engine fuel sup-
to the manual mode, engine rpm may increase ply system are the engine-driven fuel pump
or decrease somewhat depending on thrust with an integral fuel filter, the fuel heater, the
lever position, altitude, manual mode adjust- fuel control unit (FCU), the flow divider and
ment and several other factors. the fuel manifolds (Figure 7-15).
When engine control automatically reverts to ENGINE FUEL SUPPLY

manual mode, it will not go back to computer-
on mode even if the fault clears, until the pilot Fuel is supplied to each engine-driven fuel
cycles the ENG CMPTR switch to OFF and pump from the respective wing tank. This fuel
back to ON. If the pilot cycles the switch and is normally supplied under pressure from the
the ENG CMPTR FAULT message remains standby pump or the jet pump in the wing tank.
illuminated, the fault conditions still exist.
During engine start the standby pump is au-
Whenever engine control is in the manual mode tomatically energized to provide fuel pres-
of operation a “MAN” annunciator will appear sure to the engine driven pump. After start, the
inside of the analog N1 indicator on the EICAS standby pump is automatically depowered and
(Figure 7-8). If engine control has reverted to the jet pump provides fuel pressure.
manual due to a DEEC fault or failure, “MAN”
will be amber. If the pilot has switched the If the jet pump fails during engine operation,
computer switch to MAN or OFF the “MAN” low pressure is sensed in the engine supply line
displayed on the EICAS will be white. and the CAS will generate a red “L/R FUEL
PRESS LOW” warning message. The AFM
In the manual mode, engine response will be procedure is to turn on the corresponding
noticeably slower and the surge bleed valve standby pump for this indication. If the
goes to 1 / 3 open and stays there. This will re- standby pump is not turned on or is unavail-
sult in reduced engine efficiency. Temperature able for some reason, the engine-driven fuel
limiting and precise engine speed control is pump can draw fuel directly from the wing tank
lost except the mechanical governor in the un-assisted, but with some limitations.
fuel controller should limit N 2 to 105% and,
if MAN is selected on the ENG CMPTR

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FUEL HEATER/OIL COOLER
FUEL
PUMP
FUEL CONTROL UNIT (FCU)

FILTER
AIRCRAFT
FUEL SUPPLY
FUEL
SECONDARY
SCREEN MANIFOLDS
FLOW DIVIDER
PRIMARY
Figure 7-15. Engine Fuel System Components
ENGINE FUEL PUMPS Fuel flow through the heat exchanger is con-
tinuous, but if the fuel becomes too hot, a
The two-stage engine-driven fuel pump (Figure valve will function to by-pass the hot oil and
7-15) is mounted to the aft left side of the ac- limit the fuel temperature. If the fuel temper-
cessory gearbox. The first stage is a centrifu- ature exceeds 130° Celsius, a white “L/R FUEL
gal pump and the second stage is a high HEATER” message will be displayed by the
pressure gear type pump. Fuel pressure is CAS indicating the fuel/oil heat exchanger
boosted by the first stage centrifugal pump has failed to the hot condition.
and sent through the fuel heater and fuel fil-
ter to the high pressure pump (Figure 7-16). If the fuel is too cold with fuel temperature less
A separate engine driven motive flow fuel than 10° C and the oil temperature is greater
pump is mounted on the front left side of the than 86° C, an amber “L/R FUEL HEATER”
accessary gear box. Its only purpose is to re- caution message will be displayed by the CAS
ceive fuel from the wing tank, boost the pres- (Table 7-4). If a white FUEL FILTER mes-
sure and return the fuel to the wing tank for sage subsequently appears, there is a possi-
jet pump operation. bility of fuel icing.
FUEL HEATER ENGINE FUEL FILTER

The fuel heater (Figure 7-16), which is a heat A fuel filter is mounted on the side of the en-
exchanger, is installed to prevent fuel icing. gine fuel pump. Fuel passes through the paper
Hot engine oil and engine fuel are routed cellulose filter element (Figure 7-16) as it
through the heat exchanger whereby conduc- flows from the fuel heater to the high pressure
tion both cools the oil and heats the fuel. element of the engine pump. Mounted to the
filter housing is an electrical bypass indicat-
ing system. The electrical indicator switch

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provides a signal to generate a “L/R FUEL • A manual shutoff valve, operated me-
FILTER” CAS message (Table 7-4) to indicate chanically by thrust lever movement be-
an impending fuel filter bypass situation when- tween CUTOFF and IDLE. Operates
ever a 6-8 PSID differential is detected. If the with computer-on or in manual.
differential pressure exceeds 9-12 PSID, fuel
will bypass the filter and flow unfiltered to the • A manual mode solenoid which is nor-
inlet of the high pressure element of the en- mally energized open by the DEEC dur-
gine-driven pump. ing computer-on operation.
An amber “L or R FUEL FILTER” CAS mes- • Pneumatic circuits to channel and con-
sage will appear if the respective engine or air- trol P3 bleed-air pressure to pneumat-
frame fuel filter has an impending bypass ically position the metering valve.
while on the ground. While in flight, the CAS
message will be white. • A mechanical flyweight governor, driven
by N2 to (1) limit engine overspeed to
105% in the computer-on and computer-
FUEL CONTROL UNIT (FCU) off modes and (2) govern engine rpm
The fuel control unit (FCU) is mounted on relative to thrust lever position in the
the aft side of the engine-driven fuel pump manual mode.
(Figures 7-15 and 7-16). The primary function
of the FCU is to schedule fuel flow to the fuel FUEL FLOW SENSOR
manifold. The normal mode of operation is
computer-on. In the computer-on mode, the Each engine has a fuel flowmeter (sensor) lo-
torque motor (Figure 7-16) in the FCU re- cated between the FCU and the engine fuel
sponds to electrical signals from the fuel com- manifolds (Figure 7-16). The flowmeter com-
puter (DEEC). The backup mode of operation pensates for fuel temperature changes to de-
is manual mode. In manual, the metering valve termine fuel flow mass and provides this
(Figure 7-16) in the FCU responds hydrome- information to the dual fuel flow converter
chanically to thrust lever movement. (DFFC) located within the tailcone. The dual
channel DFFC sends the fuel flow information
The FCU includes (Figure 7-16): to the DAUs which convert the information to
ARINC 429 bus format, then passes it on to the
• A DC torque motor which schedules fuel symbol generators in the IC-600 integrated
in the computer-on mode in response to computers. The symbol generator then pro-
the DEEC. When in manual mode, the vides fuel flow information for display in the
torque motor valve goes full open. engine instrument section of the EICAS
(Figure 7-5).
• A metering valve which (1) meters fuel
flow in the manual mode in response to Fuel flow information is also sent from the
thrust lever movement and (2) limits DAUs to the FMS(s) for fuel burned and fuel
fuel flow in the computer-on mode in re- remaining computations and displays.
sponse to the 105% flyweight governor.
The metering valve is normally full open The DFFC has built-in redundancies should
during computer-on operation. one output channel fail. The converter oper-
ates on DC power through two circuit break-
• An ultimate overspeed solenoid valve ers, labeled L/R FUEL FLOW, located in the
which is normally open, but is energized engine group on the left and right circuit
closed by the DEEC at 107% N1 or 109% breaker panels respectively.
N2 to shut off fuel. Operates with com-
puter-on or with MAN selected.

LR ENGCMPTR FAULT
ENGINE/FUEL CONTROL PANEL (MINOR FAULT)
LR ENGCMPTR FAULT
EXTINGUISHER
#1 #2
FIRE L STBY XFLOW R STBY FIRE EXTINGUISHER
#2 #1
(MAJOR FAULT)
CLOSED ON ON CLOSED

N1
N2
ELECTRONIC
ITT
L START
R START
CONTROL
L IGN
ON EDS RECORD ENG SYNC APR
ON
R IGN ADC
M
N1
M (DEEC)
ON ON A N2 ARM A ON ON PT2TT2
N N
OFF
OFF OFF
THRUST LEVER
ANGLE
TO LEFT L/R ENGINE COMPUTER
SURGE IGNITION
DEEC SWITCHES
VALVE RELAY
SOLENOIDS
TO WING TANK FUEL FROM
JET PUMPS WING TANK
ENGINE

FUEL DC TORQUE
MOTOR
PUMP
METERING MANUAL FUEL FLOW

HYDRAULIC VALVE SHUTOFF VALVE METER
PUMP
ACC OVERSPEED SOLENOID TO ENGINE FUEL
(107% N1, 109% N2) MANIFOLD
GEAR HIGH
LOW PRESS PRESS
PUMP
BOX PUMP
FUEL
CONTROL
UNIT
BLEED-AIR
PRESSURE P3
FILTER MANUAL MODE SOLENOID
BYPASS (POWERED OPEN,
COMPUTER ON)
THRUST
LEVER
MOTIVE FLOW
LR FUEL FILTER
PUMP (IMPENDING BYPASS)
FLYWEIGHT
GOVERNOR MANUAL MODE
OVERBOARD
(105% N2) ADJUSTMENT
PORT
RVDT
LEGEND
FUEL HEATER/ LOW PRESSURE FUEL

OIL COOLER
HIGH PRESSURE FUEL
(FHOC)
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ENGINE BLEED AIR
OIL OUT
OIL IN ELECTRICAL
LR FUEL HEATER
(FUEL/OIL COOLER FAILURE, TOO HOT) MECHANICAL
LR FUEL HEATER RESTRICTOR
international
(FUEL/OIL COOLER FAILURE, TOO COLD)
7-23
Figure 7-16. Engine Fuel Control Schematic

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FLOW DIVIDER The DEEC activates the ignition during three

automatic modes of operation. (1) The first is
Fuel from the FCU passes through a flow di- normal engine start when the thrust lever is
vider enroute to the fuel manifolds (Figure 7- moved to the idle detent and the START switch
15). One half of the flow divider is a is depressed. Ignition is commanded on at 6.8%
spring-loaded closed valve. The flow divider N2 and turned off at approximately 45% N2.
allows fuel to flow unrestricted to the primary The thrust lever must be at IDLE position for
fuel manifold, but fuel pressure must reach a automatic activation of ignition during start. (2)
certain point to open the other half of the The second mode is for uncommanded engine
valve, and allow fuel to flow to the secondary deceleration. If N1 is below a set point and N2
fuel manifold. is not accelerating, the ignition system is acti-
vated. (3) The last automatic mode is for ex-
During engine start, fuel flows through the cessive engine deceleration. If the physical
flow divider to the primary manifold provid- deceleration of the engine exceeds the decel-
ing the correct volume of fuel for light-off eration commanded through the power levers,
and initial engine acceleration. As the engine the ignition is turned on for at least one second
and engine-driven fuel pump gain speed, fuel to protect the engine against possible flameout.
pressure increases to the point (approximately
150 PPH) where the flow divider opens al- Ignition may be manually turned on with
lowing fuel to flow to the secondary mani- switches on the engine/fuel control panel
fold and nozzles. After engine start the flow (Figure 7-17). The switches are labeled L/R
divider normally remains open allowing fuel IGN and are the push-on and push-off type. A
to flow to both the primary and secondary white “ON” will annunciate in the switch when
manifolds. selected to the on position. The “ON” does not
illuminate however, when ignition is activated
FUEL MANIFOLDS/NOZZLES by the DEEC.
Fuel flows from the flow divider into the pri- The “IGN” annunciator(s) will be displayed
mary and secondary manifolds (Figure 7-15). on the EICAS when ignition is being called for
Twelve duplex spray nozzles are mounted be- by the DEEC or through the switch(es). The
tween the primary and secondary manifolds al- IGN annunciators are located outboard of each
l ow i n g f u e l f r o m b o t h m a n i f o l d s t o b e ITT indicator (Figure 7-18). One or both may
discharged through each nozzle (atomizer). be illuminated since they operate indepen-
The atomizers are designed to provide a cone- dently. The color of the IGN annunciators will
shaped spray of finely atomized fuel into the be green, white or amber (Table 7-3).
combustion chamber.
(1) The IGN annunciator is green if the switch
is on or if auto-ignition has been activated by
the DEEC and both ignitors are active. (2) It is
ENGINE SUB-SYSTEMS white if ignition is being called for and one ig-
nitor plug is not firing, and (3) it is amber if ig-
IGNITION nition is being called for and neither plug is
firing.
The ignition is a dual system utilizing aircraft
DC power from the essential busses. There When the ignition is manually selected ON
are two circuit breakers, (CH A and CH B) lo- with the corresponding engine DEEC selected
cated within the left and right engine group on to the OFF position, the IGN E/I will be amber
each side. The engine mounted system in- even though the ignition may be firing nor-
cludes an ignition unit, a dual channel capac- mally.
itive discharge unit, two ignition plugs and two
high voltage output cables.

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Figure 7-17. Engine Start and Ignition Switches
STARTER to amber if the starter relay is still energized

closed above 51% N2.
A combined starter/generator is mounted in the
center on the front of the accessory gearbox. For a normal computer-on start, the DEEC
When the start sequence is activated for a nor- provides for automatic starting which allows
mal start, the DEEC will energize the start the power lever to be moved into the IDLE po-
relay (line contactor) closed, connecting elec- sition before activating the starter. When the
trical power to the starter from the corre- start switch is momentarily depressed, the
sponding generator bus. The power source to
the generator busses can be from aircraft bat-
teries, a ground power unit, or an APU (if in-
stalled). It is recommended that a GPU or 75.0 N1 75.0
APU be used for start, particularly in cold
weather; however, a battery start may be made
if necessary at temperatures above 0 degrees
Celsius.
IGN IGN
The L/R START switches are guarded with 550 ITT 550
hinged, clear plastic covers. The switches are
located on the left and right side, respectively,
on the engine/fuel control panel, on the center
pedestal (Figure 7-17). The start switch is a
momentary action switch with a white “ON” an- S 50.0 N2 50.0 S
nunciator that illuminates when the switch is de- T T
pressed, indicating the start relay is energized. 76 OIL PSI 80
A A
R 60 OIL °C 60 R
A “START” annunciator will also appear on
the EICAS (Figure 7-18) when the starter is T 984 FF PPH 1002 T
engaged. For each engine, “START” will ap-
pear vertically outboard of the N2, oil and
fuel flow digital displays. The START an- Figure 7-18. EICAS Engine Start
nunciator will be green in color, but will turn Annunciations

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DEEC begins the auto-start sequence by en- The engine can be started in the manual mode
ergizing the standby fuel pump for that engine, also, but the precise fuel scheduling, fuel en-
and energizing the start relay (line contactor) richment, temperature and rpm limiting, and
through the GCU (generator control unit). The automatic control of the start, standby fuel
starter drives the tower shaft through the ac- pump and ignition are not provided.
cessory gearbox, which in turn, drives the N 2
spool. There is no Airplane Flight Manual proce-
dure for starting an engine on the ground with-
The DEEC commands ignition at 6.8% N 2 o u t t h e D E E C O N . T h e r e i s , h ow eve r, a
causing the green IGN annunciator to illumi- checklist for doing an airborne start with the
nate on the EICAS. Fuel is introduced when DEEC selected to MAN or OFF.
positive N1 is sensed by the DEEC at ap-
proximately 11-12% N2. The DEEC precisely
regulates fuel flow and engine acceleration
during start. It provides automatic enrichment
to provide a smooth acceleration to idle speed.
At approximately 50% N2 (dependent on am-

bient conditions), ignition is terminated and
the speed sensor in the starter/generator trips
to disengage the starter relay (line contactor).
As a follow-up, the DEEC will also signal
starter relay disengagement at 50% N2. If a
GPU is not being used, a signal from the DEEC
will automatically bring the generator on line
when the engine RPM is at 95% of N1 ground
idle. If the DEEC is not operating in the au-
tomatic mode, the GEN S/I must be depressed
to turn the generator on.
The automatic start sequence is generally very

reliable and trouble free; however, the pilot
should carefully monitor the N1 and N2 spools,
ITT and oil pressure during start. If both spools
do not increase smoothly and rapidly to idle
rpm after light-off, then the start should be
aborted. The maximum time for the engine to
accelerate from initiation of start to idle N1
is 60 seconds.
If an indication of ITT has not occurred within

10 seconds after start initiation or ITT is ap-
proaching the limit and climbing rapidly, the
start should be aborted.
An indication of oil pressure should occur

within 10 seconds of light-off. If no oil pres-
sure is indicated the start should be aborted.

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75.0 N1 75.0
SYNC
550 ITT 550
SYNC
50.0 N2 50.0
Figure 7-19. ENG SYNC Switch 76 OIL PSI 80
ENGINE SYNCHRONIZATION 60 OIL °C 60
The function of the synchronization system is 984 FF PPH 1002
to reduce cabin noise level and increase pas-
senger comfort. This process eliminates the au- FUEL 4450 LBS
dible and often objectionable beat frequency
produced by engines operating in close prox- Figure 7-20. EICAS SYNC Annunciation
imity.
must be off for takeoff and landing; thus, the
The synchronizer system is incorporated into amber color is to alert the pilot to turn the
the DEEC software and includes data crosslink synchronization system off if the landing gear
communication between the two engines and is selected down.
a three position (OFF, N1, N2) switch labeled
“ENG SYNC.” The switch is located on the en- During operation, the speed (N1 or N2) of the
gine/fuel control panel (Figure 7-19). The left slave engine is slowly biased up or down as re-
engine is generally identified as the master quired to match the speed of the master engine.
engine. Synchronization of the engines occurs more
rapidly if the engines are closely matched be-
The system functions from flight idle to the fore sync is initiated.
maximum power rating as long as the engines
are operating in the computer-on mode and The sync switch circuits are powered through
within the system limits. a SYNC SW circuit breaker in the engine
group on the pilot’s circuit breaker panel.
If the sync switch is placed in the N 1 or N 2 po-
sition the system is turned on and a “SYNC”
annunciator will illuminate on the EICAS. If
N1 is selected, “SYNC” annunciates between
the N1 indicators. If the switch is placed to the
N2 position, “SYNC” appears between the
N2 digital displays on the EICAS (Figure 7-
20). In both cases, N1 or N2 selected, the an-
nunciator will be green if the landing gear is
up and amber if the gear is not locked up. Sync

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AUTOMATIC PERFORMANCE vertently activated on the ground (i.e. if the

RESERVE (APR) pilot uses differential thrust during taxi), cy-
cling the APR switch off and back to ARM
The APR system provides for an automatic in- again, with the N2 rpm’s matched within 15%,
crease in thrust on the operative engine in the will reset the system.
event of power loss on the other engine during
takeoff. This reserve power can be applied au- Performance reserve may be selected manu-
tomatically if the APR is armed or it can be ob- ally by advancing either or both thrust levers
tained manually by placing the thrust lever(s) to the APR position even when the APR switch
full forward to the APR position. is not in the ARM position. The green “APR
ON” annunciator on the EICAS will also il-
The system consists of the DEEC (APR soft- luminate with a manual activation.
ware), a two position pushbutton switch on the
engine/fuel control panel, labeled APR, lo- ENGINE VIBRATION MONITOR
cated next to the ENG SYNC switch (Figure
7-19) and, an APR position on the throttle An engine vibration sensor is mounted on each
quadrant. engine. If the sensor detects engine vibration
in excess of the preset level, a white “L/R
When the APR switch is depressed, the white ENG VIB MON” advisory CAS message will
“ARM” illuminates in the switch and the DEEC be displayed on the EICAS (Table 7-4).
performs a software verification. If the APR
triggering circuit is armed for both engines, a ENGINE DIAGNOSTIC SYSTEM
white “APR” annunciator will appear at the top (EDS)
of the EICAS between the N1 indicators
(Figure 7-8). If the system verification fails, The DEECs each contain embedded trend mon-
a white “L/R APR FAULT” message will ap- itoring software which provides data for the
pear on the CAS (Table 7-4). Engine Diagnostic System (EDS). This data
Once armed, if there is an N2 speed mismatch can be downloaded for Engine Condition Trend
of 15% or greater between the left and right Monitoring (ECTM).
engines, the DEECs will increase fuel flow to
produce approximately a 2% increase in N1. The DEEC continuously monitors the neces-
When activated, the color of the APR annun- sary parameters and events during engine op-
ciator on the EICAS will then turn from white eration and periodically stores the required
to green and annunciate “APR ON.” If APR is information in memory located within the
activated with the thrust levers set at T/O, DEECs. At specified intervals, the data stored
thrust would increase approximately 150 within the DEEC memory is downloaded by
pounds per engine. When APR is automatically maintenance personnel.
or manually activated, each DEEC will also in-
crease ITT limiting by 22° C to allow for the The DEEC will generate a white “L or R
increased thrust by 2% N1. The DEECs will CHECK EDS” CAS message if the corre-
attempt to increase thrust on both engines sponding EDS has lost power, EDS built-in-
when APR is activated. However, if an engine test (BITE) has detected a system failure, the
roll back caused the 15% split in N2, the mal- EDS memory is 85% full, or the system has de-
functioning engine probably will not respond tected an engine condition which is out of ac-
to the DEEC command for increased thrust. ceptable parameters.
Once APR has been activated in the auto mode, All faults identified by the EDS will be stored
the APR arm switch must be cycled to off to in non-volatile memory with a time stamp
return to normal operation. If APR is inad- added. The pilot has the capability to highlight
or identify points in the stored data by mo-

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mentarily depressing the EDS RECORD but-

ton on the engine/fuel control panel (Figure
7-19). The data will be identified for a period
four minutes before to one minute after the but-
ton was depressed.
ENGINE OIL SYSTEM

GENERAL
The engine oil system provides for cooling
and lubrication of the engine bearings, the ac-
cessory drive system, transfer gearbox, the
planetary gear assembly, and for heating of the
engine fuel supply. The oil system is a pres- LEFT ENGINE OIL DIPSTICK
sure-scavenge system, consisting of a reser-
voir, a seven element pump, a filter, heat
exchangers, a breather valve, and pressure
and return lines.
OIL SUPPLY
The oil supply is contained in tanks mounted
to the right side of each engine. The oil level
is checked and serviced through oil servicing
doors (Figure 7-21) located on the forward
outboard side of each engine nacelle. A quan-
tity sight gage is provided on the right engine
oil tank to visually check the oil level, and dip-
sticks are provided on both oil reservoirs to
check the oil level. Oil servicing is required
if oil level is one quart low. RIGHT ENGINE OIL TANK
Oil levels should be checked during the exte- Figure 7-21. Engine Oil Tanks
rior inspection. If the oil quantity is not checked
within one hour of engine shutdown, an inac-
curate indication may result. If preflight oil OIL SYSTEM OPERATION
level checks low, start and run the affected en-
gine until stabilized at idle, shut down the en- Oil pressure and scavenging is provided by a
gine and recheck the oil level. If there is no oil seven element pump mounted to the aft right
level indication, add enough oil to obtain an inside of the accessory gearcase. Two elements
dication before starting the engine to recheck of the pump draw oil from the reservoir and
the oil level. Normal oil consumption is ap- deliver oil under pressure to the distribution
proximately 1 quart in 25 hours. lines. The oil passes through filtering and tem-
perature control components before being
routed to the engine for lubrication. The pump
includes a mechanical pressure regulator to
maintain a desired pressure at the fan gearbox
bearings. See Figure 7-22.

VENT TO
AMBIENT
TRANSFER
GEARBOX NO. 4 AND NO. 5
VENT BEARING CAVITY FAN GEARBOX VENT
ACCESSORY TRANSFER FAN REDUCTION

BREATHER GEARBOX GEARBOX GEARBOX
PRESSURIZING ALTITUDE
VALVE OIL FLOW
REDUCTION
VALVE
ANTI-
OIL LEVEL
TEMP OR PRESSURE TEST PORT NO. 6 BEARING
SYPHON
ORFICE SIGHT FILL SUMP
PLUG PORT
OIL PUMP
OIL PUMP INLET
LR ENGINE CHIP AIR OIL

COOLER
(UPPER)
ELECTRICAL CHIP OIL TEMP AND

DETECTOR AND PRESSURE
DRAIN PLUG CHECK VALVE BYPASS VALVE
OIL TANK TEMP AND

PRESSURE MODULATOR ADJUST OIL TEMP OR
TEST PORT REGULATOR VALVE PRESSURE
FILTER FUEL IN
TEST PORT
AUX FILL BYPASS
PORT VALVE/SWITCH FILTER ASSEMBLY
AIR OIL
COOLERS
FUEL HEATER/
LR OIL FILTER (LOWER) OIL COOLER
LEGEND
FUEL OUT
AIR/VENT FUEL
INLET OIL SCREEN
SCAVENGE OIL CHECK VALVE T P

OIL TEMPERATURE SENSOR OIL PRESSURE SENSOR LR FUEL HEATER
HIGH PRESSURE OIL LR OIL PRESS LOW LR FUEL HEATER
Figure 7-22. Engine Oil System Schematic
After exiting the oil pump, the pressurized oil pass the filter. If it comes on inflight, moni-
passes through a filter located on the aft right tor oil pressure and temperature, while refer-
side of the accessory gearbox. A filter by- ring to the AFM.
pass valve is provided as an alternate flow
path around the filter to allow uninterrupted After the oil passes through the filter (Figure
oil flow should the filter become obstructed. 7-22), it is routed through three sections of
If differential pressure on the inlet port and out- finned air-oil coolers located in the engine
let port of the filter exceeds a preset amount, bypass duct. A temperature control/bypass
impending bypass is indicated and a switch valve will cause oil to flow through the finned
will close initiating a “L/R OIL FILTER” mes- air-oil coolers when the oil is hot and bypass
sage on the CAS (Figure 7-23). the coolers when the oil is cold.
An amber “L or R OIL FILTER” CAS message That portion of the oil that is dispensed to the
will appear if oil filter bypass is impending fan reduction gearbox (planetary gears), the
while on the ground. If oil filter bypass is im- transfer gearbox, and to bearings #4 and #5 is
pending while in flight, the CAS message will routed through the fuel heater/oil cooler
be white. An additional increase of approxi- (FHOC) (Figure 7-22). This heat exchanger
mately 5 PSID will cause the oil to actually by- provides for additional oil cooling and for

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Type
W L R OIL PRESS LOW Low oil pressure, < 50 psi.
C L R ENGINE CHIP Metal particles in oil while on the ground
C L R FUEL HEATER Fuel/oil cooler failure, fuel too cold.
C L R OIL FILTER Engine oil filter impending bypass while on the ground
A L R FUEL HEATER Fuel/oil cooler failure, fuel too hot.
A L R ENGINE CHIP Metal particles in oil (inflight).
A L R OIL FILTER Engine oil filter impending by-pass (inflight).
W = Warning
C = Caution
A = Advisory
CAS MESSAGE DATABASE
L OIL R OIL
PRESS PRESS
LOW LOW
OIL SYSTEM WARNINGS ON CWP
fuel heating to prevent fuel icing. A fuel tem-

perature sensor monitors fuel temperature at
550 ITT 550 the pump and an oil bypass valve on the FHOC
will automatically operate to preclude exces-
sive heating of the fuel. If the fuel is too hot,
a white “L/R FUEL HEATER” advisory mes-
sage will be generated by the CAS (Figure 7-
23). If the fuel is too cold, an amber “L/R
50.0 N2 50.0 FUEL HEATER” caution message will ap-
49 OIL PSI 80 pear on the EICAS.
60 OIL °C 60 The bearings and gearbox areas are gravity

scavenged to the inlets of the five scavenge el-
984 FF PPH 1002 ements in the oil pump, which returns the oil
through a common scavenge line to the oil tank.
FUEL 4450 LBS All bearing, gearbox and oil tank areas are
L 1700 F 1000 R 1750 interconnected by vent lines which connect to
a breather pressurization valve. The breather
pressurization valve provides an ambient vent
OIL INDICATIONS ON EICAS for the oil system at low altitudes and at high
altitudes increases the vent and tank pressure
Figure 7-23. Oil System Indications to prevent oil foaming and to ensure proper oil
pump operation.

Table 7-5. OIL PRESSURE DISPLAY Table 7-6. OIL TEMPERATURE DISPLAY
Lower Limit Upper Limit Lower Limit Upper Limit

Color Color ( °C) ( °C)
(PSI) (PSI)
Red 0 49 Red — -54
Amber 50 64 Amber -53 29
White 65 80 White 30 127
Amber 81 100 Red 128 —
Red 101 — NOTE: If the aircraft altitude is greater than 30,000 feet,
the upper limit on the white region is 140 °C.
NOTE: When N2 is less than 82%, the upper amber The red region starts at 141 °C (On EICAS only;
region ends at 125 PSI. The upper red region not on RMU).
starts at 126 PSI.
OIL PRESSURE & ENGINE CHIP DETECTOR

TEMPERATURE INDICATIONS A magnetic chip detection plug is installed in
the scavenge line for detection of metal par-
Oil pressure and temperature is sensed in the
ticles in the oil. If sufficient metal particles ac-
oil pressure line between the FHOC and the
cumulate on the chip plug while inflight, a
fan reduction gearbox. This information is
white “L/R ENGINE CHIP” advisory CAS
processed through the DAUs and symbol gen-
message will appear on the EICAS (Figure 7-
erators in the IC-600 computers and is digi-
23). An amber “L/R ENGINE CHIP” CAS ap-
tally displayed on the EICAS just below the
pears if metal particles are detected in the oil
N 2 indicators (Figure 7-23). The digits will ei-
of the respective engine while on the ground.
ther be white, amber or red depending on the
pressure/temperature. See Tables 7-5 and 7-6
for oil indications color coding. Oil temper-
ature is also displayed on page 2 of the engine
pages on either RMU (Figure 7-10).
Any time oil pressure drops below 50 psi, ex-

cept during engine start or when the thrust
lever is in CUTOFF, a red “L/R OIL PRESS
LOW” warning message will be displayed on
the CAS (Figure 7-23). A corresponding red
“L/R OIL PRESS LOW” annunciator will also
illuminate on the CWP when oil pressure is
below 50 psi (Figure 7-23).

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THRUST REVERSER
SYSTEM
GENERAL
The thrust reverser system is installed as stan-
dard equipment on the Learjet 45. The thrust
reversers are electrically controlled and hy-
draulically actuated target type thrust reversers
(Figure 7-24) which operate independently of
each other. When the thrust reverser doors are
deployed, engine exhaust is deflected in a for-
ward direction.
Major system components consist of upper

and lower clam shell shaped doors, located on
the nacelle afterbody of each engine. The re-
verser doors are equipped with hydraulic ac- Figure 7-24. Thrust Reverser (Dee Howard
tuators and associated linkages that position TR 5045)
the doors upon command to either stow or de-
ploy positions.
An automatic emergency stow system, which
Mechanical latches hold the reverser doors in includes an automatic throttle-retard feature,
the stowed position until released by unlatch is incorporated to provide protection against
actuators. inadvertent deployment.
Thrust reverser operation is controlled through Safety pins and flags are provided for secur-
the thrust reverser levers, piggy-back mounted ing the reverser doors in either the stowed or
to the thrust levers. Indications of thrust re- deployed position for ground servicing or
verser operation (normal and abnormal) are safety.
presented in the engine field on the EICAS and
through CAS messages. There is no dedicated COMPONENTS
control or indicator panel for the thrust re-
versers. Electronic Control Unit (ECU)
When the thrust reversers are deployed and the An ECU for each thrust reverser is located in
levers are pulled to the full aft position, the the tailcone of the airplane. The ECUs inte-
DEECs will limit engine rpm (N 1 ) to a sched- grate all deploy and normal stow, auto-stow,
ule based upon the airplane’s airspeed (Figure and annunciation functions of the thrust re-
7-29). verser system through logic circuits. Each of
the logic circuits is initiated with a combina-
Hydraulic pressure is provided from the main tion of switches and relays. These logic cir-
hydraulic system for operation of the thrust re- cuits are all powered through separate circuit
verser unlatch actuators and the primary ac- breakers.
tuators. Auxiliary hydraulic system pressure
is not provided to the thrust reversers and the DEPLOY circuit breakers provide DC power
thrust reversers do not have a backup accu- to the deploy circuits in each ECU. A STOW
mulator dedicated to thrust reverser operation. circuit breaker on each side provides power for
the normal stow and auto-stow function, and

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UPPER DOOR
ASSEMBLY
LATCH LINK
ASSEMBLY RODS
DEPLOY
SWITCH
PRIMARY
ACTUATOR
LOWER DOOR
ASSEMBLY
HYDRAULIC
CONTROL AFTERBODY
UNIT
(HCU)
THROTTLE
RETARD
ACTUATOR
Figure 7-25. Thrust Reverser Doors and Latches

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an ANN circuit breaker, also one on each side, Control Valve

provides power to the ECU circuits that relay
system status to the EICAS. The L/R RE- The control valve or hydraulic control unit
VERSER DEPLOY, STOW, and ANN circuit (HCU), located on the engine, is electrically
breakers are located in the engine group of cir- controlled through solenoids powered by the
cuit breakers on the left and right circuit ECU to route hydraulic pressure to the un-
breaker panels respectively. latch actuators and to the deploy or stow side
of the primary actuators. Whenever the con-
Actuators trol valve is positioned to the stow position,
hydraulic pressure is also sent to the throttle
Each engine is equipped with two primary retard actuator (Figure 7-28).
thrust reverser actuators, one on the inboard
side of the engine and one outboard (Figure 7- Latches (Hooks)
25). These actuators position the doors to the
extend or stow position. Two pair of spring-loaded latches (one pair on
each side of each engine) secure the thrust re-
A hydraulic actuator is attached to each set of verser doors in the stowed position (Figures
latch hooks. Hydraulic pressure is routed to 7-25 and 7-26). Each hook engages a recep-
these actuators to unlatch the hooks before tacle on the forward corner of the doors. The
the doors can move to the deployed position. door receptacles have a lip on them that pre-
vent the hooks from releasing until the doors
A throttle retard actuator, located on the en- are retracted a small amount. This is referred
gine, is attached to a lever arm which meets to as “overstow.” For the normal deploy se-
with a lever arm on the FCU when the throt- quence an overstow is commanded first, then
tle retard actuator is operated. Hydraulic pres- the unlatch actuator causes the hooks to retract.
sure to this actuator will cause the thrust lever When the unlatch actuator moves, it trips an
to be rapidly pulled back to the idle position associated unlatch switch that signals the ECU
if not already there. This “throttle snatch” to continue the deploy sequence (Figure 7-
will occur anytime stow (normal or auto) is 26). When the hooks retract, they trip an un-
commanded by the ECU and the thrust lever lock switch. These switch signals are used in
is not at the idle position. the normal deploy/stow sequence and are also
used to indicate an uncommanded unlock.
Isolation Valve
Indications
Each thrust reverser system has an isolation
valve as a safety feature. It is a solenoid con- Thrust reverser status will be displayed as il-
trolled valve which isolates hydraulic system lustrated in Figure 7-27. Both left and right
pressure from the thrust reverser control valve ECUs will send signals through the DAUs and
unless an armed condition exists. When the iso- IC-600 symbol generators to the EICAS, re-
lation valve is opened, a pressure switch on the porting the status of that engine’s thrust re-
outlet side of the valve provides a discrete verser system. The appropriate color coded
signal to indicate the thrust reverser is armed thrust reverser annunciator is displayed above
(white “REV” annunciator on EICAS, as il- the N1 digital display for each engine. A table
lustrated in Figure 7-8). If the ENG FIRE listing the annunciators and the color change
switch is depressed (firewall shutoff valve logic is included in Figure 7-27. Also shown
CLOSED), the corresponding isolation valve are CAS messages that will be presented with
cannot be powered unless the corresponding certain thrust reverser malfunctions.
FWSOV circuit breaker is pulled out.
The CWP contains red L and R REV UNSAFE
annunciators which will illuminate in con-
junction with a red UNL or DEP annunciator

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LATCH HOOK
LOCK/UNLOCK SWITCH
(TRIPS THE "UNL"
INDICATOR)
LATCH ACTUATOR
LATCH/UNLATCH SWITCH
(ACTIVATES THE DEPLOY
VALVE SOLENOID)
Figure 7-26. Thrust Reverser Latch Assembly
above the EICAS N1 indicator. An aural (voice • A full deploy has been detected without
message) warning, stating “LEFT/RIGHT a deploy command.
REVERSER UNSAFE”, will also be an-
nounced to the crew over the audio warning • ECU power fail
system. The voice message will continue to re-
play until canceled by the pilot, or the condi- The “L or R REV FAULT” CAS message may
tion is no longer valid. This annunciation will be accompanied by a red “DEP” or “UNL” EI.
display if an unlock signal is received from two
unlock switches inflight (Figure 7-27). Normal indications are a white “REV” display
which means that the reverser is armed on the
A white “L or R REV FAULT” message is dis- ground (the isolation valve is open and hy-
played on the CAS for any of the following ab- draulic pressure is available up to the control
normal conditions: valve). When deploy is commanded the amber
UNL annunciators will be on momentarily
• The squat switch input to the thrust re- during deployment. When the thrust reversers
verser ECU has failed. are fully deployed, a green “DEP” will an-
nunciate above each N1 indicator (Figure 7-
• A full deploy has been detected without 27). A time delay in the master caution system
hydraulic pressure. will normally prevent the master caution light
from activating during the short time the UNL
• A full deploy has been detected without annunciators are on.
an unlock command.

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SYSTEM OPERATION (Figure 7-25) will cause the UNL annunciator

to extinguish and a green DEP annunciator to
General illuminate. The thrust reverser doors should
fully deploy within 1 second.
The reverser levers control the deployment
and stow cycles through the ECUs (electronic Reverse Thrust
control unit) on each engine. The left and right
controls are totally independent; therefore, When the deployed signal is received by the
for simplification, the following description ECU, it energizes a throttle balk solenoid in
of the system operation will be for one engine, the throttle quadrant which allows the pilot to
although normally both thrust reversers are de- pull the thrust reverser levers aft of the idle de-
ployed and stowed simultaneously and the se- ploy position. The throttle balk solenoids for
quence is identical. each engine are independent, and one can re-
lease without the other releasing. This allows
Arming single engine reversing. If the pilot is apply-
ing too much aft pressure on the reverser levers
When the thrust lever is at idle and both squat when the throttle balk solenoids are energized,
switches indicate weight on wheels, the sys- they may not release.
tem is automatically armed. At this point, the
isolation valve (one for each engine) is ener- The amount of reverse thrust applied is de-
gized open by the ECU providing hydraulic pendent on the amount of aft rotation of the
pressure to the control valve. When the iso- piggy-back reverser levers. The DEEC will
lation valve opens, hydraulic pressure will limit the maximum engine rpm at the full aft
trip a pressure switch causing the white REV position of the thrust reverse levers based upon
annunciator to illuminate above the N1 indi- airplane airspeed (Figure 7-29). At touchdown
cator. If pressure is detected at the output port speeds of 110 to 130 KIAS, the DEEC will
of the isolation valve and the airplane is air- limit N1 to approximately 82% of rated take-
borne, or if the corresponding thrust lever is off N1, and decreasing to approximately 65%
above approximately 82% and the airplane is of rated takeoff N1 at 80 KIAS. If the reverser
on the ground, the color of the REV annunci- levers are held in the full aft position as the air-
ator will be amber (Figure 7-27). plane decelerates, the DEEC will decrease the
engine rpm to maintain the schedule down to
Deploy 60% of rated takeoff N1 by 30 KIAS. However,
the AFM limits the use of maximum reverse
When the thrust reverser lever is raised to the thrust to speeds of 40 KIAS and above. If op-
idle deploy position (hard stop provided by the erating the engines in the MANual mode, or
throttle balk solenoid), the ECU will command when the DEEC’s are off, thrust reversers must
the thrust reverser hydraulic control valve to be limited to idle reverse.
reposition. It will first send hydraulic pressure
to the stow side of the primary actuators (one At 40 KIAS, the reverser levers should be
on each side of the engine) to cause what is re- smoothly moved forward toward the idle de-
ferred to as an “overstow”. This is necessary be- ploy position. Use of maximum reverse power
fore the door hooks can be released. After below 40 KIAS could cause reingestion of ex-
overstow has occurred and the unlatch switches haust gases or possible foreign object damage.
indicate the latches have been released, the
ECU will command the control valve to the
deploy position and send a signal to the DEEC
to activate the reverse thrust limit schedule.
Signals from the unlock switches will cause the
amber UNL annunciator to display on the
EICAS until the doors are fully deployed. When
the doors are fully deployed, a deployed switch

Type
A L R REV AUTOSTOW Autostow activated due to uncommanded unlock.
WOW input fail, ECU power fail, or deploy without hyd press or
A L R REV FAULT without unlock or deploy command. (See page 7-36)
W = Warning
C = Caution
A = Advisory
THRUST REVERSER CAS MESSAGE DATA BASE
REV UNL
75.0 N1 75.0
L REV R REV
UNSAFE UNSAFE
550 ITT 550
THRUST REVERSER
50.0 N2 50.0 WARNINGS ON CWP
76 OIL PSI 80
THRUST REVERSER ANNUNCIATIONS ON EICAS
Type
Msg
EICAS EI's Logic Summary
TR deployed in flight or on ground w/o being unlocked
W DEP or deploy switch is bad.
TR unlocked in flight or on ground w/o being armed
W UNL or bad unlock switch.
C REV HCU powered/TR armed in flight/grnd w/TLA > MCR
C UNL TR unlocked, Master Caution time delayed
A DEP TR deployed on ground
A REV HCU powered/TR armed on ground

W = Warning
C = Caution
A = Advisory
THRUST REVERSER EICAS ANNUNCIATOR DATA BASE
Figure 7-27. Thrust Reverser Indicators

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MAIN HYDRAULIC
ISOLATION SYSTEM PRESSURE
VALVES
(IN TAILCONE)
PRESSURE SWITCHES
RETURN
THROTTLE THROTTLE
RETARD RETARD
ACTUATOR ACTUATOR
(HCU's)
CONTROL VALVES
(ON ENGINE)
LATCH HOOK LATCH HOOK

ACTUATORS ACTUATORS
DOOR DOOR
ACTUATORS ACTUATORS
DOOR DOOR
LEGEND
DEPLOY STOW UNLATCH
Figure 7-28. Thrust Reverser System Schematic

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95
90
85
% of Takeoff N1
80
75
70
65
60
55
50
130 110 90 70 50 30
AIRSPEED — KIAS
Figure 7-29. Reverser Thrust Limit Schedule
Stow (Normal & Automatic) than one hook is in the unlocked position. An
amber UNL will illuminate on the ground if a
After the engines have reached reverse-idle single unlock switch is indicating unlocked and
rpm, (approximately 30%), the pilot can stow the thrust reverser is not fully deployed or de-
the reversers by returning the reverser levers ploy has not been commanded (i.e. reverser
to the full forward position. While the reverser lever forward of idle deploy position). In this
levers are deployed, the thrust levers are locked case autostow is not commanded.
at the idle position, but as the reverser levers
are returned to the stow position this lock is When the ECU initiates an autostow, it will
released. Care should be taken not to move the provide signals to the EICAS for indication
thrust levers forward when stowing the re- that an unlocked condition exists. While both
verser levers. of these signals are present, the EICAS will
display a white “REV AUTOSTOW” message
When normal stow is initiated, the ECU will (Figure 7-27).
move the control valve to the stow position and
the doors will retract and latch. The DEP an- Automatic Throttle Retard
nunciations, on the EICAS, will extinguish
and the UNL display will momentarily illu- When hydraulic pressure is applied to the stow
minate during the stow cycle. side of the primary actuators pressure is also
applied to the throttle snatch actuator. The
The thrust reverser stow command is auto- throttle retard actuator rotates the actuator
matically initiated whenever unlock is indi- lever arm which meets with and moves the fuel
cated by any two unlock switches (red UNL control lever arm to the idle thrust position.
annunciator illuminated) and the reverser
levers are forward of the idle deploy position.
This occurs during the normal stow cycle and
also to correct an abnormal condition inflight
(autostow). Autostow continues until no more

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REVIEW QUESTIONS
1. The TFE731-20 engines each provide 6. If both channels of DAU 1 fail, how will
3,500 pounds of thrust at: the engine instrument display on the
A. All altitudes and temperatures. EICAS be affected?
B. Sea Level at any temperature. A. All engine indicators will continue
C. Any altitude to 90° F (+32° C). to operate through DAU 2.
D. At Sea Level up to 88° F (+31° C). B. Left engine indicators for N 1 , ITT,
N 2 , oil pressure, oil temperature and
fuel flow will be lost.
2. The turbine section consist of:
C. If the DAU NORM reversion switch
A. Four axial-flow turbines (one HP and is selected to Channel B, all engine in-
three LP). struments will be restored.
B. Three LP turbines. D. If the IC/SG NORM switch is selected
C. Four LP axial turbines. to No. 2 all engine instruments will be
D. A single-stage HP turbine. restored.
3. The accessory drive components are pow- 7. When the thrust levers are set to the T/O
ered through the tower shaft by the: detent, the red line is at 941° C on the ITT
A. Bypass air flow. indicators. What is the red line value if
APR activates (less than 5 minutes)?
B. The low pressure spool.
C. The high pressure spool. A. No changes, still 941° C.
D. Planetary gears. B. Increases 22° to 963° C.
C. Decreases to 916° C.
4. The primary thrust indicating instrument D. Increases to 1014° C.
is the:
A. N 1 display. 8. On the EICAS display an amber IGN an-
nunciation could indicate that:
B. N 2 display.
C. ITT display. A. Ignition is ON or auto-ignition is active.
D. Airspeed indicator. B. Ignition is ON and one ignitor plug is
bad.
5. Engine instrument indications can be dis- C. Ignition is ON and both ignitor plugs
played on: are bad.
D. None of the above.
A. Any of the display units.
B. Either inboard display units.
9. If the digital display of N 2 on the EICAS
C. Either RMU. exceeds (APR not selected), the dis-
D. Both b. and c. play changes color to red and a red box
will appear around the digital indication.
A. 100%
B. 102.5%
C. 105%
D. 109%

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10. Automatic ignition is provided to the en- 16. When operating with a dual generator
gine during: failure, which engine instrument(s) will
A. Excessive decelerations. be available for display on the RMU?
B. Engine start sequence after the START A. N 1
button has been depressed. B. N 2
C. Uncommanded decelerations. C. Fuel flow
D. All of the above. D. All of the above are available
11. The only engine related warning(s) to be 17. The DEEC functions to provide all of the
displayed on both the CWP and the following except:
EICAS are: A. Overspeed protection.
A. Thrust reverser unsafe in flight. B. N 2 bug—rating display.
B. DEEC failure. C. Thrust management.
C. Low fuel pressure and oil pressure. D. Automatic performance reserve.
D. Both a. and c.
18. In the computer-on mode of operation
12. Ten parallel-wired thermocouples located what engine overspeed protection is pro-
between the HP and LP turbines provide: vided?
A. N 1 rpm indication. A. Only 107% N 1 , and 109% N 2 ulti-
B. N 2 rpm indication. mate overspeed shutoff.
C. ITT indication. B. Only 105% N 2 mechanical governor.
D. Both a. and b. C. Only 107% N 1 , ultimate overspeed
shutoff.
13. Dispatch with DEEC fault detection an- D. 105% N 2 mechanical governor and
nunciations is authorized by: 107% N 1 , plus 109% N 2 ultimate
overspeed shutoff.
A. Engine/Aircraft Manufacturer.
B. FAA Minimum Equipment List.
19. When operating the engine in the manual
C. Faults do not restrict dispatch. mode (CMPTR switch OFF), the follow-
D. Both a. and b. ing is true.
A. The DEEC has full authority for all en-
14. In the manual engine mode of operation, gine operation through the PLA.
all of the following are true except:
B. The DEEC functions only in a super-
A. The surge valve will remain fixed at visory mode, to provide engine over-
1 / open.
3 speed protection and fault monitoring.
B. Acceleration time is slower. C. Engine operation is achieved through
C. Surge protection is provided. the power lever and mechanical link-
D. The fuel is controlled through the me- age to the fuel metering system.
tering valve in the FCU. D. There is no manual mode, only ON or
OFF.
15. The prevents icing of the fuel.
A. The FCU
B. The fuel flow divider
C. The motive flow injector pump
D. The FHOC

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20. The performance reserve system provides 25. A/an DEP displayed on the
additional engine thrust and is available EICAS means that the thrust reverser was
in the computer-on mode whenever: armed and has deployed while on the
A. T h e t h r u s t l eve r i s m a n u a l l y p o - ground.
sitioned to the APR detent. A. White
B. Automatically if a 15% N 2 mismatch B. Green
between engines is detected, once C. Amber
armed. D. Red
C. The stall warning horn activates.
D. Both a. and b. 26. Use of maximum thrust reverse power
below KIAS could cause reinges-
21. Manual initiation of the ignition push- tion of exhaust gases or possible foreign
button will be annunciated on the EICAS object damage.
by a/an IGN display next to the A. 40 kts
ITT readout when the ignitor plugs are
B. 75 kts
both functioning properly.
C. 100 kts
A. White
D. There is no airspeed limit
B. Green
C. Amber
D. Red
22. If the oil quantity is not checked within

________ of engine shutdown, an inac-
curate indication may result.
A. 10 minutes
B. 30 minutes
C. 1 hour
D. There is no time limit
23. Engine oil is cooled by means of:

A. Finned air-oil coolers.
B. Ram-air sump vent system.
C. Fuel heater/oil cooler assembly.
D. Both a. and c.
24. Normal oil pressure is:

A. 37-75 psi
B. 50-64 psi
C. 65-80 psi
D. 65-120 psi

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
ENGINE FIRE DETECTION ................................................................................................. 8-1
ENGINE FIRE INDICATION................................................................................................. 8-3
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-6
Extinguisher Containers................................................................................................... 8-4
Exterior Extinguisher Discharge Indicators ..................................................................... 8-6
APU FIRE PROTECTION SYSTEM ..................................................................................... 8-7
General ............................................................................................................................. 8-7
Controls and Indications .................................................................................................. 8-7
System Operation........................................................................................................... 8-10
FIRE DETECTION SYSTEM TEST.................................................................................... 8-10
HAND-HELD FIRE EXTINGUISHERS ............................................................................. 8-11

ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire Detection System.................................................................................. 8-2
8-2 Engine Fire Detection System Indicators................................................................. 8-3
8-3 Engine/Fuel Control Panel ....................................................................................... 8-4
8-4 Engine Fire Extinguishing System ........................................................................... 8-5
8-5 Extinguishing Agent Containers .............................................................................. 8-6
8-6 Fire Extinguisher Discharge Indicators .................................................................... 8-6
8-7 APU Fire Detection Loop......................................................................................... 8-7
8-8 APU Fire Extinguisher Container and Pressure Gage.............................................. 8-8
8-9 APU Control Panel ................................................................................................... 8-9
8-10 APU Maintenance Control Panel ............................................................................. 8-9
8-11 Crew Compartment Fire Extinguishers.................................................................. 8-11
8-12 Cabin Fire Extinguisher ......................................................................................... 8-11

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CHAPTER 8
FIRE PROTECTION
FIRE
;;;;;;;;;;;;;;;;
PUSH
;;;;;;;;
;;
;; ;;
;;
ARMED ARMED
;;;;
;;
INTRODUCTION
The fire protection system consists of fire detector sensing elements for each engine and APU
(if installed), fire detect control units located in the tailcone, engine fire and APU indicator
lights on the center pedestal, two engine fire and one APU extinguisher bottles (cockpit ac-
tivated) located in the tailcone, and a fire detector and extinguisher circuit test. The engine
fire alerting system includes an engine fire voice message, an engine fire annunciation on
the EICAS and illumination of the master warning lights with accompanying chime. The APU
fire warning system includes a horn located in the nose wheel well.
ENGINE FIRE DETECTION FIRE PUSH switch/indicators located on the

center pedestal engine/fuel control panel
The fire detection system for each engine con- (Figure 8-1) and to the CWP.
sists of heat sensing elements, a control unit
and a warning light. Each engine cowling con- The engine fire detection control units moni-
tains three heat sensing elements connected to tor the electrical resistance of three sections
the fire detection control units. Each control of sensing elements and energize the engine
unit is then connected to respective engine fire alerting system when the temperature in

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L R ENG FIRE FAIL ON GROUND

L R ENG FIRE FAIL INFLIGHT
FIRE
DETECTION ENGINE FIRE SENSING
CLOSED CONTROL ELEMENT IS SHORTED.
FIRE UNIT
PUSH
410° F SENSING
ELEMENT
(PYLON FIREWALL)
COMBUSTION
SECTION
890° F SENSING
ELEMENT
L FIRE
DETECT ELEMENT
SUPPORT
FRAME
L ESS 410° F SENSING ELEMENT

BUS AND SUPPORT FRAME
Figure 8-1. Engine Fire Detection System
the engine nacelle rises to a specified thresh- Electrical power for each engine detection
old as follows: system is 28 VDC, supplied through the left
and right FIRE DET circuit breakers located
• Accessory area element – 410° F. in the left and right engine circuit breaker
groups. The engine fire detection systems are
• Firewall element – 410° F. powered from the respective left and right es-
sential busses. The fire extinguishers and shut-
• Hot Section element – 890° F. off valves are powered by the left and right hot
busses, and are functional without external or
When the sensing element is heated to the airplane electrical power turned on.
above temperatures, the electrical resistance
in the sensor is reduced, allowing sufficient
current to flow between the conductor and the
tube, activating the fire detection control unit.
If a short occurs anywhere in the element,
while inflight it will be detected and a white
“L or R ENG FIRE FAIL” message will be
displayed on the CAS.
An amber “LR ENG FIRE FAIL” CAS mes-

sage will appear if the engine fire detect sys-
tem has detected a fault while on the ground
that may not allow the detection system to in-
dicate a fire.

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WARN AUDIO TONE: WARN

CHIME, CHIME, CHIME
FIRE
N1 75.0
AUDIO VOICE: 550 ITT 550 AUDIO VOICE:

"LEFT ENGINE FIRE, "RIGHT ENGINE FIRE,
LEFT ENGINE FIRE, RIGHT ENGINE FIRE,
LEFT ENGINE FIRE, . . ." FIRE FIRE RIGHT ENGINE FIRE, . . ."
EXTINGUISHER FIRE FIRE EXTINGUISHER

#1 #2 #2 #1
CLOSED CLOSED

PUSH PUSH
Figure 8-2. Engine Fire Detection System Indicators
ENGINE FIRE INDICATION button on the engine/fuel control panel

flashes.
When an overheat/fire condition occurs in the
engine nacelle, the fire detection sensing el- • A voice message announces “Left/Right
ements activate the detection control unit. Engine fire.”
This action causes the following warning in-
dications to occur (Figure 8-2): • If selected, the RMU engine page (EN-
GINE PGE1) displays “FIRE” (red) next
• A triple chime sounds and the MASTER to the N1 analog RPM tape for the af-
WARN lights flash. fected engine.
• “FIRE” (red, flashing) annunciates in- Either master WARN light may be depressed
side of the EICAS ITT indicator arc on to cancel the master WARN lights, cancel the
the affected engine. voice message and to stop the flashing of the
EICAS “FIRE” annunciator. The EICAS
• The affected engine red “FIRE PUSH” “FIRE” annunciator and the “FIRE PUSH”
button remain illuminated as long as the over-

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#1 #2 #2 #1
CLOSED ON ON CLOSED

L START R START
ON EDS RECORD ON
N1
M M
N N
OFF
OFF OFF
heat/fire condition exists. The voice message • Arms the engine fire extinguisher sys-
can also be muted with the mute switch in the tem (ARMED lights illuminate).
right thrust lever.
When the FIRE PUSH button is depressed the
FIRE PUSH button stops flashing and is illu-
minated steady, and “CLOSED” illuminates in
ENGINE FIRE the upper half of the switch (Figure 8-3). A
EXTINGUISHING white “L or R FWSOV CLSD” is also posted
on the CAS. Electrical power to the FWSOV
The AFM procedure for an engine fire is to first valves and the fire extinguishing system is
retard the thrust lever to IDLE. After pausing from the emergency hot busses and airplane
at idle to see if the fire indication extinguishes, power does not have to be on to perform the
then go to CUT-OFF and lift the guard and de- engine fire procedure.
press the FIRE PUSH button (Figure 8-3).
Depressing the FIRE PUSH switch performs When the FIRE PUSH button is depressed,
the following (Figure 8-4): arming of the extinguisher system is evidenced
by the illumination of the adjacent
• Closes the engine main fuel shutoff valve Extinguisher #1 and #2 ARMED lights (Figure
(FWSOV). 8-3). The ARMED light/switches are guarded
with clear plastic covers to prevent inadver-
• Closes the hydraulic shutoff valve. tent activation. Depressing either ARMED
pushbutton causes the contents of that extin-
• Closes bleed air valve from the engine. guisher bottle (#1 or #2) to be routed to the af-
fected engine (Figure 8-4). The ARMED
• Disconnects the generator and alterna- caption will then extinguish indicating the
tor. squib has been fired. Should indication of an
overheat/fire condition persist (FIRE light on
• Disables on-side WSHLD heat system. EICAS and FIRE PUSH button still illumi-
nated), the second extinguisher bottle should
• Prevents electrical power from being be discharged by depressing the remaining il-
applied to the thrust reverser isolation luminated ARMED light/switch. Refer to the
valve, which prevents the flow of hy- AFM engine fire procedure.
draulic fluid to that engine reverser.

L ENGINE R ENGINE
EXTINGUISHER FIRE FIRE EXTINGUISHER
#1 #2 #2 #1
CLOSED CLOSED
PUSH PUSH

L FWSOV CLSD R FWSOV CLSD
BLEED AIR BLEED AIR

SHUTOFF PRESSURE SHUTOFF
VALVE VALVE
PRESSURE GAGE GAGE
LH TWO-WAY RH
CONTAINER CHECK CONTAINER FUEL
FUEL
SHUTOFF VALVE VALVES SHUTOFF VALVE
RELIEF VALVE RELIEF VALVE
HYDRAULIC HYDRAULIC
SHUTOFF VALVE SHUTOFF VALVE
LH RH
NACELLE NACELLE
TR ISOLATION TR ISOLATION
VALVE VALVE
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LEGEND
ENGINE DISCHARGE
MANUAL DISCHARGE
THERMAL DISCHARGE
international
THERMAL MANUAL
DISCHARGE DISCHARGE
INDICATOR INDICATOR
8-5
Figure 8-4. Engine Fire Extinguishing System

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EXTINGUISHER CONTAINERS
The two fire extinguisher agent containers
(Figure 8-5) are spherical in shape and are lo-
cated on the right side in the tailcone equip-
ment bay. The containers are plumbed to each
engine cowling and provide the airplane with
a two-shot system (Figure 8-4). The contain-
ers are charged with Halon (CF3Br) bro-
motrifluromethane. The agent is non toxic
and non corrosive. Therefore, no special clean-
ing of the engine or cowling area is required
if the system has been discharged. The agent
is stored under pressure, and a pressure gage
is installed on each container. The pressure
gages indicate approximately 600 psi at 70°
F when the containers are properly serviced. Figure 8-6. Fire Extinguisher Discharge
Bottle pressure should be checked during ex- Indicators
terior preflight and each should be between 400
and 800 psi. red-colored disc covers the thermal discharge
port. It will be ruptured if one or both pressure
A thermal relief valve on each container is relief valves has released bottle contents over-
plumbed to a common thermal discharge port board. The yellow-colored disc will rupture if
on the outside of the fuselage aft of the tailcone either bottle is discharged by depressing the
access door. The thermal relief valves will re- annunciated #1 or #2 fire extinguisher ARMED
lease bottle pressure at approximately 220° F. pushbuttons on the engine/fuel control panel.
The integrity of the two discharge indicators
is checked during the external preflight in-
EXTERIOR EXTINGUISHER spection.
DISCHARGE INDICATORS
Two colored disc-type indicators are flush
mounted in the right side of the fuselage, aft
of the tailcone access door (Figure 8-6). The
Figure 8-5. Extinguishing Agent

Containers

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Figure 8-7. APU Fire Detection Loop
APU FIRE PROTECTION The APU fire extinguishing agent container is

located on the forward right hand exterior area
SYSTEM of the containment box (Figure 8-8). The pres-
sure gage indicates a discharged, partially dis-
charged or full container.
GENERAL
The APU fire protection system consists of a CONTROLS AND INDICATIONS
fire loop/detector unit (Figure 8-7), a Halon
extinguishing agent container and circuitry APU Cockpit Control Panel
within the maintenance panel that initiates an
automatic shutdown of the APU and extin- The APU cockpit control panel is used to con-
guishing agent discharge. trol the APU operation and monitor the elec-
trical load of the starter/generator. The crew

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Figure 8-8. APU Fire Extinguisher Container and Pressure Gage

may use this panel to operate the APU fire- APU Maintenance Control Panel, open and
bottle if a fire occurs. command the ECU to shut down the APU.
In the event of an APU overheat or fire the APU APU Fire Indications
Maintenance Panel sends a signal to the
Electronic Control Unit (ECU), which relays In the event an overheat or fire is detected in
the signal to the cockpit for an APU fire warn- the APU, the detector loop transmits a signal
ing. The APU shutdown and agent extinguisher to the APU maintenance panel that signals the
discharge sequence is automatic. However, ECU to transmit a signal to the cockpit to alert
this sequence can also be manually activated the operator. That signal illuminates the FIRE
by raising the protective cover on the “APU PUSH switch located on the APU Control
FIRE” switch located on the APU Control Panel. In addition, a warning horn located in
Panel and depressing the red FIRE PUSH but- the nose landing gear wheel well sounds to
ton (Figure 8-9). When the FIRE PUSH but- alert ground personnel and a red “APU FIRE”
ton is depressed, the firebottle releases the CAS warning message is posted on EICAS.
Halon extinguishing agent into the APU en-
closure
APU Maintenance Control Panel

The APU Maintenance Control Panel emer-
gency shutdown switch, when toggled manu-
ally, removes power from the ECU in the event
of an overheat or fire (Figure 8-10). The ECU
commands APU shutdown as a result of the
power loss. To reapply power to the ECU,
reset the “SHUTDOWN” switch.
In the event of a cockpit or cabin bleed-air duct

overheat condition, the ECS overheat relay
and temperature control relays, within the

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APU FIRE
GEN AMPS MASTER
A I00 ON
FIRE
P START/STOP
U APU START FIRE
FAIL PUSH
RUN
Figure 8-9. APU Control Panel
Figure 8-10. APU Maintenance Control Panel

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SYSTEM OPERATION FIRE DETECTION

APU Fire Detection System SYSTEM TEST
The APU fire detection system is monitored Rotating the airplane system test knob on the
and controlled by a fire detector and loop. The center pedestal to the FIRE DET position and
APU fire/overheat detector monitors the tem- depressing the center knob activates the fire
perature inside the APU firebox, and is con- detection system test. The FIRE DET test
nected to a sensor tube attached to the APU checks continuity in the engine fire detection
turbine housing. The detector is an electrical circuits, the extinguisher circuits, the bleed air
device that provides a 28 VDC signal to the leak detection circuits and the anti-ice duct
APU maintenance panel in the event of an leak detection circuit. Also, if the optional
APU fire or overheat condition. The APU APU is installed, this test checks the APU fire
maintenance panel provides the fire and over- detection and warning system, and the extin-
heat warnings to the operator and initiates the guishing system. Holding the FIRE DET test
fire extinguishing sequence. on for more than 30 seconds will result in an
APU FAIL indication. If the APU is running
The fire detector/sensor unit is a sealed tube, while this test is activated, the APU will shut-
containing a material that produces gas when down and illuminate the APU FAIL annunci-
it is heated. The detector/sensor unit has a ator.
built in pressure switch, that is normally in the
open position. As the detector/sensor unit is The FIRE DET test activates the following
heated, a gas is produced and closes the con- indications:
tacts of the pressure switch. The closed con-
tacts of the pressure switch emits a signal to • Master WARN chimes sound followed
the APU maintenance panel that initiates an by aural voice message “Left Engine
automatic shutdown of the APU, and dis- fire followed by “Right Engine Fire.”
charges the Halon extinguishing agent into
the fire box. • Left and right engine FIRE PUSH
switches illuminate steady red.
APU Fire Extinguishing System
• All four extinguisher switches illuminate
In the event that an overheat or fire is detected “ARMED.”
in the APU firebox the APU maintenance panel
initiates an automatic shutdown and discharge • Red CAS messages appear:
of the extinguishing agent from the Halon
container through the injection tube/nozzle “L R BLEED AIR LEAK”
into the fire box. The APU maintenance panel “WING/STAB LEAK”
also sends a signal to the Electronic Control “APU FIRE”
Unit (ECU) which relays the signal to the
cockpit for an APU fire warning. The APU • CWP annunciators illuminate:
shutdown and extinguisher discharge sequence
can also be manually initiated by depressing “L BLEED AIR LEAK”
the red “FIRE PUSH” button located on the “R BLEED AIR LEAK”
APU control panel. “WING/STAB LEAK”
• Red FIRE EI’s flash in the left and right

ITT displays on EICAS.

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Figure 8-12. Cabin Fire Extinguisher
HAND-HELD FIRE
EXTINGUISHERS
FIRE EXTINGUISHERS
Figure 8-11. Crew Compartment Fire Two, readily accessible, 2.5 pound fire extin-
Extinguishers guishers provide for interior fire protection.
One fire extinguisher is located within the
crew compartment and the second extinguisher
• Red FIRE annunciations are displayed is located in the aft area of the passenger com-
on RMU ENGINE PGE1 next to the N1 partment. As an option, two smaller fire ex-
analog tape display. tinguishers are available as a replacement for
the crew compartment extinguisher. These are
• APU FIRE S/I on APU control panel mounted on the front base of the crew seats.
will illuminate (if installed). See Figures 8-11 and 8-12.
• APU Fire Horn (after 15 second delay).

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REVIEW QUESTIONS
1. Engine fire extinguisher containers are lo- 5. When an overheat/fire condition is de-
cated in: tected within an engine nacelle, all of the
A. The engine nacelles. following warnings are activated except:
B. The tailcone. A. A red “FIRE” is displayed within the
C. Above the baggage compartment. appropriate engine ITT arc on EICAS.
D. The engine pylons. B. A repeating voice message, “Left or
right engine fire” will be heard.
2. The power-off preflight of the engine fire C. A red “FIRE” light is displayed on
extinguishers includes: the CWP, along with a master warn-
ing light and chime.
A. Checking the condition of the red and
D. A red “FIRE PUSH” light is illumi-
yellow blowout discs and the bottle
nated on the engine/fuel control panel.
pressure.
B. Activating the system TEST switch
6. The following indications are presented
to FIRE DET.
with activation of an APU fire:
C. Checking the condition of the fire
sensing loop. A. Fire Push switch on APU control
panel illuminated.
D. Checking the condition of the fire de-
tection control unit/s. B. Wa r n i n g h o r n i n l e f t w h e e l w e l l
sounds.
3. Depressing a FIRE PUSH button closes C. Red “APU FIRE” CAS message is
the following: posted.
D. Both a. and c. are correct.
A. The fuel shutoff valve.
B. The bleed air pressure regulator and
shutoff valve.
C. The hydraulic shutoff valve and the
thrust reverser isolation valve.
4. There is a smoke detector located:

A. In the tailcone baggage compartment.
B. At the rear of the cabin.
C. In the tailcone equipment compart-
ment.
D. This airplane does not have a smoke
detector.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
DESCRIPTION AND OPERATION ...................................................................................... 9-2
Low-Pressure (LP) Bleed-Air System ............................................................................. 9-2
High-Pressure (HP) Bleed-Air System ............................................................................ 9-2
Auxiliary Power Unit (APU) Bleed-Air System.............................................................. 9-2
BLEED-AIR SYSTEM COMPONENTS ............................................................................... 9-3
Bleed Switches................................................................................................................. 9-3
ECS Controller................................................................................................................. 9-3
ECS Pressure Regulator Shutoff Valves (ECS PRSOV).................................................. 9-4
HP Shutoff Valves (HP SOV) .......................................................................................... 9-4
Pylon Overhear Detection ................................................................................................ 9-9
Bleed-Air Duct Overheat Detection................................................................................. 9-9
Tailcone Leak Detection .................................................................................................. 9-9
Emergency Pressurization.............................................................................................. 9-11
Servo Air System ........................................................................................................... 9-12
Pneumatic System Indications and Displays ................................................................. 9-12
Pack Control Valve ........................................................................................................ 9-12

ILLUSTRATIONS
Figure Title Page
9-1 Pressurization/Oxygen Control Panel ...................................................................... 9-3
9-2 Bleed-Air System ..................................................................................................... 9-6
9-3 Bleed-Air System Control Schematic ...................................................................... 9-7
9-4 Tailcone Leak Detection System .............................................................................. 9-8
9-5 Emergency Pressurization Distribution.................................................................. 9-10
9-6 Pneumatic System Indications and Displays.......................................................... 9-13
TABLES
Table Title Page
9-1 Bleed-Air Valve Configuration................................................................................. 9-5
9-2 Bleed-Air System CAS Message Database............................................................ 9-13

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CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
LV
VA E
INTRODUCTION
The airplane pneumatic system consists of two independent engine bleed-air distribution sys-
tems. The bleed-air pneumatic system provides bleed-air for anti-icing, air conditioning and
pressurization.
GENERAL
Low pressure (LP) bleed-air from both en- HP bleed-air is also used for anti-icing of the
gines is used for cabin air conditioning and wings, horizontal stabilizer and the engine
pressurization. High pressure (HP) bleed-air nacelle inlets. A small amount of HP bleed air
is automatically used on an as-needed basis for is also used to pressurize the hydraulic reser-
pressurization when demand is high or LP voir, for CPCS jet pump operation, and as a
bleed-air supply is low. The bleed-air sup- servo air source for operation of some valves
plied by a single engine is capable of provid- in the pneumatic system.
ing all normal bleed-air needs.

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The pneumatic system incorporates overheat, HIGH-PRESSURE (HP) BLEED-

overpressurization and leak protection through AIR SYSTEM
continuous monitoring and aircrew alerting.
Alerting is through the CAS and CWP systems. High-pressure (HP) bleed-air is extracted from
each engine through four outlets on the HP
compressor transition duct (Figure 9-2). Bleed-
DESCRIPTION AND air from the four HP outlets is then routed to
OPERATION a single collector on each engine before being
ducted through the engine pylons to the left and
right HP SOVs in the tailcone.
LOW-PRESSURE (LP) BLEED-
AIR SYSTEM The HP SOVs are controlled by the dual chan-
nel ECS Controller. During periods of high de-
Low-pressure bleed air is extracted from the mand or low supply of LP bleed-air, the HP
low-pressure compressor on each engine SOVs are automatically opened to allow the
(Figure 9-2). The LP bleed-air is ducted from HP air to pass through the ECS PRSOVs.
a port on the inboard side of each engine,
through the pylon and into the tailcone where A nacelle anti-ice duct branches off of the HP
it joins in a common manifold with the LP supply duct in each engine pylon. These ducts
ducting from the other engine. HP air can be route HP air to the left and right nacelle anti-
added to this same manifold through the HP ice valves and on to the nacelle inlet lips when
Shut-Off Valves (SOVs) on an “as-needed” the L and R NAC switch/indicators are ON
basis. Check valves are installed within the (Figure 9-2).
ducting to prevent reverse flow from the HP
port into the LP port and from engine to engine. Just after the HP supply ducts pass from the
pylons into the tailcone, another duct branches
The LP or the HP bleed-air from each engine off for Wing and Stab anti-icing. These ducts,
passes through the Environmental Control on each side of the tailcone, route HP air to the
System Pressure Regulating Shut-Off Valves left and right Anti-Ice Pressure Regulating
(ECS PRSOVs) on each side in the tailcone and Shut-Off Valves (A/I PRSOVs). When the
(Figure 9-2). The two engine bleed-air sources WING/STAB switch/indicator is ON, these
join in the tailcone ducting; then pass through valves are both open, allowing HP air to flow
the PACK BI-LEVEL Pressure Regulating and to piccolo tubes in the leading edge of the
S h u t - O ff Va l ve ( P R S OV ) e n r o u t e t o t h e wings and horizontal stabilizer.
Environmental Control Unit (ECU).
LP bleed-air can also be re-routed directly to AUXILIARY POWER UNIT (APU)

the cabin through emergency pressurization BLEED-AIR SYSTEM
valves in the event of a disruption in the nor-
mal bleed-air supply. In this case, the normal On the ground, the APU (if installed) pro-
bleed-air ducting in the tailcone and the ECU vides another source of bleed-air for
are by-passed. cabin/cockpit heating and cooling, APU bleed-
air is ducted into the ECU through the APU
Emergency pressurization can be activated control valve and the Pack Bi-level PRSOV.
manually by the crew via the EMER PRESS These valves are controlled via the PACK and
switch/indicator (S/I) on the Pressurization APU BLEED switch/indicators on the
control panel (Figure 9-1), or it can be activated Pressurization control panel (Figure 9-1).
automatically by the Cabin Pressurization
Controller (CPC).

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PAX OXYGEN PRESSURIZATION

PAX DEPLOY
OXY/AUTO CABIN PRESSURE CONTROL
OFF ON
CAB RATE
350 FPM
DELTA P I.2 PSID
PACK CAB ALT I300 FT
EMER PRESS
OFF LDG ALT MANUAL
ON HI FLOW
DN UP DN UP
ON
EMER
DEPRESS MANUAL
L BLEED R BLEED APU BLEED PRESS
OFF OFF ON ON ON
BLEED-AIR SYSTEM
COMPONENTS
BLEED SWITCHES
The L and R BLEED switch/indicators (Figure
9-1) are used for independent control of left
and right engine bleed-air supply. Each S/I is Figure 9-1. Pressurization/Oxygen
a momentary action switch that illuminates
Control Panel
“OFF” when not selected, and is blank when
depressed/selected to the ON position. See
Table 9-1 for a summary of the valves affected the right channel controls the same valves on
by the BLEED switches. the right side. The controller channels receive
independent inputs from pressure sensors in
the HP ducts, the Cabin Pressurization
ECS CONTROLLER Controller, Thrust Lever angle, BLEED switch
position and EMER PRESS switch position.
The ECS Controller is installed in the tail-
cone and contains the circuitry required to The left and right channels of the controller
operate the ECS SOVs, the HP SOVs and the receive 28 VDC from the left and right es-
Emergency Pressurization valves (Figure 9-3). sential busses respectively through the L
BLEED and R BLEED circuit breakers. The
The ECS Controller is dual channel, control- circuit breakers can be found in the ENVI-
ling bleed-air supply from both the right and RONMENTAL group of circuit breakers on the
left engines independently. The left channel respective circuit breaker panels. The circuit
controls the left ECS PRSOV, left HP SOV breakers provide power through the ECS con-
and the left Emergency Pressurization Valve;

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troller to operate the following: HP SHUTOFF VALVES (HP SOV)

• ECS PRSOV (energized to closed) The left and right HP SOVs are independently
• HP SOV (energized to open) controlled by the left and right channels of the
ECS controller (Figure 9-3). When the con-
• EMER PRESS valve (energized to open) troller determines the low pressure bleed-air
supply is not adequate, the HP SOVs are com-
Electrical failure to either channel of the ECS manded open to replace the LP bleed-air.
Controller will cause each of the above valves Thrust lever position (angle) and airplane al-
on that side to go to the de-energized position. titude are used by the ECS controller in de-
With electrical failure to both channels of the termining if the HP SOV should be closed or
ECS Controller, only LP bleed-air will be open.
available for pressurization. In this case, HP
bleed-air will not be available for pressuriza- Also, each channel of the ECS Controller uses
tion and emergency pressurization will not be input from a 130 psi pressure switch located
available. If only one BLEED circuit breaker in the corresponding HP duct (Figure 9-3). If
opens or one essential bus fails, only the valves the pressure switch in the HP duct detects
on that side will be affected. pressure in excess of 130 psi, the ECS
Controller will de-energize the HP SOV
ECS PRESSURE REGULATOR solenoid causing the valve to close.
SHUTOFF VALVES (ECS PRSOV) The HP SOVs are automatically de-energized
When the L and R BLEED switches are in the closed anytime the corresponding L or R
ON position, the solenoid controlled ECS BLEED switch is OFF and anytime emergency
PRSOVs are de-energized open (Figure 9-2). pressurization is activated on the corre-
These valves will normally remain open dur- sponding side. Loss of electrical power through
ing flight. Flight manual procedures call for the L or R BLEED circuit breakers will also
closing an ECS PRSOV only for certain mal- cause the corresponding HP SOV to close.
functions, such as Engine Shutdown Inflight
or L/R Bleed Air Leak. When the L BLEED
or R BLEED is selected OFF, the corre-
sponding ECS PRSOV is energized closed,
the HP SOV is de-energized closed, and the
EMER PRESS valve is de-energized closed.
There are two cases where the ECS PRSOVs

are closed other than through the L and R
BLEED switches. The corresponding ECS
PRSOV is automatically energized closed by
the ECS Controller when an engine FIRE
PUSH switch/indicator is depressed and both
ECS PRSOVs are energized closed when emer-
gency pressurization is activated.

FlightSafety
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Table 9-1. BLEED-AIR VALVE CONFIGURATION
SWITCH POSITION VALVE STATUS
L/R BLEED On ECS PRSOV De-Powered Open

HPSOV Powered Open
EMER PRESS De-Powered Closed
L/R BLEED OFF ECS PRSOV Powered Closed

HPSOV De-Powered Closed
EMER PRESS ON ECS PRSOV Powered Closed

EMER PRESS Powered Open
L/R BLEED CB Set ECS PRSOV De-Powered Open

HPSOV Powered Open
EMER PRESS Powered Open
L/R BLEED CB Open ECS PRSOV De-Powered Open

FIRE PUSH Depressed ECS PRSOV Powered Closed

(CLOSED)
PACK On BI-LEVEL PRSOV De-Powered Open

(Dark)
PACK OFF BI-LEVEL PRSOV Powered Closed
NOTE 1: With Emergency Pressurization activated on both sides, subsequent selection

of either Bleed S/I OFF to reduce temperature is an option.
NOTE 2: The Bleed S/I must be On to activate Emergency Pressurization on the
corresponding side.
NOTE 3: At least one (L or R) Bleed S/I must be On for Wing/Stab Anti-Ice to function
(See Chapter 10).

9-6
WING FLIGHT WING

A/I GASPERS CABIN DECK A/I
LP
CHECK
DISTRIBUTION
VALVE CHECK VALVES (5) ECS FLOW
PRSOV LIMITING
ECS VENTURI
PRSOV AFT BULKHEAD EMER
PRESS SOV
EMER
PRESS SOV 3 3
L ENGINE R ENGINE
EMER PRESS LP
FLOW NACELLE
NACELLE LIMITING ISOLATION CHECK
CHECK VALVES VALVE A/I
A/I VENTURI
SOV
SOV HP
HP
SOV 1 1 SOV
HP BLEED

HP BLEED ECS ECS
ECS OUTLETS
OUTLETS BLEED-AIR RAM-AIR BLEED-AIR
ECS CHECK
OVERTEMP CHECK OVERTEMP
SWITCH CHECK VALVE SWITCH
LOW VALVE
700°F VALVE 2 700°F
LIMIT
TEMP PACK
HP SENSOR BI-LEVEL HP
PRESS TEMP PRESS
PRSOV CONTROL
SWITCH A/I A/I SWITCH
130 PSI PRSOV 130 PSI
PRSOV PRSOV
APU
A/I CHECK A/I
CHECK VALVE CHECK
VALVE VALVE
APU
LOAD
SOV
ECU
APU
CAS MESSAGES LEGEND
1 HIGH PRESSURE
LR BLEED OVHT > 700°F
LOW PRESSURE
2 PACK HIGH FLOW
APU AIR
3 LR EMER PRESS ON
MIXED AIR
FlightSafety
LR ENG PYLON OVHT > 250° F COLD AIR
international
STAB
A/I
Figure 9-2. Bleed-Air System

FLIGHT
GASPERS CABIN DECK
ECS
ECS PRSOV
PRESS SOV
EMER
PRESS SOV
L ENGINE R ENGINE
NACELLE
NACELLE
A/I
A/I
SOV
SOV HP
HP
SOV SOV
HP BLEED
HP BLEED

ECS OUTLETS
OUTLETS
ECS PACK CHECK
CHECK BI-LEVEL VALVE
PRSOV
VALVE
HP HP
PRESS PRESS
SWITCH A/I SWITCH
130 PSI A/I 130 PSI
PRSOV
PRSOV
WING WING
A/I A/I
APU PACK HI FLOW LEGEND
LOAD
SOV ECU
OFF ON HIGH PRESSURE
LOW PRESSURE
FROM APU AIR
ON APU
MIXED AIR
APU BLEED COLD AIR

L R
BLEED BLEED
28 VDC 28 VDC
LEFT RIGHT
CH CH ECS
CONTROLLER
CPCS
EMER
ON
PRESS
FlightSafety
OFF OFF
international
L BLEED R BLEED
Figure 9-3. Bleed-Air System Control Schematic

9-7
9-8
WING FLIGHT WING

LP
CHECK
DISTRIBUTION
VALVE CHECK VALVES (5) FLOW
ECS LIMITING
ECS PRSOV VENTURI
PRESS SOV
EMER
PRESS SOV
L ENGINE R ENGINE
EMER PRESS LP
FLOW NACELLE
A/I VENTURI
SOV
SOV HP
HP
SOV 1 2 SOV
HP BLEED

HP BLEED ECS ECS
ECS OUTLETS
ECS CHECK
LOW VALVE
700°F VALVE 3 700°F

LIMIT
TEMP PACK
PRESS TEMP PRESS
PRSOV CONTROL
PRSOV PRSOV
APU
A/I CHECK A/I
CHECK VALVE CHECK
VALVE VALVE
APU
LOAD
SOV
ECU
APU
LEGEND
CAS MESSAGES
HIGH PRESSURE
1 L BLEED AIR LEAK LOW PRESSURE
2 R BLEED AIR LEAK APU AIR

MIXED AIR
FlightSafety
3 LR BLEED AIR LEAK
COLD AIR
international
STAB
A/I
Figure 9-4. Tailcone Leak Detection System

FlightSafety
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PYLON OVERHEAT DETECTION TAILCONE LEAK DETECTION

T h e r e a r e f o u r 2 5 0 ° F ove r- t e m p e r a t u r e The bleed-air leak detection system monitors
switches for each engine pneumatic system tailcone ducts to alert the crew of a bleed-air
(Figure 9-4). This includes two in each pylon duct or an anti-ice duct leak.
and two on each side of the tailcone adjacent
to the pylons. If the temperature exceeds 250° Detection of a bleed-air leak in the tailcone
F at any one of the sensor locations, a red is through heat-sensing elements routed near
“L/R ENG PYLON OVHT” message will ap- the ducts. The elements are the same loop-type
pear on the CAS (Table 9-2). This message, elements as used for engine fire detection,
which indicates a bleed-air leak may have oc- but are designed to trip the detection system
curred in the pylon or just inside of the tail- at 255° F.
cone, is also accompanied by the illumination
of a red “L/R ENG PYLON OVHT” annun- Left and right sensing elements monitor for
ciator on the CWP (Figure 9-6). bleed-air leaks in the ducts from the HP SOVs
on each side, inboard to the PACK Bi-Level
PRSOV (Figure 9-4). If a leak occurs between
BLEED-AIR DUCT OVERHEAT either the HP SOV and the ECS check valve
DETECTION down stream of it, the corresponding red “L
or R BLEED AIR LEAK” message will be
A bleed-air over-temperature switch is in-
posted on the CAS (Table 9-2 and Figure 9-
stalled in the bleed-air supply duct just down-
6). Also, the corresponding red “L or R
stream of the HP SOV on each side of the
BLEED AIR LEAK” annunciator will be il-
tailcone (Figure 9-4). If the bleed-air in the
luminated on the CWP.
duct exceeds 700° F, an amber “L or R BLEED
OVHT” message will be posted on the CAS
If a bleed-air leak is detected between either
(Table 9-2).
ECS check valve and the PACK Bi-Level
PRSOV, a red “LR BLEED AIR LEAK” mes-
sage will be posted on the CAS and both the
“L” and “R” BLEED AIR LEAK annuncia-
tors will be illuminated on the CWP (Table 9-
2 and Figure 9-6). The AFM provides separate
procedures for cases when a single BLEED
AIR LEAK is annunciated and when both L
and R BLEED AIR LEAK annunciators are
illuminated.
The bleed-air duct leak detection sensors, anti-

icing duct leak sensors and the engine fire de-
tect sensors are all tested together with the
FIRE DET position on the system test knob.

9-10
WING FLIGHT WING

LP
CHECK
DISTRIBUTION
VALVE CHECK VALVES (5) ECS FLOW
ECS PRSOV LIMITING
VENTURI
PRESS SOV
EMER
PRESS SOV 3 3
L ENGINE R ENGINE
EMER PRESS LP
FLOW NACELLE
A/I VENTURI
SOV
SOV HP
HP
SOV 1 1 SOV
HP BLEED
HP BLEED

ECS ECS ECS OUTLETS
ECS CHECK
LOW VALVE
700°F VALVE 2 700°F

LIMIT
TEMP PACK
PRESS TEMP PRESS
PRSOV CONTROL
PRSOV PRSOV
APU
A/I CHECK A/I
CHECK VALVE CHECK
VALVE VALVE
APU
LOAD
SOV
ECU
APU
CAS MESSAGES LEGEND
1 HIGH PRESSURE
LR BLEED OVHT > 700°F
LOW PRESSURE
2 PACK HIGH FLOW
APU AIR
3 LR EMER PRESS ON
MIXED AIR
FlightSafety
LR ENG PYLON OVHT > 250° F COLD AIR
international
STAB
A/I
Figure 9-5. Emergency Pressurization Distribution

FlightSafety
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EMERGENCY EMER PRESS Operation

PRESSURIZATION The emergency pressurization valves (labeled
EMER PRESS VALVE in Figure 9-5) are lo-
General cated in the tailcone and are normally closed.
The emergency pressurization system pro- The valves are energized open when emer-
vides an alternate system of providing cabin gency pressurization is activated. At the same
pressurization in the event of an emergency in- time, the ECS PRSOVs are energized closed
volving the loss of cabin pressure. and the HP SOVs are de-energized closed.
These valves are all controlled by the ECS
The system consists of ducting for LP bleed- Controller.
air from the engines to the cabin, two emer-
gency pressurization valves, two check valves When emergency pressurization is activated,
and an EMER PRESS switch on the either manually or automatically, the “ON”
Pressurization control panel. legend illuminates in the EMER PRESS switch
and an amber “LR EMER PRESS ON” mes-
When activated, the system diverts LP bleed- sage is posted on the CAS (Table 9-2 and
air directly into the cabin, bypassing the ECU Figure 9-6).
and normal LP/HP ducting in the tailcone
(Figure 9-5). The system can be activated au- NOTE
tomatically by the Cabin Pressure Controller
(CPC) or manually by depressing the EMER Emergency pressurization cannot be
PRESS switch/indicator on the Pressurization activated on a particular side if the
control panel. BLEED switch is in the OFF position
or electrical power is not available.
EMER PRESS Switch
Emergency pressurization can be automati-
The EMER PRESS switch/indicator (S/I) is cally activated by either channel of the CPC.
located above the L and R BLEED switches on The CPC will activate emergency pressuriza-
the Pressurization control panel (Figure 9-1). tion at a cabin altitude of 9,500' or 14,500' de-
It has a hinged, clear plastic guard with a red pending on CPC mode. Emergency
border covering the switch to prevent inad- pressurization will normally be activated at
vertent activation. Lifting the guard and de- 9,500'; however when the following four con-
pressing the EMER PRESS switch causes the ditions exist, emergency pressurization will not
“ON” to illuminate within the S/I and signals automatically activate until the cabin reaches
both channels of the ECS Controller to acti- 14,500':
vate emergency pressurization on both sides.
If emergency pressurization is activated by • Cabin controller is in the automatic
the CPC, the “ON” legend will also illuminate. mode, and
The L and R BLEED switches must both be on • Pressurization controller set to a land-
for emergency pressurization to activate on ing field elevation above 8,000' and
both sides. Emergency pressurization can be
selectively turned off on the left or right side • Airplane has descended at least 1,000'
by turning OFF the L or R BLEED switches. from cruise altitude, and
• Airplane is below 24,500'.
With the ECS PRSOVs closed, and the emer-

gency pressurization valves open, low pressure

FlightSafety
international
bleed-air is routed directly into the cabin area, SERVO AIR SYSTEM
by-passing the ECU and temperature control
valves. If the loss was due to an obstruction or The servo air system receives HP bleed-air
leak in the tailcone bleed-air ducting this would from ducting located between the engine and
restore cabin pressurization. Since the ECU is the HP SOV. The bleed-air is regulated to 15
by-passed, the LP bleed-air will be very hot. + 1 psi by the servo air pressure regulating
valve and then distributed via tubing to the sys-
tems that use it.
NOTE
Crew and cabin temperature controls Servo air is used to supply actuation power for
are inoperative in the emergency the cockpit and cabin temperature control
pressurization mode and the cabin valves, the low-limit temperature control valve
and cockpit will become hot. on the ECU, and to pressurize the hydraulic
reservoir. It is also used in the pressurization
jet pump to generate a vacuum source for out-
Depressing the EMER PRESS switch will ex- flow valve control.
tinguish the “ON” legend in the S/I, extin-
guish the amber “LR EMER PRESS ON” CAS
message and restore normal pressurization. PNEUMATIC SYSTEM
If the malfunction has not been cleared and the INDICATIONS AND DISPLAYS
airplane is still at a high altitude, the cabin may
start to climb again. Emergency pressurization Pneumatic system indications and displays
can be re-activated by depressing the EMER are limited to alerting the crew to conditions
PRESS switch or the CPC will re-activate it through CAS messages and CWP annuncia-
automatically at 9,500'/14,500'. tors which are illustrated in Table 9-2 and in
Figure 9-6.
In the event it is not possible to restore nor-
mal pressurization and the situation makes it PACK CONTROL VALVE
necessary to stay in the emergency pressur-
ization mode for an extended period, it will be- The PACK Bi-Level Pressure Regulating and
come very hot in the cabin, especially at higher Shut-Off Valve (PRSOV)(Figure 9-2) is con-
power settings. Temperature control will only trolled through the PACK switch located on
be possible by reducing engine power or by the Pressurization control panel (Figure 9-
turning one BLEED switch to OFF. At a safe 1). When the PACK switch/indicator is se-
altitude, not requiring pressurization, both lected On, this valve regulates the engine or
BLEED switches can be selected OFF. APU (if installed) bleed-air supply pressure
to the ECU for cabin pressurization and tem-
NOTE perature control. If the PACK switch indi-
cates “OFF,” engine bleed-air is prevented
When emergency pressurization is from entering the ECU; although, pressur-
activated, HP bleed-air will still be ization of the cabin through the emergency
available for wing and stabilizer anti- pressurization system is still possible with
ice as long as at least one BLEED S/I the PACK switch OFF. When the PACK switch
is on. Nacelle anti-ice operation is is selected ON, the PACK Bi-Level PRSOV
not affected by use of emergency is de-energized open. It takes 28 VDC power
pressurization. from the Left Essential bus, through the PACK
circuit breaker to close the valve when the
PACK switch is selected to OFF. The PACK
circuit breaker is located in the ENVIRON-
MENTAL group on the pilot’s circuit breaker
panel.

FlightSafety
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LL ENG
ENG NORMAL RR ENG
ENG
PYLON
PYLON
OVHT
OVHT FAIL OVHT
OVHT
L OIL L FUEL LL BLEED
BLEED WING/ R BLEED R FUEL R OIL
WING STAB R BLEED
PRESS PRESS AIR
AIR STAB AIR
AIR PRESS PRESS
OVHT OVHT
LOW LOW LEAK
LEAK LEAK LEAK
LEAK LOW LOW
Honeywell Honeywell Honeywell
FMS1 CHK EICAS 360 300 TAS

160 LOC HDG SPD GS 5000 L R BLEED AIR LEAK
L R ENG PYLON OVHT KDVT +15 SAT
160 LOC HDG SPD GS 5000
180
AP YD 75.0 N1 75.0 L R BLEED OVHT 180
AP YD
12.5 NM N 245 GSPD
L R CAB DUCT OVHT
20 20 L R CKPT DUCT OVHT 12 MIN 33 3 20 20
GS L R EMER PRESS ON GS
160 PLAB1 160
10 10 4500 550 ITT 550 END 10 10 4500
1 *PBD01 LL01
1
30
6
20 20
14 0 43 00
80 L REV
L ENG NORMAL
EMER R ENG PLAB2 14 0 4300
80
9 UNSAFE
PYLON
OVHT
BRAKES
FAIL
GEAR
L BATT
OVHT BATT
R BATT
OVHT
GEN FAIL
ENTRY
DOOR
PYLON
OVHT
R REV
UNSAFE 25 KDVT 9
10 10 50.0 N2 50.0 L OIL L FUEL L BLEED WING/ R BLEED R FUEL R OIL 50 #TOC 50 10 10
WING STAB
120 PRESS PRESS AIR
OVHT
STAB
OVHT
AIR PRESS PRESS
FL300 120
76 OIL PSI 80 LOW LOW LEAK LEAK LEAK LOW LOW
150 60 OIL C 60 STAB

TCAS TEST RA NO BRG
150
100 TGT ABV TA NO BRG 100
180 RA 984 FF PPH 1002 SAT C -15 FL 180 RA
.400 M 29.92 IN WX 315 29.92 IN
Honeywell Honeywell .400 M
FUEL 4450 LBS PITCH TRIM 6.5 -16 -12 47.0
HDG 75.0 N1 75.0 HDG
359 CRS 001 L 1700 F 1000 R 1750 FLAPS 20 6 359 CRS 001
3 IGN IGN 50 N2 50 3
ILS1 N ILS1 N
3 2 CAB TEMP 78 F CABIN RATE 1000 60 OIL C 60 -10 3 2
33 -05
33
13.1 NM 1 DELTA P 9.4 984 FF PPH 1002 13.1 NM 1
30
75.0 N1 75.0
30
6
TEMP CONT OXY C +10 CABIN ALT 8750 +20
28.5 VOLTS 28.0
1000 H
E
0 1000
E
25 0
W
25
W
OXY PSI 1800 EMER V 28.0
CABN CKPT 550 ITT 550 200 AMPS 300
12
12
MANUAL RATE 2200
24
24
TGT 15 1 76 O/P 80 TGT 1
21 C LDG ALT 10 000 1800 OXYSAT -15 00 21
15
S 2 1400 FUEL 1450 S 2
VOR1 TRIM-PIT AIL RUD MENU MAP VOR1
3 SUMRY ELEC HYD ECS FLT FUEL CAS 3000 HYDM-B 1000 3
ADF2 6.5 R2 L3 SYS MFD CKLST TCAS WX PLAN ADF2
10 SPLFLP 20
PAGE 2 PAGE 1
MINIMUMS BARO TUNE TUNE MINIMUMS BARO

RA/BARO STD SQ DIM 1/2 STO SQ DIM 1/2 STO RA/BARO STD

L R BLEED AIR LEAK

L R ENG PYLON OVHT
L R BLEED OVHT
L R EMER PRESS ON
PACK HIGH FLOW
Figure 9-6. Pneumatic System Indications and Displays
Table 9-2. BLEED-AIR SYSTEM CAS MESSAGE DATABASE
Type
W L R BLEED AIR LEAK L or R leak detect loop in tailcone > 255° F

W L R ENG PYLON OVHT Bleed air overheat within engine pylon area > 250° F
C L R BLEED OVHT Excess bleed air duct temperature > 700° F

C L R EMER PRESS ON L or R emer press valve open (manual or auto)
A PACK HIGH FLOW Pack switched manually to high flow bleed
W = Warning
C = Caution
A = Advisory

FlightSafety
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The HI FLOW switch/indicator, located be-

neath the PACK S/I, signals the pack bi-level
valve to go to a full open position. When HI
FLOW is selected, the ECS PRSOVs open fur-
ther, also increasing total airflow from the en-
gines. The normal position is OFF with no
legend in the HI FLOW switch. When selected,
“ON” illuminates in the S/I and a white “PACK
HI FLOW” message is posted on the CAS.
Activation of HI FLOW requires 28 VDC
through the PACK circuit breaker.

FlightSafety
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REVIEW QUESTIONS
1. In order to provide engine bleed-air to the 5. Illumination of a “L or R BLEED AIR
ECU for pressurization and air condi- LEAK” warning CAS message indicates:
tioning which of the following must be A. The respective bleed-air detection loop
ON? in the tailcone has exceeded 255° F.
A. L or R BLEED switch/indicators B. A bleed-air temperature sensor in the
B. PACK switch/indicator pylon has exceeded 250° F.
C. EMER PRESS switch indicator C. Bleed-air in the respective supply duct
D. Both a. and b. must be on has exceeded 700° F.
D. PACK turbine discharge has exceeded
2. Which of the following are required to get a temperature of 450° F.
automatic activation of emergency pres-
surization at 9,500 feet? 6. Wing/Stab anti-ice is available when both
A. PACK switch must be ON sides are in the emergency pressuriza-
tion mode.
B. L and/or R BLEED switch(es) must
be on A. True
C. Electrical power must be available to B. False
the ECS Controller channels
D. Both b. and c. 7. Which of the following statements is true
concerning PACK HI FLOW?
3. With emergency pressurization activated A. HI FLOW automatically activates
on both sides, which of the following is above 40,000 feet.
inoperative? B. HI FLOW should not be used during
A. Wing/Stab anti-ice takeoff, landing, above 30,000 feet
B. Nacelle anti-ice or while using anti-icing equipment.
C. Cabin temperature control C. HI FLOW can be selected at any time
to increase air flow through the ECU.
D. Windshield rain removal
D. HI FLOW can be selected when in the
emergency pressurization mode to in-
4. Auxiliary Power Unit (APU) bleed-air is
crease airflow.
provided (if installed) for:
A. Cabin environmental control on the 8. Which of the following is/are not avail-
ground. able when the L and R BLEED switches
B. A back-up bleed-air source for pres- are OFF?
surization.
A. Normal pressurization through the
C. A back-up bleed-air source for wing ECU
and stabilizer anti-ice protection.
B. Emergency Pressurization
D. Both b. and c.
C. Wing/Stab Anti-icing
D. All of the above

FlightSafety
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9. If emergency pressurization activates in- 12. Which of the following is true regarding
advertently and the appropriate L or R pressurization if complete electrical fail-
BLEED circuit breaker is pulled IAW the ure occurs inflight?
AFM procedure: A. Emergency pressurization automati-
A. T h e c o r r e s p o n d i n g E C S P R S OV cally activates and temperature con-
should open. trol is still available through the
B. The corresponding Emer Press Valve Cockpit and Cabin rheostats.
should close. B. Emergency pressurization automati-
C. The corresponding HP SOV will re- cally activates but temperature control
main closed. is not available.
D. All of the above. C. Pressurization will be lost and the
cabin will climb to airplane altitude.
10. A “L or R EMER PRESS ON” message D. The ECS PRSOVs and the PACK Bi-
on the CAS indicates: Level PRSOV stay de-energized open,
however temperature control is lost.
A. Emergency pressurization has acti-
vated on the L or R side.
B. Emergency pressurization has acti-
vated and the cabin is above 9,500
feet.
C. Emergency pressurization has acti-
vated and the cabin is above 14,500
feet.
D. Crew should select EMER PRESS
switch to ON.
11. If pressurization fails and the cabin climbs

to an altitude at which emergency pres-
surization activates, the crew can attempt
to return to normal pressurization:
A. When the cabin altitude is below 8,000
feet by cycling the L and R BLEED
switches OFF and then back ON.
B. When the cabin altitude is below 8,000
feet by selecting the PACK switch to
ON.
C. When the cabin altitude is below 8,000
feet by selecting the EMER PRESS
switch to OFF.
D. At any altitude by selecting the EMER
PRESS switch to OFF.

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ICE DETECTION ................................................................................................................. 10-2
Ice Detector System ....................................................................................................... 10-2
Visual Ice Detection....................................................................................................... 10-3
ANTI-ICE SYSTEMS........................................................................................................... 10-3
Engine Anti-Ice System ................................................................................................. 10-4
Windshield Anti-Ice and Defog System ........................................................................ 10-6
Wing/Stab Anti-Ice System ........................................................................................... 10-9
Pitot-Static and Stall Warning Anti-Ice Systems......................................................... 10-13
REVIEW QUESTIONS ...................................................................................................... 10-14

ILLUSTRATIONS
Figure Title Page
10-1 Ice Detector Probe.................................................................................................. 10-2
10-2 Anti-Ice Control Panel ........................................................................................... 10-3
10-3 Engine Nacelle Anti-Ice System ............................................................................ 10-5
10-4 Engine Anti-Ice Annunciations on EICAS ............................................................ 10-6
10-5 Windshield Anti-Ice Schematic ............................................................................. 10-8
10-6 Wing/Stab Anti-Ice System Schematic................................................................ 10-10
10-7 Wing/Stab Anti-Ice System Warnings on CWP and EICAS ............................... 10-11
10-8 Pitot-Static Probes, AOA Transducer Vanes, and Total Air Temperature Probe . 10-12
TABLES
Table Title Page
10-1 Ice and Rain Protection CAS Message Data Base ................................................. 10-7
10-2 Probes Heat Summary.......................................................................................... 10-13

FlightSafety
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CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
Anti-icing and rain protection equipment on the Learjet 45 is designed to detect and
prevent the build-up of ice on:
• The engine nacelle lip and engine inlet pressure and temperature probe
• The windshield
• The leading edges of the wings and horizontal stabilizer
• The pitot-static probes, stall warning vanes and total temperature probe
GENERAL
All anti-icing equipment must be turned on be- Icing conditions exist whenever the SAT is
fore icing conditions are encountered. To delay +10° C to -40° C, and visible moisture in any
equipment turn on until ice build-up is visu- form is present (such as clouds, rain, snow,
ally detected on airplane surfaces constitutes sleet, ice crystals, or fog with visibility of one
an unacceptable hazard to safety of flight. mile or less).

FlightSafety
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Icing conditions also exist when the SAT on anti-ice equipment turned on, the “ICE DE-
the ground and for takeoff is 10° C (50° F) or TECTED” CAS message will be white and if
below when operating on ramps, taxiways or any of the equipment is not turned on, it will
runways where surface snow, ice, standing be amber. The detector probe initiates an au-
water, or slush may be ingested by the en- tomatic deicing cycle after ice has been de-
gines, or freeze on engine nacelles, or engine tected. The ice detector deices itself through
sensor probes. integral heating elements until the frequency
is restored to a preset point. The heaters are
then left on for an additional 4-5 seconds to
ensure complete deicing of the probe.
ICE DETECTION
Once the probe has deiced, the heating ele-
ICE DETECTOR SYSTEM ments are de-energized. If ice subsequently
accumulates on the probe, the “ICE DE-
The airplane ice detection probe is mounted TECTED” CAS message is again displayed
on the underside of the fuselage, just outboard and the deicing cycle will be initiated.
of the left nose wheel well door. The sensor
is a cylindrical probe that extends approxi- The ice detector system automatically con-
mately 1.25 inches beyond the skin surface ducts a self-test on initial power-up, and re-
(Figure 10-1). ceives 28 VDC power from the right essential
bus. The system is protected by the ICE DE-
The ice detector probe, or sensing element is TECT circuit breaker located within the ANTI-
an ultrasonic axially vibrating rod that changes ICE group on the copilot circuit breaker panel.
frequency when an ice build-up is detected.
The frequency change corresponds to, and is
proportional to a preset ice thickness. When WARNING
triggered, the detector unit sends a signal to
initiate an “ICE DETECTED” CAS message Since the ice detector probe always
that will be displayed for approximately 60 has power applied whenever the air-
seconds to alert the crew of the icing condi- plane electrical system is powered,
tions. The detection system also monitors the the ice detector probe may be hot to
wing/stabilizer and nacelle anti-ice switch the touch. If the ice detector probe
positions. If ice is detected with all of the is touched or bumped, the ice de-
tector will sense this as ice, and will
try to deice the probe causing the
probe to get extremely hot.
The EICAS displays the following CAS mes-

sages for the ice detection system:
• “ICE DETECTED” (white)–This mes-

sage is displayed when the system de-
tects an ice build-up, the airplane is
airborne and the following anti-ice sys-
tems are ON:
– WING/STAB
– L NAC (left nacelle)
Figure 10-1. Ice Detector Probe – R NAC (right nacelle)

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• “ICE DETECTED” (amber)–This mes- NOTE

sage is displayed when the system de-
tects an ice build-up, the airplane is Clear ice on the wing leading edge
airborne, and any of the above listed may not be detectable from the
anti-icing systems are turned OFF. cockpit.
• “ICE DETECT FAIL” (amber)–This

message is displayed when the ice de-
tector detects a circuitry fault. ANTI-ICE SYSTEMS
Ice detection advisory and caution messages Airplane anti-icing is accomplished through
(except FAIL) are suppressed during ground the use of engine bleed-air and electrical heat-
operations through IC-600 logic and the squat ing systems to prevent the formation and build-
switch system. up of ice on critical areas of the airplane
exterior surfaces. These systems are cockpit
controlled (Figure 10-2) through the ANTI-
VISUAL ICE DETECTION ICE control panel, centrally located on the
The airplane is equipped with a wing inspec- instrument panel.
tion light that provides the copilot with the
means to visually detect icing build-up on the Electrically heated systems include the pitot-
airplane wing during night operations. The static probes, engine inlet air pressure-tem-
exterior inspection light is turned on by de-
pressing and holding the WING INSP push-
button located on the external LIGHTS control ANTI-ICE
panel. The light beam illuminates an area of L PROBES R PROBES
the outboard right wing, leading edge that has
a black spot affixed to it, to enhance visual de-
tection of ice accumulation. OFF OFF
L WSHLD R WSHLD
OFF OFF
WING/STAB
ON
L NAC R NAC
ON ON
Figure 10-2. ANTI-ICE Control Panel

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perature sensor, stall warning vanes, total tem- ulated pressure duct by the nacelle anti-ice
perature (TAT) probe, and the windshield. duct. After circulating around the inlet lip,
excess bleed-air is vented overboard through
Engine bleed air is used to heat leading edge a hole at the bottom of the nacelle lip.
surfaces of the wings, horizontal stabilizer, and
the engine nacelle inlets. The engine fan spin- Nacelle Heat Switches
ner is unheated.
The two lower switches on the ANTI-ICE con-
trol panel are labeled L NAC and R NAC.
NOTE When selected, these pushbutton switch/in-
All anti-ice systems require electri- dicators provide engine bleed-air to the nacelle
cal power to operate except the en- inlet lip areas of each engine through the na-
gine nacelle inlet heating systems celle anti-ice shutoff valves (Figure 10-3) and
which fail ON when electrical power energize the heat elements in the Pt 2Tt 2 probes.
is not available to their respective Once the shutoff valves have been opened,
anti-icing valves. bleed-air then passes through the pressure
switch, which is activated open at 6.5 psi.
Each engine anti-ice system is independently
The WING/STAB switch should be turned on controlled.
2 minutes prior to setting takeoff power.
Appropriate takeoff power and performance Each switch/indicator annunciates ON when
charts must be used. the S/I is depressed indicating the engine anti-
icing systems are selected. When the systems
If any anti-ice system fails, its circuit breaker are OFF the switches are blank.
should be checked and reset as necessary.
Electrical power to operate the engine anti-ice
The anti-ice systems must be turned on before systems is 28 VDC power, provided by re-
icing conditions are encountered. spective left and right main busses. Each side
is protected by circuit breakers labeled L or
ENGINE ANTI-ICE SYSTEM R HEAT NAC, located within the ANTI-ICE
group on the pilot and copilot circuit breaker
The engine nacelle anti-ice system provides panels.
protection for the engine nacelle inlet lips and
the engine inlet pressure/temperature sensors The nacelle anti-ice shutoff valve is pressure
(Pt 2Tt 2) located in the engine intakes. The en- actuated and solenoid controlled. Electrical
gine nacelles are heated with engine bleed-air. power is applied to the solenoid to close the
The engine inlet pressure/temperature sensors nacelle anti-ice shutoff valve and when the
are electrically heated whenever the corre- NAC heat switches are turned on, the valves
sponding nacelle anti-icing system is turned on. are depowered open. Loss of electrical power
will cause the valves to open when the corre-
Each engine nacelle anti-ice system consists sponding engine is running.
of a bleed air duct, a nacelle anti-ice pressure
switch, a nacelle anti-ice shutoff valve, a na-
celle anti-ice switch, a caution annunciation
on the EICAS and a circuit breaker. As illus-
trated in Figure 10-3, the shutoff valve and the
pressure switches are located within each en-
gine pylon. The bleed-air duct is located within
each engine nacelle inlet lip, and distributes
bleed-air throughout the inlet lip. The dif-
fuser is connected to the engine bleed air reg-

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Engine Anti-Ice Annunciations Whenever a “NAC” annunciator is displayed

in amber for the above reasons, there is a cor-
When the NAC switches are selected ON, responding amber “L or R NAC HT” message
“NAC” is annunciated next to each engine displayed on the CAS.
ITT display on the EICAS (Figure 10-4). The
“NAC” annunciators are displayed in green A “NAC” annunciator will also be amber if the
when nacelle heat is on and the bleed air pres- NAC heat switch is off and the pressure switch
sure to each nacelle lip is adequate (6.5 psi or senses 6.5 psi or more bleed-air pressure to that
greater). The pressure is sensed on the outlet engine nacelle. In this case there will be a
side of each nacelle anti-ice shutoff valve, lo- corresponding amber “L or R NAC HT FAIL”
cated in the engine pylons. A “NAC” annun- ON message displayed on the CAS.
ciator turns amber when the nacelle heat is ON
and bleed-air pressure to that engine nacelle Table 10-1 lists the anti-ice system warning,
lip is less than 6.5 psi or when electrical cur- caution and advisory CAS messages and the
rent to the corresponding engine inlet pres- associated logic for each message.
sure/temperature probe (Pt 2Tt 2) is not detected.
L R NAC HT
L R NAC HT FAIL ON
Figure 10-3. Engine Nacelle Anti-Ice System

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Honeywell
L R NAC HT
75.0 75.0 L R NAC HT FAIL ON
N1
END
NAC 550 ITT 550 NAC
50.0 N2 50.0
76 80
Figure 10-4. Engine Anti-Ice Annunciations on EICAS
WINDSHIELD ANTI-ICE AND windshield only. If one alternator or one en-

DEFOG SYSTEM gine fails, the corresponding side windshield
anti-ice/defog will be inoperative.
The windshield anti-ice system uses power
from two dedicated engine-driven alternators The windshield is a layered polycarbonate
to heat integral film elements contained within and urethane design with a glass outer layer.
the outer layers of the windshield for external The underside of the glass is coated with a form
anti-icing and internal defog. of tin oxide that conducts electricity. The heat-
ing element is the tin oxide layer that is heated
The system consists of a dual channel wind- via AC electricity. Each windshield half con-
shield controller, two engine mounted alter- tains normal and overtemperature sensors
nators, two external relays, two heating imbedded in the upper forward section. The
elements, two normal and two overheat sen- sensors send temperature information to the
sors, anti-ice control panel switches, and elec- windshield controller.
trical circuitry in the aft power distribution
panels. See Figure 10-5. The two channels of the controller are sepa-
rated electrically and have separate power
The two windshield anti-ice sections (pilot sources. Each channel of the controller inde-
and copilot) are independently controlled and pendently regulates the output of the respec-
are powered through the respective left and tive alternator through an external relay to
right engine-driven alternators mounted on control the temperature of the on-side wind-
the front right side of the engine accessory gear shield section. The controller also signals an
boxes. Each of the 5 KVA alternators produce external relay (not shown in Figure 10-5) on
200 VAC, between 200 and 400 Hz, depend- the affected side to disconnect power from
ing upon the engine speed, to heat the wind- the heating element in the event of overheat-
shield anti-ice and defog elements. The ing of a windshield section. In addition, the
alternators supply power to the same-side controller provides output signals to initiate

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Table 10-1. ICE AND RAIN PROTECTION CAS MESSAGE DATABASE

Type
W WING/STAB LEAK Leak detected ( > 255° F) in wing or stab supply lines
W STAB OVHT Stab ovht, does not auto shutdown
W WING OVHT Wing ovht, does not auto shutdown
C L R AOA HT FAIL AOA vane heater failed w/probe heat ON
C ICE DET FAIL Ice detect system failed

C ICE DETECTED Ice detected, Anti-Ice systems OFF, (ground suppressed)
C L R NAC HT NAC SW ON, low pressure, or Pt2Tt2 probe heat failed
C L R NAC HT FAIL ON NAC switch off, pressure on

C L R PITOT HT Probe heat OFF or pitot heat failed
C SAT HT FAIL SAT/TAT probe heat failed w/right probe heat ON
C STAB TEMP LOW Anti-Ice ON, stab underheated, > 10 seconds
C STBY PITOT HT Standby (right) probe heat OFF or failed
C WING TEMP LOW Anti-Ice ON, wing underheated, > 10 seconds
C L R WSHLD OVHT L, or R, or both windshield overheated ( > 160° F)
C L R WSHLD HT FAIL L, or R, or both windshield heat ON, system failed/under-temp ( < 50° F)
A L R WSHLD HT FAULT L, or R, or both windshield heat ON, degraded operation

A ICE DETECTED Ice detected, Anti-Ice systems ON, (ground suppressed)
A STAB TMP FAULT Stab sensor failed, or HI or LOW temp sensor invalid
A WG/STAB HT OK Ground test of wing/stab heat system OK (checks discretes)
A WING TMP FAULT Wing sensor failed, or HI or LOW temp sensor invalid
W = Warning
C = Caution
A = Advisory
CAS messages, alerting the crew to system During normal operation the controller regu-
failure, faults or overheating. lates the output of the alternators to maintain
the windshield temperature between 80° and
The windshield anti-ice/defog system is se- 110° F. If there is a fault in the circuitry for
lected on by depressing the L and R WSHLD normal operation, the system can continue to
switch/indicators (S/Is) located on the anti-ice operate in a degraded mode. In the degraded
control panel (Figure 10-2). When the sys- mode the output of the alternator is no longer
tems are off, an OFF caption is illuminated on modulated and the controller cycles power
each S/I. When selected on, each S/I is blank, full on to the windshield at 70° F and off at
with no caption illuminated. 125° F. The controller continues to cycle power
on and off between these values when oper-
ating in the degraded mode. A “L or R WSHLD
HT FAULT” message is displayed on CAS

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NORMAL SENSOR
OVHT SENSOR
*PDP POWER
DISTRIBUTION HEATING ELEMENT HEATING ELEMENT
PANEL
L WSHLD OVHT R WSHLD OVHT

L WSHLD HT FAIL R WSHLD HT FAIL
L WSHLD R WSHLD
CONTROLLER CONTROLLER
PDP* PDP*
L WSHLD R WSHLD
OFF OFF
5 KVA 5 KVA
ALTERNATOR ALTERNATOR
L HEAT R HEAT
WSHLD WSHLD
L ESS BUS R ESS BUS
Figure 10-5. Windshield Anti-Ice Schematic
when a channel of the controller is operating proximately 160° F. The corresponding wind-
in the degraded mode. shield heat should be selected OFF in this
case.
System failure is annunciated by an amber
CAS caution message, “L or R WSHLD Although AC electrical power is provided by
FAIL.” This message is displayed if the wind- the engine-driven alternators to heat the wind-
shield temperature is below 50° F while the shield heating elements, the two channel
system is turned on. The excessively low tem- WSHLD controller is powered by 28 VDC re-
perature could be due to failure of an alternator ceived from the left and right essential buses
or loss of DC electrical power to the associ- respectively. The left system control is pow-
ated channel of the controller. There is no ered through the L HEAT WSHLD circuit
cockpit indication of alternator failure other breaker and the right system is powered
than the loss of windshield heat on that side. through the R HEAT WSHLD circuit breaker.
They are located in the ANTI-ICE group of cir-
A system overheat condition is annunciated by cuit breakers on the left and right panels re-
display of an amber CAS message, “L or R spectively.
WSHLD OVHT.” This occurs when the sen-
sors detect a temperature that exceeds ap-

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WING/STAB ANTI-ICE SYSTEM The A/I PRSOVs are opened and closed (mod-
ulated) by regulating the amount of servo air
General used to push the valves open against spring
pressure. The servo air to the A/I PRSOVs is
The wing/stab anti-ice system (Figure 10-6) electrically contolled by the two-channel ECS
utilizes high pressure bleed-air directed Temperature Controller through a torque motor
through piccolo (diffuser) tubes in the lead- and shut-off solenoid on each side. Electrical
ing edge of the wings and the horizontal sta- power to the shut-off solenoids is provided
bilizer. The hot bleed-air to the wings warms when the Wing/Stab S/I is ON, but the circuits
the leading edge and is then directed into the also go through the BLEED S/Is. The shut-off
center wing area. The heated air from the hor- solenoids on each A/I PRSOV are only ener-
izontal stabilizer is vented overboard at the out- gized open when the corresponding BLEED
board ends of the stabilizer. A/I is ON. However, the system does incor-
porate a pneumatic cross-over capability that
System components consist of the piccolo allows both A/I PRSOVs to open in the event
tubes, anti-ice pressure regulating and shut- of power loss to the torque motor and shut-off
off valves (PRSOVs), anti-ice check valves, solenoid on either side. If either L or R
WING/STAB on/off control switch, wing tem- Wing/Stab HT circuit breaker is out, either
perature control and under/overheat sensors, channel of the ECS Temperature Controller
horizontal stabilizer overheat sensors, CAS fails, or either BLEED S/I is OFF, both A/I
system messages, electrical circuitry, and in- PRSOVs should still function.
puts from the integrated ECS temperature
controller. The integrated ECS temperature controller
normally uses single control channels for each
The wing/stab anti-ice system is powered by side to provide automatic control of the air-
28 VDC from the left and right main busses plane wing and stabilizer leading edge skin
respectively, and is protected by circuit break- temperature. The controller maintains a tem-
ers labeled L and R WING/STAB HT on the perature range of 140 +7° F (60° C).
pilot and copilot circuit breaker panels. Loss
of electrical power will cause the wing/stab Each wing is continuously monitored by a
anti-ice shutoff valves to close. Should the wing temperature control sensor, mounted on
airplane experience a single generator fail- the inside surface of the wing leading edge,
ure, the system is not affected. Should both near the wing root. The sensors supply the
generators fail inflight the main bus contac- sensed wing skin temperature information to
tors automatically open, depowering the main the integrated ECS temperature controller,
busses and the wing/stab anti-ice control that regulates the amount of high-pressure
valves. The main busses must be re-selected bleed-air allowed into the system. The ECS
manually if it is necessary to restore wing/stab controller does this by modulating the PRSOVs
anti-ice. on each side to maintain the colder of the two
wings at 140° F.
Operation
Under/overheat sensors also monitor wing and
The wing/stab anti-ice system is selected on stabilizer temperature and provide under/over-
by depressing the WING/STAB switch/indi- heat signals to the controller. The controller
cator (S/I), located on the anti-ice control then relays these output warning signals
panel (Figure 10-2). When the S/I is depressed through the IC-600s for display on the CWP
an ON caption illuminates within the switch; and CAS (Figure 10-7). The amber “WING
when the system is off the S/I is blank. TEMP LOW” or amber “STAB TEMP LOW”
CAS message will be displayed if the corre-
When selected ON, both anti-ice pressure reg- sponding surface is less than shown in Figure
ulating and shutoff valves (PRSOVs) are en- 10-6 with the WING/STAB heat switch on. The
ergized open (Figure 10-6). CAS messages are inhibited for 2.5 minutes

CAS
WING/STAB
(SEE TABLE 10-1)
ON
L WING/ R WING/
STAB HT INTEGRATED ECS STAB HT
TEMP CONTROLLER
L MAIN BUS R MAIN BUS
HEAT SENSORS HEAT SENSORS

UNDER OVER UNDER OVER
>IDLE < 85°F > 233°F >IDLE < 85°F > 233°F
WING TEMP LOW { IDLE < 49°F > 175°F IDLE < 49°F > 175°F
} WING OVERHEAT
TEMP TEMP
SENSOR SENSOR
140 ± 7°F 140 ± 7°F
CWP
CAS WING/
STAB
WING/STAB LEAK LEAK
LEAK
DETECTION
UNIT (255° F)
ANTI-ICE
PRESSURE REGULATING
AND SHUTOFF VALVE (PRSOV)
HIGH PRESSURE HIGH PRESSURE

BLEED-AIR FROM BLEED-AIR FROM
LEFT ENGINE RIGHT ENGINE
ANTI-ICE
PRESSURE REGULATING
AND SHUTOFF VALVE (PRSOV)
CHECK
VALVES
PNEUMATIC LEGEND
CROSS-OVER
(SERVO AIR)
REGULATED FLOW
HP BLEED-AIR
SENSOR
HEAT SENSORS HEAT DETECTION LOOP
UNDER OVER
> IDLE < 70°F > 225°F
STAB TEMP LOW { IDLE < 40°F > 160°F
} STAB OVERHEAT
Figure 10-6. Wing/Stab Anti-Ice System Schematic

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L ENG NORMAL R ENG

OVHT FAIL OVHT
L OIL L FUEL L BLEED WING/
WING/ R BLEED R FUEL R OIL
WING
WING STAB
STAB
PRESS PRESS AIR STAB
STAB AIR PRESS PRESS
OVHT OVHT
OVHT
LOW LOW LEAK OVHT LEAK
LEAK LEAK LOW LOW
Honeywell
WING/STAB LEAK
75.0 N1 75.0 STAB OVHT
WING OVHT
STAB TEMP LOW
WING TEMP LOW
STAB TMP FAULT
WING/STAB HT OK
550 ITT 550 WING TMP FAULT
END
L ENG NORMAL R ENG
OVHT FAIL OVHT
50.0 N2 50.0 L OIL L FUEL L BLEED
WING
WING/
STAB
R BLEED R FUEL R OIL
PRESS PRESS AIR STAB AIR PRESS PRESS
OVHT OVHT
76 OIL PSI 80 LOW LOW LEAK LEAK LEAK LOW LOW
60 OIL C 60
984 FF PPH 1002 SAT C -15
L 1700 F 1000 R 1750 FLAPS 20
ELECT HYD/ECS FLT

WING/STAB LEAK Honeywell
STAB OVHT
WING OVHT
STAB TEMP LOW
WING TEMP LOW
STAB TMP FAULT
WING/STAB HT OK
WING TMP FAULT
END
Figure 10-7. Wing/Stab Anti-Ice System Warnings on CWP and EICAS
after the switch is turned on while on the “WG/STAB HT OK” is displayed on the CAS
ground and for 1 minute in flight. The red for a satisfactory test. The red WING OVHT
“WING OVHT” or red “STAB OVHT” CAS and STAB OVHT annunciators on the CWP
message will be displayed if the correspond- also illuminate with this test.
ing surface is in excess of the temperatures
shown in Figure 10-6. Wing/Stab Anti-Ice Leak Detector
The controller also monitors sensor inputs for Ducting for the wing and stabilizer anti-ice
validity. If a wing sensor has failed or the high bleed-air is monitored by a leak detection sys-
or low temperature sensor input is invalid, a tem. It is a series of interconnected heat de-
“WING TMP FAULT” CAS message will be tection elements connected to a leak detector
displayed. If a stabilizer sensor has failed or unit. The system works the same as the engine
the high or low temperature sensor input is in- fire detection system. The heat detecting ele-
valid, a “STAB TMP FAULT” CAS message ments are routed beside the anti-ice ducting
will be displayed. Wing and stabilizer anti-ice from the wing leading edge, aft, and up through
should still function normally with either fault the vertical stabilizer to the leading edge of the
message displayed. horizontal stabilizer (Figure 10-6). A bleed-
air leak or overtemperature (approximately
The wing/stab anti-ice system is tested by ro- 255° F) anywhere along the heat detection el-
tating the airplane system test selector knob ement causes the red “WING/STAB LEAK”
to the “ANTI-ICE” position, and depressing message to be displayed on the CAS and the
the push-to-test button. This test checks the cir- WING/STAB LEAK annunciator on the CWP
cuits that supply the discreet inputs to the to illuminate. These warnings remain on until
ECS controller. A white advisory message, the temperature decreases. The flight manual

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LEFT SIDE
RIGHT SIDE
Figure 10-8. Pitot-Static Probes, AOA Transducer Vanes, and Total Air Temperature Probe
corrective procedure for this malfunction is to

turn STAB/WING anti-ice off and avoid flight
into icing conditions.
The anti-ice leak detection elements are tested

with the FIRE DET position on the system
test knob.

Table 10-2. PROBES HEAT SUMMARY
SWITCH COMPONENT CAS MESSAGE CIRCUIT BREAKER POWER SOURCE
LEFT Left Pitot-Static Probe L PITOT HEAT* L PROBES HT PITOT Left Main
PROBES Left AOA Vane L AOA HT FAIL L PROBES HT AOA Left Main
RIGHT Right Pitot-Static Probe R PITOT HT* R PROBES HT PITOT Right Main
PROBES Right AOA Vane R AOA HT FAIL R PROBES HT AOA Right Main
TAT Probe ** SAT HT FAIL R PROBES HT SAT Right Main
Stby Pitot-Heat Probe STBY PITOT HT* R PROBES HT STBY PITOT Right Essential
* CAS message displayed when probes switch is OFF or system failed.

** The TAT (Total Air Temperature) probe is only heated when airborne.
NOTE: Although the TAT probe is technically measuring total air temperature, the associated CAS message and circuit
breaker use the abbreviation "SAT" (static air temperature).
PITOT-STATIC AND STALL Table 10-2 shows the components that are
WARNING ANTI-ICE SYSTEMS heated when the probes switches are turned ON.
Anti-ice protection for the left and right main All of the probes receive 28 VDC for anti-
pitot-static probes, the standby pitot-static icing from either the left or right main bus, ex-
probe, the left and right AOA vanes, and the total cept the standby pitot-static heat which
air temperature probe (TAT) is accomplished receives power from the right essential bus.
by applying 28 VDC to integral heating ele- With a single generator failure, all of the
ments within each component (Figure 10-8). probes elements remain operative. But, with
dual generator failure, the main buses are au-
Pitot-static, stall warning and TAT probe anti- tomatically shed and only the standby pitot-
ice protection is divided into two systems, static heat remains powered. However, if
left and right, which are controlled with the necessary, one or both main buses can be re-
L PROBES and R PROBES switches located selected on the electrical control panel.
on the anti-ice control panel (Figure 10-2,
page 10-3). They are S/I (switch/indicator) Tu r n i n g t h e L P RO B E S a n d R P RO B E S
type switches that display OFF captions when switches on causes elements in the compo-
the switches are turned off. Additionally, nents listed in Table 10-2 to be energized for
when the probe switches are selected to OFF, anti-icing. If current flow is below an ac-
amber “L R PITOT HT” and “STBY PITOT ceptable level in any one of the components,
HT” CAS messages are displayed. When the a corresponding CAS message is displayed
switches are selected ON, the S/I is blank (no (Table 10-2). When a probes related CAS mes-
OFF annunciation) and all probe related CAS sage is displayed, flight manual corrective
messages are extinguished if the system is procedures include checking the PROBES
working properly. switches on and checking the corresponding
circuit breaker (Table 10-2).
All heating elements can be activated on the
ground except the total air temperature (TAT) If it is determined that pitot-static heat fail-
probe which must receive an air mode signal ure is causing an airspeed, altitude, or verti-
from the right squat switch system to acti- cal speed error, selecting ADC reversion may
vate. The TAT probe heat can be checked on restore valid air data.
the ground by pulling the R SQUAT circuit
breaker located in the GEAR/HYD group and
turning on the R PROBES switch.

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REVIEW QUESTIONS
1. An amber ICE DETECTED message on 5. Which of the following is heated electri-
the CAS indicates: cally?
A. Icing is detected and all anti-icing A. Nacelle inlet lip heat.
equipment is on. B. Windshield heat.
B. Icing is detected and PROBES anti-ice C. Wing/Stab leading edge heat.
is turned on. D. All of the above.
C. Icing is detected and WING/STAB or
L or R NAC anti-ice is not turned on. 6. A valid Before Starting Engines ground
D. Icing is detected on the windshield. test of the airplane anti-ice system is con-
firmed by:
2. All of the anti-icing equipment works on A. Rain removal system turns on.
the ground except:
B. All anti-ice CAS messages are dis-
A. Probes Heat played during the test.
B. TAT Heat C. A WING/STAB HT OK message is
C. Electrical Stab Heat displayed and red CWP WING OVHT
D. Windshield Heat and STAB OVHT annunciators illu-
minate.
3. What would an amber “NAC” on the D. An aural “TEST OK” voice message
EICAS indicate? is played until the push-to-test button
is released.
A. NAC heat is turned on and pressure to
that nacelle lip is below acceptable
level. 7. Selecting L and R PROBES switches on
the anti-ice control panel activates heat-
B. T h a t NAC h e a t i s t u r n e d o n a n d
ing elements within all of the items listed
Pt2/Tt2 probe on that engine is not
except:
being heated.
C. NAC heat is off and bleed air pressure A. Inlet pressure and temperature sensor.
is being supplied to that nacelle lip. B. Left and right AOA vanes.
D. Any of the above. C. Standby pitot-static probes.
D. Left and right main pitot-static probes.
4. When electrical power is unavailable to
the respective anti-ice system, which of 8. Following a dual generator failure in-
the following fail to the ON position. flight, without manual selection of elec-
A. Nacelle inlet lip heat. trical busses, which of the following
anti-ice systems remains operative.
B. AOA heating elements.
C. Wing/stab anti-ice. A. Main pitot-static anti-ice elements.
D. Windshield heat. B. AOA anti-ice elements.
C. Standby pitot-static anti-ice elements.
D. Total temperature (TAT) probe heat.

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9. With the pitot heat system selected off

(PROBE S/I’s), what CAS messages
should be displayed?
A. SAT HT FAIL
B. L R PITOT HT
C. STBY PITOT HT
D. Both b. and c.
10. Which of the following is not heated by

engine bleed-air?
A. Wing leading edge surfaces
B. Horizontal stabilizer leading edge
surfaces
C. Engine nacelle lip
D. Windshield
11. With EMER PRESS activated, what anti-

icing equipment is available?
A. Nacelle
B. Wing/Stab, if one or both BLEED
switches are ON
C. Windshield
12. Anti-Ice should be turned on:

A. S AT 1 0 ° C t o - 4 0 ° C a n d v i s i b l e
moisture.
B. SAT 10°C or below if runway has
slush on it.
C. SAT 10°C or below if runway has
standing water.

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL ............................................................................................................................ 11-1
AIR CONDITIONING SYSTEM (TAILCONE COMPONENTS)...................................... 11-2
General........................................................................................................................... 11-2
Pack Bi-level Pressure Regulating Shutoff Valve (PRSOV).......................................... 11-2
Environmental Control Unit (ECU)............................................................................... 11-2
Pre-cooler and Primary/Secondary Heat Exchangers .................................................... 11-2
Air Cycle Machine (ACM) ............................................................................................ 11-3
PACK Overtemp Sensor ................................................................................................ 11-4
ECU Low Limit Temp Control ...................................................................................... 11-4
Water Separator.............................................................................................................. 11-4
DUAL-ZONE TEMPERATURE CONTROL SYSTEM ...................................................... 11-4
General........................................................................................................................... 11-4
Component Description ................................................................................................. 11-5
Controls and Operation.................................................................................................. 11-8
Indications ................................................................................................................... 11-10
DISTRIBUTION SYSTEM ................................................................................................ 11-11
Cockpit Distribution System ....................................................................................... 11-11
Cabin Distribution System........................................................................................... 11-11
Emergency Pressurization System............................................................................... 11-12
BAGGAGE COMPARTMENT HEATING SYSTEM........................................................ 11-12
ELECTRIC FOOTWARMER HEAT SYSTEM (COCKPIT) ............................................ 11-13

ILLUSTRATIONS
Figure Title Page
11-1 PACK and HI FLOW Switches on Pressurization/Oxygen Control Panel ............ 11-3
11-2 ACM Airscoop ....................................................................................................... 11-3
11-3 Environmental Control Panel ................................................................................. 11-4
11-4 Bleed-Air Distribution System............................................................................... 11-6
11-5 Environmental Control Unit (ECU) ....................................................................... 11-7
11-6 Temperature Controls and Indications ................................................................... 11-9
11-7 Cockpit/Cabin Air Distribution System............................................................... 11-10
11-8 Cockpit Overhead WEMACs............................................................................... 11-11
11-9 Cabin Air Distribution Diffusers.......................................................................... 11-11
11-10 Cabin Air Distribution WEMACS ....................................................................... 11-11
11-11 Baggage Heater Switch........................................................................................ 11-12
11-12 Electric Footwarmer Heat System Component Locator ...................................... 11-13
11-13 Bleed-Air Distribution Overview......................................................................... 11-17
TABLES
Table Title Page
11-1 Air Conditioning System CAS Message Database ................................................ 11-8

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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The Learjet 45 air-conditioning system consists of a bleed-air temperature control sys-
tem and independent distribution systems to the cockpit and cabin for pressurization and
ventilation. Prior to engine start, the system can also be operated during ground opera-
tions using the auxiliary power unit (APU), if installed.
GENERAL
Primary heating and cooling is accomplished by two methods; heat transfer within the pre-
by controlling the temperature of the bleed- cooler and primary/secondary heat exchanger
air entering the cockpit and cabin distribu- and compression with rapid expansion through
t i o n s y s t e m s . Te m p e r a t u r e c o n t r o l i s the air cycle machine (ACM).
accomplished by mixing pressurized hot com-
pressed air and cooled compressed air as pro- The pressurization and air conditioning sys-
vided through the onboard environmental tem distributes conditioned bleed-air through-
control unit (ECU). Cooling is accomplished out the cabin and cockpit. A portion of the

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bleed-air is cooled in an air-to-air heat ex- allows bleed airflow to the ECU and air dis-
changer and cooling turbine within the ECU. tribution systems to increase. This feature, as
The refrigerated bleed-air is then mixed with per AFM, shall be OFF for takeoff and land-
hot bleed air, that bypasses the heat exchanger, ing, when using anti-ice, and above 30,000'.
to obtain the desired temperature for distri-
bution. The mixing of conditioned air is reg- The pack bi-level valve is powered by the left
ulated by the dual-zone (cockpit and cabin) essential bus and is protected by the PACK cir-
temperature control system, a function of the cuit breaker located on the pilot circuit breaker
integrated ECS temperature controller. panel. The valve is depowered open and re-
quires DC electrical power to close. During an
electrical system malfunction, the valve re-
mains open with the loss of electrical power. The
AIR CONDITIONING HI FLOW selection requires 28 VDC to acti-
SYSTEM (TAILCONE vate and loss of electrical power will cause it
to deactivate.
COMPONENTS)
ENVIRONMENTAL CONTROL
GENERAL UNIT (ECU)
The major components of the air conditioning
system that are located in the tailcone are the The environmental control unit (ECU) takes
Pack Bi-level PRSOV, a pre-cooler, the ECU, hot high pressure bleed-air and provides de-
and a water separator. humidified, cold air to pressurize, cool and pro-
vide ventilation throughout the cabin and
cockpit.
PACK BI-LEVEL PRESSURE
REGULATING SHUTOFF VALVE The ECU consists of a pre-cooler, primary
(PRSOV) and secondary heat exchangers, a three-wheel
air cycle machine (ACM), ducting, a low limit
Engine bleed-air enters the airplane venti- temperature control valve and a bypass shut-
l a t i n g s y s t e m t h r o u g h t h e p a c k b i - l eve l off valve. The water separator, though not an
PRSOV (Figure 11-4). The pressure regulat- integral component of the ECU is included in
ing valve controls ECU inlet air to either 18 this discussion.
or 26 psig depending upon the position of the
HI FLOW solenoid. The low setting insures PRE-COOLER AND
bleed-air economy, while the high setting en-
sures sufficient pack inlet pressure for cool- PRIMARY/SECONDARY HEAT
ing and heating. The valve is controlled by the EXCHANGERS
PACK and the HI-FLOW switches located on
the copilot’s pressurization and oxygen con- When the airplane is in flight, ram air enters
trol panel (Figure 11-1). the ACM airscoop (Figure 11-2) and flows
through the heat exchangers and pre-cooler
For the airplane air-conditioning system to where the ram air cools the hot engine bleed
operate, the PACK switch must be on. When air. The ram air flows overboard through a
selected to the on position, the switch/indicator port located above the right engine pylon. On
(S/I) will be blank, as this is the normal posi- the ground the impeller fan draws air into the
tion. When selected off, an OFF caption is il- ACM through the airscoop and then through
luminated within the S/I. the ECU for cooling (Figure 11-5).
The HI-FLOW switch signals the bi-level When the PACK bi-level PRSOV is open, en-
PRSOV to the 26 psig opening position. This gine/APU bleed-air passes through it and en-

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PAX DEPLOY
OFF ON
CAB RATE
350 FPM
DELTA P I.2 PSID
EMER PRESS
OFF LDG ALT MANUAL
ON HI FLOW
DN UP DN UP
ON
EMER
DEPRESS MANUAL
OFF OFF ON ON ON
Figure 11-1. PACK and HI FLOW Switches on Pressurization/Oxygen Control Panel
ters the pre-cooler, where it is initially cooled Bleed-air exiting the secondary heat exchanger
by ram/fan air. is ducted to the ACM turbine and the bypass
shutoff valve (Item 2 in Figure 11-5). ACM tur-
The bleed-air then enters the primary heat ex- bine airflow is cooled to near freezing tem-
changer where it is cooled by ram air. The air peratures through rapid expansion. At 40,000
then travels to the compressor section of the feet the CPCS delivers a signal to open the by-
ACM before passing into the secondary heat pass shutoff valve and allows some of the
exchanger, where it is cooled by ram air as- bleed-air to bypass the turbine.
pirated with water drawn from the water sep-
arator. The air then flows into the turbine
section of the ACM.
AIR CYCLE MACHINE (ACM)

The air cycle machine (ACM) consists of a tur- ECU EXHAUST
bine, a compressor and a fan. All three wheeled ACM AIRSCOOP
components are mounted to a common drive
shaft.
Bleed-air from the primary heat exchanger

first passes through the ACM compressor APU EXHAUST
stage where the air is compressed and ducted
to the secondary heat exchanger for addi-
tional cooling. The air exits the secondary
heat exchanger outlet and is ducted into the
ACM turbine for expansion.
Figure 11-2. ACM Airscoop

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PACK OVERTEMP SENSOR

Located downstream from the ACM com-
pressor stage, an overtemperature sensor (Item
4 in Figure 11-5) signals the cockpit, to an
overtemperature condition. An amber CAS
message, “PACK OVHT,” illuminates when
the temperature has exceeded 450° F within
the duct.
ECU LOW LIMIT TEMP

CONTROL
The ECS Temperature Controller (Figure 11-
4) monitors the temperature of the air exit-
ing the water separator through the Low Limit
Temperature Sensor (Item 5, Figure 11-5). If
the temperature is less than 37° F, the con-
troller signals the low limit temperature con- Figure 11-3. Environmental Control Panel
trol valve (Item 1, Figure 11-5) to open,
allowing warm bleed-air exiting the primary
heat exchanger to mix with the conditioned DUAL-ZONE
sub-freezing air from the ACM turbine. This
is necessary to prevent icing within the water TEMPERATURE
separator. CONTROL SYSTEM
WATER SEPARATOR GENERAL
The water separator removes moisture from the The dual-zone temperature control system is
ACM turbine discharged air. Water extracted designed for independent, automatic or man-
in the separator is collected in a sump and ual control of the cockpit and cabin temper-
drawn by bleed-air suction from the secondary atures. Control panel temperature selection
heat exchanger to the water spray aspirator knobs (Figure 11-3) allow each area (cockpit
(Figure 11-5). and cabin) to set desired temperatures inde-
pendent of each other.
The temperature of bleed-air for pressuriza-

tion and ventilation is controlled by mixing hot
bleed-air with bleed-air that has been cooled
by passing through the ECU. Two temperature
control valves, one for the cockpit and one
for the cabin, are used to control the amount
of hot bleed-air that is mixed with the chilled
air from the ECU. The temperature control
valves are positioned pneumatically by torque
motors that receive electrical signals from the
Controller.

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COMPONENT DESCRIPTION trol valves will be lost. The temperature con-

trol valves fail to the full closed (cold) posi-
Integrated ECS Temperature tion.
Controller The Integrated Controller uses input signals
The Integrated ECS Temperature Controller is from the cockpit and cabin temperature sen-
located in the tailcone. It contains three cir- sor, cockpit and cabin duct temperature sen-
cuit cards that perform three separate func- sors, and cockpit and cabin temperature
tions. (1) One function is to operate the low selectors to control the cockpit and cabin tem-
limit temperature control valve on the ECU to perature control valves (Figure 11-4) in the au-
prevent moisture from freezing in the water tomatic mode. Selecting manual disables all
s e p a r a t o r. ( 2 ) A n o t h e r f u n c t i o n o f t h e of the temperature sensors and allows the tem-
Integrated Controller is Wing/Stab anti-icing perature control valves to be operated manu-
control. (3) The third function is to control the ally via the rotation of the temperature selector
temperature of the bleed-air entering the cock- knobs.
pit and cabin for ventilation and pressuriza-
tion. Cabin/Cockpit Temperature
Sensors
The temperature control circuit card performs
two separate and independent functions of Temperature sensors are mounted in the cabin
controlling the cockpit temperature and cabin and in the cockpit to provide electrical signals
temperature. Additionally, the two function- to the Integrated Controller. The cabin tem-
ally separated circuits of the controller can op- perature sensor assembly contains a small fan
erate in an automatic or a manual mode, but to force cabin air across the sensor and pro-
both must be operated in the same mode. The vide an accurate indication of cabin temper-
automatic and manual modes of temperature ature. In the automatic mode, the Integrated
control are powered separately. Controller responds to the sensor signals by
modulating the hot air flow through the cock-
Electrical power for the automatic mode is 28 pit and cabin temperature control valves
VDC supplied by the right main bus. Power is (Figure 11-4).
supplied through the AUTO TEMP CTRL cir-
cuit breaker in the ENVIRONMENTAL group Duct Temperature Sensors and
on the copilot’s circuit breaker panel. The
manual temperature mode is powered by the Limiters
right essential bus through the MAN TEMP Duct temperature sensors and over temp lim-
CTRL circuit breaker. Power failure to the iter switches are located in the cockpit bleed-
auto or manual circuits would not preclude air supply duct and also in the right and left
the use of the other mode to control cockpit side cabin supply ducts (Figure 11-4).
and cabin temperature.
The cockpit and cabin duct temperature sen-
An electrical failure that results in both engine sors output signals to the Integrated ECS Temp
generators off-line, sheds the main busses of Controller. These signals are used for tem-
the electrical system. Since the auto mode of perature control when operating in the auto-
temperature control is powered by the right matic mode, for duct temperature indication,
main bus automatic temperature control will and to activate a CAS message in the event the
be lost but temperature control can be regained duct temperature exceeds a pre-determined
by selecting the Manual Temp S/I to ON. If limit (300° F).
power fails to the right main bus and the right
essential bus, temperature control via the The cockpit duct temp sensor and the left side
Integrated Controller and the temperature con- cabin temp sensor each have two functions. In

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Figure 11-4. Bleed-Air Distribution System
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Figure 11-5. Environmental Control Unit (ECU)
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Table 11-1. AIR CONDITIONING SYSTEM CAS MESSAGE DATABASE
addition to providing a duct temp reference for A loss of electrical power to a torque motor
the automatic temperature control mode of shuts off servo air to the valve and spring pres-
operation, they provide output signals for sure closes the valve (full cold position).
CKPT and CAB duct temp indications on the
ECS Systems page on the EICAS/MFD. They
also provide output signals that will activate
CONTROLS AND OPERATION
the “CKPT DUCT OVHT” or “CAB DUCT The cockpit and cabin temperature controls are
OVHT” CAS message if the temperature in the located on the environmental control panel on
cockpit duct or the left side cabin duct reaches the copilot’s instrument panel (Figure 11-6).
300° F. The right side cabin temp sensor has
only one function, which is to activate the In the automatic mode, the MANUAL TEMP
“CAB DUCT OVHT” CAS message if tem- switch/indicator (S/I) will be blank.
perature in the right side cabin duct reaches Temperatures are controlled using the selec-
300° F. tor knobs that have a value range from ap-
proximately 60° F (15° C) when the knob is
The cockpit and cabin duct temperature lim- turned to the COLD position, to approxi-
iters are used to shutoff bleed air through the mately 90° F (32° C) when the knob is turned
corresponding CKPT or CAB TEMP CONT to the HOT position. Duct air temperature is
VALVE if the temperature in cockpit duct or automatically controlled within the range of
the right side cabin duct exceeds 210° F (Auto 37° to 180° F.
mode).
Temperature sensors within the cockpit and the
Temperature Control Valves cabin transmit temperature information to the
Integrated ECS Temp Controller (Figure 11-
The temperature control valves (Figure 11-4) 4). The Integrated ECS Temp Controller then
are operated by servo pressure regulated by signals the torque motors to modulate the tem-
torque motors. If no pressure is being sup- perature control valves, allowing a greater or
plied from the respective torque motor, the lesser amount of hot bleed-air to mix with the
valve is held closed by spring pressure. conditioned air.
The Integrated ECS Temperature Controller In the manual mode, an ON caption is illu-
regulates the torque motors which allow servo minated within the MANUAL TEMP S/I,
air to override the spring pressure and open when selected. In manual, the pneumatically
the temperature control valves. positioned temperature control valves operate

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Figure 11-6. Temperature Controls and Indications
in direct response to the position of the tem- the corresponding cockpit or cabin over temp
perature selector knobs and temperature sen- limiter should cause the corresponding CKPT
sor information is eliminated from the ECS or CAB TEMP CONT VALVE to close when
controller logic. The cockpit temperature se- the duct temperature reaches 210° F. If either
lector COLD and HOT positions correspond duct temp limiter fails to stop the temperature
with the cockpit temperature control valve rise in the duct, the corresponding CKPT or
fully-closed and fully-open positions, re- CAB DUCT OVHT CAS will illuminate when
spectively. the duct temperature reaches 300° F. At this
point, it will be necessary for the crew to take
If the cockpit or cabin temperature selector checklist action to decrease the duct temper-
knobs are set too high in the automatic mode, ature.

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Figure 11-7. Cockpit/Cabin Air Distribution System
INDICATIONS As depicted in Figure 11-6 the analog supply

temperature scale is white with white point-
The cabin temperature is presented as a digi- ers. If the duct temperature exceeds 300° F, the
tal readout in the top left corner of the pointers turn amber. Should an invalid tem-
schematic, and the cabin supply duct temper- perature be reported to the Integrated ECS
ature is presented as the left half of the ana- Temp Controller, each pointer is replaced with
log tape with pointer display. The cockpit a red “X.” Should an invalid cabin tempera-
temperature is not displayed, but the cockpit ture be received, the digital display is replaced
supply duct temperature is presented as the with amber dashes.
right half of the analog display. The analog
CAB/CKPT temperature display range is from
30° F, the bottom tick-mark, up to 300° F, the
top tick-mark. Each index mark on the scale
represents 90 degrees.

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Figure 11-8. Cockpit Overhead WEMACs Figure 11-9. Cabin Air Distribution
DISTRIBUTION SYSTEM
COCKPIT DISTRIBUTION
SYSTEM
A single duct routes conditioned bleed-air
from the tailcone into the cockpit where it is
distributed through sidewall diffusers and
under glareshield outlets (Figure 11-7).
Va r i a b l e o p e n i n g d i r e c t i o n a l o u t l e t s
(WEMAC) are located on the cockpit head-
liner, one on each side, and distribute ECU con-
ditioned cold air to each crew member (Figure
11-8). The outlets can be adjusted to control
the direction and the volume of airflow.
Figure 11-10. Cabin Air Distribution
CABIN DISTRIBUTION SYSTEM WEMACs
A separate duct from the ECU routes condi- are thermal/mechanical devices that automat-
tioned air to the cabin (Figure 11-1). ically divert more air to the floor ducts as the
temperature in the ducts becomes hotter.
The distribution duct for the cabin branches into
two ducts within the tailcone area to deliver Conditioned cold air, directly from the ECU,
conditioned bleed-air to both sides of the cabin is also distributed to the cabin via overhead
(Figure 11-7). Inside the cabin these ducts mounted variable opening outlets, located
branch again to route air down to the cabin above each passenger seat (Figure 11-10).
floor diffusers and up to cabin overhead dif-
fusers on each side (Figure 11-9). Duct split-
ter mechanisms are located at the duct branch
points on both sides of the cabin. The splitters

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EMERGENCY
PRESSURIZATION SYSTEM
In the event of normal airplane system failure, BAGGAGE
BAGGAGE
the emergency pressurization system may be COMPARTMENT
HEATER
activated automatically or manually. This sys- LIGHTS
tem uses bleed-air from the engine low-pres-
sure compressor to provide airplane
pressurization and ventilation. This air is not
cooled and the cabin/cockpit may become very
warm. As illustrated in Figure 11-7, both emer- PYLON
gency pressurization valves, from the left and
right engine, open allowing the LP bleed-air
into the cabin. The check valves within the
cabin distribution ducts prevent the LP bleed- Figure 11-11. Baggage Heater Switch
air from back flowing into the ECU.
The ON/OFF switch is located next to the

baggage compartment light switch (Figure
BAGGAGE 11-11). The only crew action required is to in-
COMPARTMENT sure the switch is manually selected to ON
prior to flight into freezing conditions. There
HEATING SYSTEM are no cockpit controls or indications for this
system. Service Bulletin, SB 45-21-3 pro-
The baggage compartment heating system provides an option of moving the ON/OFF switch
vides heat to warm the unpressurized com- to the cockpit.
partment when the temperature falls below 40°
F. The system is designed to prevent luggage
items from freezing and to prevent frost from
forming on the luggage. Other than turning
the system switch ON before flight, operation
of the system is fully automatic and requires
no crew regulation or monitoring.
The system consists of six electrically pow-

ered blanket heaters, an ON/OFF switch, and
control circuitry. The blanket heaters are in-
stalled on all four sides (including the door),
the roof and the floor of the baggage com-
partment. The heaters are self regulating. As
the temperature of the heaters increases, the
power requirement decreases and visa-versa.
The system is powered by the right non-es-
sential bus, and protected by a circuit breaker
located within the tailcone.

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ELECTRIC panel. The circuit breaker is located on the

copilot’s circuit breaker panel.
FOOTWARMER HEAT
Power is applied through the FOOT WARM
SYSTEM (COCKPIT) circuit breaker to the thermostat. If the ther-
mostat senses temperatures above 60° F (15.6°
The electric footwarmer heat system provides C), the thermostat opens removing electrical
electrical heat from heelplate assemblies in- power from the heelplate. Once the thermostat
stalled on the flightdeck floorboard below senses temperatures below 60° F (15.6° C), the
each rudder pedal (Figure 11-12). The elec- thermostat closes applying power to the
trical assemblies provide heat to the pilot and heelplate.
copilot rudder pedal areas whenever the flight
compartment temperature drops below 60° F
(15.6° C).
The electrical footwarmer heat system consists

of a circuit breaker, thermostat, and four
heelplate assemblies. Each heelplate consists
of three heater blankets, a heelplate, and as-
sociated wiring. The thermostat is mounted in
a bracket located behind the copilot’s aft kick-
Figure 11-12. Electric Footwarmer Heat System Component Locator

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REVIEW QUESTIONS
1. The Pack Bilevel PRSOV is commanded 5. Which airplane environmental control
open when: system requires no pilot monitoring or
A. The PACK S/I is depressed and the regulation?
legend says “ON.” A. Air conditioning system when AUTO
B. The PACK S/I is depressed and “OFF” is selected.
legend is extinguished. B. Instrument panel cooling system.
C. The HI FLOW S/I is depressed and the C. Baggage compartment heating sys-
“OFF” legend is extinguished. tem.
D. The L and R BLEED S/Is are de- D. Air conditioning system when MAN-
pressed and the “ON” legends illu- UAL TEMP is selected.
minate.
6. In the event of inflight dual generator
2. When the airplane is on the ground, air failure, the cockpit/cabin temperature
circulation is provided by: control system:
A. Engine or APU bleed-air with PACK A. Must be operated in manual.
S/I on. B. Must be operated in automatic.
B. Ram air. C. Is inoperative.
C. Crew and cabin fan system. D. May be operated in manual or auto
D. Auxiliary ground cooling system. mode.
3. The primary source of cabin/cockpit heat- 7. In auto mode, if a CKPT DUCT OVHT
ing inflight is through the: message is displayed on the CAS:
A. Emergency pressurization valve. A. The cockpit temperature control valve
B. Ram air check valve. should automatically close.
C. Anti-ice control valve. B. MANUAL TEMP should be selected
D. Cabin/Cockpit temperature control to ON.
valves. C. Cockpit duct temperature can be mon-
itored on the EICAS/MFD ECS sys-
4. Illumination of the CAB DUCT OVHT tem schematic.
annunciation on EICAS indicates: D. All of the above.
A. The cockpit overtemperature limiter
has detected a duct temperature over 8. A “PACK OVHT” message on the CAS
300° F. indicates the ACM compressor discharge
temperature is high and:
B. The cabin temperature sensor has mal-
functioned and MANUAL TEMP A. The ACM has shut-down.
should be selected. B. The ACM bypass shutoff valve will
C. The cabin overtemperature sensor has open and the ACM should cool down.
detected a duct temperature over 300° C. EMER PRESS S/I should be selected
F. O N I AW t h e A F M p r o c e d u r e f o r
D. The ACM overtemperature switch has PACK OVHT.
detected a temperature that exceeds D. Both L and R BLEED S/Is should be
450° F in the ECU. selected OFF IAW the AFM proce-
dure for PACK OVHT.

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9. Cabin temperature can be read:

A. On the cabin temperature indicator
located on the Environmental Control
Panel.
B. On the EICAS/MFD SUMRY display.
C. On the cabin temperature indicator
located in the cabin area.
D. A t t h e t o p l e f t c o r n e r o f t h e
EICAS/MFD ECS system schematic
page.
10. In the event that emergency pressuriza-

tion activates due to a leak in the cabin:
A. Neither auto or manual temperature
control is available.
B. MANUAL TEMP must be selected
for cockpit and cabin temperature
control.
C. Automatic temperature control will
still be operational.
D. Cockpit and cabin temperature control
will automatically revert to manual
control.

7-1
6-2 RIGHT ENGINE HP BLEED
LP BLEED
1-7
1-1 1-10
6-1 6-4
5-1
4-1 RIGHT 1-2
WING OVER-TEMPERATURE
1-3 LIGHT ON
1-8
ANTI-ICE 4-6 4-2
CONTROL
TEMP 1-4
CONTROL
BLEED AIR CONTROL CABIN AND COCKPIT TEMPERATURE CONTROL
LOW LIMIT 4-4 2-5
TEMP 1-1 LP CHECK VALVE (2" DIA INSERT)
CONTROL
4-1 INTEGRATED CONTROLLER
1-2 HP SHUTOFF VALVE (2" DIA BTFY)
4-2 TEMP CONTROL VALVE (1.5" DIA BTFY)
CONDITIONED AIR SUPPLY TO COCKPIT 2-8 1-3 ECS PRSOV (2.0" DIA BTFY, AREA-SCHEDULED)
4-3 LOW LIMIT TEMPERATURE SENSOR
1-4 ECS CHECK VALVE (2" DIA INSERT)
CFE 4-4 DUCT TEMP SENSOR
1-5 PACK BILEVEL PRSOV (2.5" DIA BTFY)
4-5 CABIN TEMPERATURE SELECTOR
(18 AND 26 PSIG)
4-8 4-2 4-6 DUCT TEMPERATURE LIMITER (210° F)
CONDITIONED AIR SUPPLY: 1-6 ECS FLOW LIMITING VENTURI (CA=0.8)
4-7 CABIN TEMP SENSOR/FAN ASSY
4-5 RHS CABIN 1-7 HP PRESSURE SWITCH (130 ± 5 PSIG)
2-1A 4-8 COCKPIT TEMPERATURE SELECTOR
1-8 BLEED AIR OVERTEMP SWITCH (660 ± 5° F)
4-9 5-2 4-9 COCKPIT TEMPERATURE SENSOR
1-9 HP TEMPERATURE SWITCH (530 ± 5° F)
1-10 VALVE CONTROLLER
COMPARTMENT
1-11 PRECOOLER
EMERGENCY PRESSURIZATION
AIR IN 2-2 2-1
CFE 2-6 5-1 EMERGENCY PRESSURIZATION 90V (1.0" DIA POPPET)
3-1 1-11 ENVIRONMENTAL CONTROL 5-2 EMER PRESS ISOLATION CHECK VALVE (4" DIA INSERT)
4-7 4-6
OVERBOARD 2-1 ENVIRONMENTAL CONTROL UNIT
2-1A PRIMARY/SECONDARY HEAT EXCHANGER
WING/TAIL ANTI-ICE CONTROL
2-4
2-1B AIR CYCLE MACHINE
6-1 PRSOV/MODULATING VALVE (2" DIA BTFY)
2-7 2-1C ACM BYPASS SHUTOFF VALVE (1.5" DIA BTFY)
6-2 WING SKIN TEMP SENSOR
CABIN AND COCKPIT COLD AIR SUPPLY 2-1D ACM COMPRESSOR OVERTEMP SWITCH (450 ± 10°F)
FROM 6-3 TAIL SKIN TEMP SENSOR
1-5 1-6 2-1E COCKPIT 2-1E ACM BYPASS CHECK VALVE (1.5" DIA INSERT)
ECU OVERTEMP 6-4 A/I CHECK VALVE (2" DIA INSERT)
2-1F LOW LIMIT TEMP CONTROL VALVE (1.5" DIA BTFY)
LIGHT ON
TO
2-2 WATER SPRAY ASPIRATOR
NACELLE A/I CONTROL
PRECOOLER
2-3 WATER SEPARATOR 7-1 A/I SOV
2-1F SERVO AIR REGULATOR (15 ± 1 PSIG)
AFT BULKHEAD
2-1B 2-1D
2-4
4-3 2-5 COCKPIT AIR CHECK VALVE (3" DIA B/H)
2-3
2-6 CABIN AIR CHECK VALVE (4" DIA B/H)
AUXILIARY POWER UNIT (OPTIONAL EQUIPMENT)
2-1C
TO 2-7 GASPER AIR CHECK VALVE (1.5" DIA B/H)
5-1 HYDRAULIC TO CPCS 8-1 AUXILIARY POWER UNIT
2-8 SERVO AIR CHECK VALVE
RESERVOIR EJECTOR 8-2 APU LOAD CONTROL VALVE
PRESSURE SIGNAL FROM CPCS EMERGENCY VENTILATION 8-3 APU BLEED AIR CHECK VALVE (2" DIA INSERT)
CONDITIONED AIR SUPPLY: REGULATOR POWERS VALVE 2-1E AUXILIARY 8-4 SERVO AIR APU CHECK VALVE
LHS CABIN CFE 8-4
8-3 OPEN ABOVE 40,000 FT POWER 3-1 RAM AIR CHECK VALVE (3" DIA B/H)
2-8 UNIT
CFE 8-2
1-4
8-1
OPTIONAL EQUIPMENT
1-8 OVER-TEMPERATURE
LIGHT ON
1-3
1-2
LEFT 6-3
WING 1-1
6-1 6-4
LEGEND 1-10
1-7
PNEUMATIC DUCT
6-2 LP BLEED
ELECTRICAL LINE HP BLEED
WATER LINE LEFT ENGINE
ECS PACK OUTLINE OR OPT EQUIPMENT
HORIZONTAL STABILIZERS
(AIRCRAFT TAIL)
7-1
Figure 11-13. Bleed-Air System Overview

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
MAJOR COMPONENTS ..................................................................................................... 12-2
PRESSURIZATION CONTROL PANEL............................................................................. 12-2
Pack Switch.................................................................................................................... 12-2
Manual Pressurization Switch ....................................................................................... 12-3
Emergency Depressurization Switch ............................................................................. 12-3
Landing Altitude Selector Knob .................................................................................... 12-3
Manual Rate Selector Knob........................................................................................... 12-4
CABIN PRESSURE CONTROLLER................................................................................... 12-4
Pressurization Controller Power Source ........................................................................ 12-6
Outflow Valves............................................................................................................... 12-6
Vacuum Jet Pump........................................................................................................... 12-7
INDICATIONS...................................................................................................................... 12-8
Primary and Secondary Displays................................................................................... 12-8
CAS Messages ............................................................................................................... 12-8
Protection and Warning Features................................................................................. 12-10
SYSTEM OPERATION...................................................................................................... 12-10
System Test.................................................................................................................. 12-10
Automatic Mode .......................................................................................................... 12-14
Manual Mode............................................................................................................... 12-16

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High Altitude Airport Operation ................................................................................. 12-18


ILLUSTRATIONS
Figure Title Page
12-1 Pressurization Control Panel .................................................................................. 12-2
12-2 Cabin Pressure Control Displays ........................................................................... 12-4
12-3 Cabin Pressure Control Diagram ........................................................................... 12-5
12-4 Primary CPCS Display on Pressurization Control Panel ....................................... 12-8
12-5 Environmental Conditioning System Displays ...................................................... 12-9
12-6 Controller — Takeoff Abort................................................................................. 12-14
12-7 Controller — Takeoff and Climb ......................................................................... 12-15
12-8 Controller — Flight Abort Mode......................................................................... 12-16
12-9 Controller — Descent Mode................................................................................ 12-17
12-10 Controller — Takeoff and Landing Above 8,000 feet ......................................... 12-19
12-11 Controller — Takeoff > 8,000 feet and Landing < 8,000 feet ............................. 12-20
12-12 Controller — Takeoff < 8,000 feet and Landing > 8,000 feet ............................. 12-20
TABLES
Table Title Page
12-1 CPCS CAS Message Logic.................................................................................. 12-10
12-2 Protection and Warning Features (Normal) ......................................................... 12-11
12-3 Protection and Warning Features (High Altitude Airport)................................... 12-12
12-4 Protection and Warning (Delta P) ........................................................................ 12-13

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CHAPTER 12
PRESSURIZATION
;;;
;;;
INTRODUCTION
The Learjet 45 pressurization system maintains a cabin altitude much lower than actual
airplane altitude. This is accomplished by controlling the outflow of air that has been
provided to the occupied areas of the airplane through pneumatic, air conditioning and
ventilation distribution systems.
GENERAL
The pressurized area of the airplane extends cated in the cockpit. The CPCS regulates the
from the forward pressure bulkhead, separat- cabin pressurization system automatically,
ing the cockpit from the nose avionics bay, to based upon a pressurization schedule. The
the aft pressure bulkhead. A supply of condi- crew can also regulate cabin pressure by man-
tioned engine bleed-air is supplied through ually selecting the rate of change. During
the environmental control unit (ECU) and the emergency pressurization, the bleed-air en-
outflow is controlled by two outflow valves lo- tering the cabin and cockpit, bypassing the
cated on the forward pressure bulkhead. ECU and temperature control system, also
Regulating the outflow of air through the out- provides a source of pressurization which is
flow valves is provided by the dual channel regulated by the CPCS in the same manner.
cabin pressure control system (CPCS), lo-

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MAJOR COMPONENTS PACK SWITCH

The PACK switch (Figure 12-1), located on
The airplane pressurization system consists of
the left side of the pressurization control
the following major components:
panel, is used to control the pack bilevel pres-
• Cabin pressurization control panel sure regulating shutoff valve (PRSOV). When
selected on, engine bleed-air is allowed to
• Cabin pressure controller (CPC) enter the environmental control unit (ECU).
• Pressurization indicators
Should the pack bilevel PRSOV not open, due
• Primary outflow valve to a malfunction, the only other method to
provide a source of engine bleed-air for cabin
• Secondary outflow valve pressurization is via the emergency pressur-
ization system.
• Vacuum jet pump
PRESSURIZATION
CONTROL PANEL
The pressurization control panel and the ECS
system schematic on the EICAS or MFD pro-
vides the crew-to-system interface capability
for all modes of system operation and moni-
toring (Figure 12-1).

PAX DEPLOY
OFF ON
CAB RATE
350 FPM
DELTA P I.2 PSID
EMER PRESS
OFF LDG ALT MANUAL
ON HI FLOW
DN UP DN UP
ON
EMER
DEPRESS MANUAL
OFF OFF ON ON ON
Figure 12-1. Pressurization Control Panel

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MANUAL PRESSURIZATION LANDING ALTITUDE

SWITCH SELECTOR KNOB
The airplane pressurization system may be The landing altitude selector knob is located
operated manually by crew selection after de- on the pressurization control panel (Figure
pressing the MANUAL PRESS switch on the 12-1) and is used to set the elevation of the des-
pressurization control panel (Figure 12-1). tination landing runway. Labeled LDG ALT,
When selected, an ON caption illuminates with UP and DN arrows, and used only in the
within the S/I to indicate manual operation. automatic CPCS mode. When the LDG ALT
The S/I is blank during automatic mode, as this knob is rotated, “LA” and the presently set
is the normal configuration. Depressing the S/I landing altitude will appear on the LCD where
a second time returns the CPCS to automatic CAB ALT is normally displayed. “LA” and the
mode. landing field altitude remain on the LCD dis-
play for 5 seconds after the switch was last ro-
The CPCS, under conditions whereby both tated. LDG ALT is also displayed on the ECS
ADC’s fail to provide valid input to the cabin system schematic display on the EICAS/MFD
pressure controller, enters the manual mode au- (Figure 12-2).
tomatically. When this occurs, crew selection
is unnecessary and the ON caption illuminates The destination field elevation is normally se-
automatically to indicate the system has re- lected before takeoff and the crew should in-
verted to manual mode. sure that field elevation is set, not the field
pressure altitude. The CPCS automatically
compensates for non-standard field pressure
EMERGENCY through ADC input to the cabin pressure con-
DEPRESSURIZATION SWITCH troller. The ADCs receive this information
when the crew enters the altimeter setting on
The EMER DEPRESS switch, located on the
the primary flight display (PFD).
pressurization control panel, is guarded with
a hinged cover. Lifting the cover and de-
pressing the switch causes the airplane cabin
to rapidly depressurize to a maximum alti-
tude of 13,700 feet.
The cabin pressure controller drives both out-

flow valves to the full open position. The
cabin altitude climbs at a rapid rate until the
airplane is unpressurized or the cabin reaches
13,700 feet, whichever comes first. If the
cabin altitude reaches 13,700 feet, altitude
limiters on each outflow valve cause the valves
to move towards a closed position, keeping the
cabin from climbing higher. Depressing the
EMER DEPRESS switch a second time re-
turns the system to the previous mode, auto-
matic or manual, and the ON caption within
the switch is extinguished. When activated, a
white advisory CAS message, “EMER DE-
PRESS” is annunciated.

MANUAL RATE SELECTOR must be rotated in the appropriate direction

KNOB until the manual cabin rate reaches zero.
The manual rate selector knob allows the crew

to select the rate of change when the CPCS is
in manual mode. The knob is labeled MAN-
CABIN PRESSURE
UAL, has UP and DN arrows, and is located CONTROLLER
next to the landing altitude knob on the pres-
surization control panel (Figure 12-2). Once The cabin pressure controller (CPC) is a dual
manual rate of change is selected, the crew channel microprocessor-based electronic unit
determines how fast the cabin pressurization mounted on the co-pilot’s lower switch panel
system reaches the desired cabin altitude. For (Figure 12-2). The CPCS has a redundant
each detent of the knob the manual rate changes cabin pressure control scheme utilizing the
100 fpm. The selected rate is temporarily dis- two channel controller with independent power
played preceeded by letters “MR” (manual sources and sensors for each channel.
rate) in the CPC LCD display window, re-
placing the actual cabin rate. Five seconds The primary channel (left) controls only the
after the manual rate is adjusted, the “MR” primary outflow valve and the secondary chan-
and manual rate will be replaced with the ac- nel (right) controls only the secondary outflow
tual CAB RATE. When the desired cabin alti- valve. However, both outflow valves respond
tude is approached, the manual control knob to either channel due to a pneumatic line that
ELECT HYD/ECS FLT CAB TEMP 78° F CABIN RATE 600

VOLTS 28.5 28.0 MAIN 3000 SPLR 0 DELTA P 1.2
TEMP CONT
CABIN ALT 1300
EMER-V 28.0 B-ACUM 3000 PIT 0 H OXY QTY
669 LTR
AMPS 50 65 CAB ALT 1300 AIL R3 CAB CKPT MANUAL RATE 500
TEMP °C 35 38 OXY QTY 669 RUD L2 C LDG ALT 2600
RTN M/P
SUMRY ELEC HYD ECS FLT FUEL CAS SUMRY ELEC HYD ECS FLT FUEL RNG
SUMRY DISPLAY ON EICAS ECS DISPLAY ON

MULTIFUNCTION DISPLAY
PRESSURIZATION
CABIN PRESSURE CONTROL
CAB RATE
350 FPM
DELTA P I.2 PSID
CAB ALT I300 FT
LDG ALT MANUAL
DN UP DN UP
DISPLAY AREA OF
PRESSURIZATION CONTROL PANEL
Figure 12-2. Cabin Pressure Control Displays

CABIN PRESSURE
ADC1/ADC2
TORQUE SECONDARY
MOTOR (RIGHT) LDG GEAR SW
EICAS
SEC CABIN ALT CHANNEL THROTTLE SW (MCR)
LIMITER R PRESS
OUTFLOW (13,700 FT.) CABIN EMER BATT BUS
VALVE OXYGEN ON
14,500 FT.
FORWARD PRESSURE BULKHEAD
ACM BYPASS
CABIN ALTITUDE RELAY (40,000 FT.)
VOICE MESSAGE
10,000 FT
OR
14,500 FT CABIN PRESSURE
EMER PRESSURE ADC1/ADC2

9,500 FT.
PRIMARY
DELTA P
OR (LEFT) LDG GEAR SW
LIMITERS
14,500 FT.
(9.7 PSID) CHANNEL THROTTLE SW (MCR)
L PRESS
L MAIN BUS

PAX DEPLOY
PRI OFF ON
CAB RATE
350 FPM
OUTFLOW CABIN ALT DELTA P I.2 PSID
LIMITER
VALVE (13,700 FT.)
EMER PRESS
OFF LDG ALT MANUAL
TORQUE
MOTOR
ON HI FLOW
DN UP DN UP
ON
EMER
DEPRESS MANUAL
CABIN
AIR
OFF OFF ON ON ON
ENGINE SERVO
DISCHARGE
BLEED-AIR
JET PUMP
CABIN PRESSURE CONTROLLER
Figure 12-3. Cabin Pressure Control Diagram
interconnects the control chambers of the out- air data computers, cabin pressure, left thrust
flow valves (Figure 12-3). lever position (MCR), landing gear switch po-
sition and squat switches along with internal
When power is applied to the airplane elec- program logic to perform its functions.
trical system, the CPC performs a functional
check. Once the functional check is success- In the automatic mode, the controller uses ei-
fully completed, the system is in the auto- ther the climb or descent schedule to maintain
matic mode. The left channel will normally the appropriate cabin altitude inflight. When
control the pressurization in the automatic the airplane is level, the CPC holds the cabin
mode but will relinquish command to the right altitude at the climb schedule value. The air-
channel if a fault is detected in the left chan- plane has to deviate by + 200 feet from the es-
nel. Selection of the channel to be active is not tablished altitude before the system allows
a crew option; however, manual can be se- changes in cabin pressure. When the airplane
lected on the currently active channel. descends 1,000 feet, the CPC initiates the de-
scent schedule.
The CPC utilizes crew input from the control
panel along with airplane altitude and baro- The rate-of-climb and descent is non-se-
metric correction and true airspeed from the lectable in the automatic mode. The controller

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operates between a maximum of 600 fpm PRESSURIZATION

climb, to 375 fpm descent rate. CONTROLLER POWER
A continuous self-test is performed by the SOURCE
CPC. Malfunctions will be annunciated on The two channels of the CPC have indepen-
the CAS. If differential pressure is out of the dent electrical power sources. The left chan-
normal range, the CPC will flash the out-of- nel receives 28 VDC from the Left Main Bus
limits values on the LCD and display the “CAB through the L PRESS circuit breaker in the
DELTA P” CAS message. Environmental group on the pilot’s circuit
breaker panel. The right channel of the con-
If a fault is detected in either channel of the troller receives 28 VDC from the Emergency
CPC, a white “L or R CABIN PRESS FAIL” Battery Bus through the R PRESS circuit
message will be displayed on the CAS. If the breaker located in the Environmental group on
fault is in the primary (left) channel, the sec- the co-pilot’s circuit breaker panel.
ondary (right) channel will assume control
and be active in the automatic mode. If the fault The left channel normally provides the pres-
is in the secondary channel, the primary chan- surization control functions, but either chan-
nel will remain in control but the CPCS dis- nel can provide all automatic or manual
play will blank. pressurization control functions with power
failure to the other channel.
If both channels of the controller fail, an amber
“LR CAB PRESS FAIL” message is displayed If dual generator failure occurs, the L Main Bus
on the CAS, the LCD blanks and displays for is automatically shed and the right channel,
cabin pressurization parameters on the powered by the Emer Batt Bus, will assume
EICAS/MFD become amber dashes. With both pressurization control. Failure of a single
channels failed, neither the automatic nor channel of the pressurization controller will
manual mode of pressurization control is avail- cause a white “L or R CABIN PRESS FAIL”
able and the outflow valves close until the CAS message to be displayed.
maximum Delta P of 9.7 psid is reached. The
airplane will land pressurized unless pres- If the power fails to the right channel of the
surization can be turned off before landing. CPC or the R PRESS circuit breaker opens, the
CPC display goes blank. It will be necessary
If DAU 1A channel has failed, a “LR CAB t o u s e t h e S U M RY / E C S d i s p l a y o n t h e
PRESS FAIL” amber CAS will annunciate EICAS/MFD to monitor cabin pressurization
even though the cabin pressurization system in this case.
has not failed. This CAS message will extin-
guish when DAU 1B channel is selected. If the Emer Batt Bus is the only remaining
Selection of DAU B reversion will result in an bus powered due to electrical failure (both
erroneous “FDR FAIL” white CAS message. generators and main batteries failed), the sec-
ondary channel of the CPC will be powered.
In addition to providing for pressurization It will be in the manual mode since neither
control and indications, the CPC also pro- ADC is powered in this case, but “ON” will
vides discrete outputs for pressurization re- not be illuminated in the MANUAL PRESS
lated CAS messages, activation of emergency S/I. It will be possible to control the cabin
pressurization (9,500/14,500 feet), activation pressure in manual mode operation, but it may
of the cabin altitude voice message (10,000 be necessary to use a flashlight to view the CPC
feet), and deployment of the passenger oxy- display since it will not be lighted in this case.
gen system (14,500 feet). These output signals
are independently generated by the left and
right channels of the CPC.

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OUTFLOW VALVES Cabin-to-atmospheric differential pressure

(Delta P) relief valves are located on each out-
Two outflow valves (one primary and one sec- flow valve to limit cabin pressure in the event
ondary) are located on the forward pressure a system malfunction causes overpressuriza-
bulkhead (Figure 12-3). The outflow valves are tion (Figure 12-3).
controlled by the CPC (automatic or manual
mode) to modulate the outflow of air from the The Delta P limiters operate pneumatically
pressurized fuselage. and are independent of all other CPC operat-
ing modes. They will limit differential pres-
The valves are pneumatic poppet-type valves sure (Delta P) to 9.7 psid. In the event that one
and are spring-loaded closed. Ambient pres- of the Delta P limiters fails, the remaining
sure, cabin pressure, spring pressure, and vac- Delta P limiter will limit differential pressure
u u m ( n eg a t ive p r e s s u r e ) a r e a l l f a c t o r s to slightly higher than 9.7 psid.
affecting the position of the outflow valve,
but the vacuum source is used for control of The outflow valves each incorporate a cabin
the valves. A vacuum source is provided altitude limiter (Figure 12-3). In the event the
through a bleed-air jet ejector pump. cabin reaches 13,700 feet for whatever reason,
the altitude limiters pneumatically close the
The vacuum control pressure in the outflow outflow valves in an attempt to keep the cabin
valves is achieved through electropneumatic altitude from climbing any higher. They may
torque motors located on each outflow valve. not prevent the cabin from climbing, however,
The torque motor on the primary outflow valve if the supply of bleed air for pressurization has
receives command signals from the left chan- been interrupted or if there is a leak in the
nel of the CPC and the torque motor on the sec- pressurized vessel.
ondary outflow valve receives command
signals from the right channel of the CPC, but
only one channel of the CPC can be active at VACUUM JET PUMP
a time. The control chambers of the two out- The vacuum jet pump (Figure 12-3) is located
flow valves are connected with an open line in the tail section of the aircraft and is driven
so that one of the valves is always being con- by bleed air from either engine. It provides a
trolled by the active channel of the controller. source of vacuum (low pressure) to the torque
Normally the left channel of the CPC is active. motor valve on the primary and secondary out-
flow valves for automatic and manual operation.
The outflow valves are designed to keep pres-
sure in the cabin and will not hold pressure out
if atmospheric pressure becomes higher than
cabin altitude. For example, should the crew
mistakenly set the landing altitude too high,
the CPC would attempt to control the cabin to
that altitude during descent, but when the air-
plane descended below that altitude, the out-
flow valves would be forced open by the
atmospheric pressure being higher than the
cabin pressure. The valves open when the at-
mospheric pressure is 0.5 psid greater than
cabin pressure.

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INDICATIONS and are displayed as CAS messages (Table

12-1).
PRIMARY AND SECONDARY On the ECS display the cabin altitude rate
DISPLAYS change is annunciated as a digital readout ac-
companied by an up arrow for climb conditions
The primary display of pressurization status and by a down arrow for descent rate changes.
is located on the pressurization control panel. Manual rate is shown separately but is the
In automatic mode, the CPCS display (Figure same format when in the manual mode.
12-4) reports the cabin rate, the delta P and the
cabin altitude. When manual is selected, the The delta P display is boxed and changes color
cabin rate includes a “MR” caption. When the from white to amber when the differential
landing field elevation is being set, the display pressure is less than -0.5 or greater than 9.5
temporarily replaces the cabin altitude dis- psid in the automatic mode. The delta P dis-
play. The display on the cabin pressure con- play changes to red if the value is greater than
troller is provided through the secondary 9.9 psid.
channel of the CPC only. If that channel has
lost power or failed, the display will be blank. The cabin altitude display on the ECS system
The pressurization display on the EICAS/MFD schematic changes color from white to amber,
ECS page can be driven by either channel of and to red based upon cabin altitude ex-
the CPC. ceedances. When the cabin altitude has ex-
ceeded 8,750 feet, the display digits are shown
Cabin altitude (CAB ALT) is displayed on the in amber and are boxed in amber. When cabin
CPC, on the EICAS/MFD SUMRY page, and altitude exceeds 10,000 feet, the digits and
on the EICAS/MFD ECS system schematic box both turn red (Figure 12-5). Also, when
page (Figure 12-2). the cabin altitude exceeds 10,000 feet, the
“CABIN ALTITUDE” voice message will
Selection of the ECS menu on either the EICAS sound.
or MFD brings into view the environmental
control system schematic display (Figure 12- The “CABIN ALTITUDE” voice message can
2). The CPCS data displayed on EICAS and be muted by depressing the MUTE switch on
MFD changes color from cyan to amber, and the right thrust lever, but it will reactivate in
to red to alert the crew of exceedances. Those 60 seconds if the cabin is still above 10,000
exceedances also send a signal to the EICAS feet.
Depressing either master WARN/CAUTION

PRESSURIZATION light/switch will cause the flashing displays
CABIN PRESSURE CONTROL
to become steady.
350 When invalid signals are processed or a test

CAB RATE FPM
DELTA P I.2 is performed with the ECS menu selected for
PSID
CAB ALT I300 FT
display, the digits are replaced with amber
dashes (Figure 12-5).
LDG ALT MANUAL
CAS MESSAGES
DN UP DN UP
CPCS advisory and caution messages, when
activated, are sent from the cabin pressure
controller through DAU1 to EICAS for display.
Figure 12-4. Primary CPCS Display on
Pressurization Control Panel

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CAB TEMP 78° F CABIN RATE 1000

DELTA P 9.4
TEMP CONT CABIN ALT 8750
OXY QTY
H
669 LTR
CAB CKPT MANUAL RATE 2200
C LDG ALT 10000
RTN M/P
NORMAL DISPLAY

DELTA P 9.5
TEMP CONT OXY QTY CABIN ALT 10000
H
555 LTR
C LDG ALT 10000
RTN M/P
EXCEEDANCES DISPLAY
CAB TEMP - - - ° F CABIN RATE -----

DELTA P --.-
TEMP CONT OXY QTY CABIN ALT --- ---
H
- - - LTR
CAB CKPT MANUAL RATE ----
C LDG ALT -- ---
RTN M/P
TEST OR INVALID DISPLAY
Figure 12-5. Environmental Conditioning System Displays

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Table 12-1. CPCS CAS MESSAGE LOGIC
Type
C CABIN ALTITUDE Cabin alt. > 8,750'/14,500' (ldg. fld. elev. < 8,000'/ > 8,000')
C L R CAB PRESS FAIL Loss of CPCS, both channels failed, sys. goes max delta P
C CAB PRESS MAN CPCS reverted to manual (dual ADC fail), not deselectable
C CAB DELTA P Cabin delta P > + 9.5 (+ 9.9 manual) or < - 0.5 psid
C L R EMER PRESS ON L or R emer pressurization valve open (man or auto)
A L R CAB PRESS FAIL L or R pressurization channel failed

A CAB PRESS MAN Crew selected CPCS manual mode
A EMER DEPRESS Emergency depressurization selected, both

outflow valves go full open to 13,700'
W = Warning
C = Caution
A = Advisory
PROTECTION AND WARNING SYSTEM OPERATION

FEATURES
The master warning system provides an aural SYSTEM TEST
warning in addition to standard airplane an-
Following initial power-up the airplane pres-
nunciations and warning tones. The aural voice
surization system performs an automatic sys-
message, “CABIN ALTITUDE” is audible
tem test. Any failures detected during the
whenever the cabin altitude exceeds 10,000
system test are annunciated on the CAS as per
feet (if LDG ALT set at 8,000 feet or less), or
Table 12-1 and on the CPC LCD. Inflight, a
14,500 feet (if LDG ALT set above 8,000 feet
continuous self-test is run on the CPCS con-
and the airplane is below 24,500'). This cau-
troller and its inputs. If the test is successful
tion message is a repeating message and is
auto mode will be active and no legend on the
mutable by depressing the mute switch on the
LCD/CAS is illuminated.
right throttle. If after having muted the aural
warning, and 60 seconds later the condition is
still present, the aural caution message is again
activated.

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Table 12-2. PRESSURIZATION PROTECTION AND WARNING FEATURES (NORMAL)
LDG ALT SET AT 8,000 FEET OR LESS
CABIN ALTITUDE PROTECTION AND WARNING
• Master Caution lights flash / single chime

• Passenger oxygen masks deploy (Chapter 17)
14,500' ± 250' • Emergency lighting system activates (Chapter 3)
• White CAS message, "PAX OXY DEPLOY"
C
A 13,700' ± 500' • Cabin altitude limiters close outflow valves
B
I
N • Master Caution lights flash / single chime
• Aural voice message sounds, "CABIN ALTITUDE, . . ."
A – Initiate emergency descent
L 10,000' ± 200' – Mute voice caution message with mute switch
• Amber CAS message "CABIN ALTITUDE" illuminates
T
• Cabin altitude digital readout on CPC flashes
I • CAB ALT display on EICAS/MFD turns from amber to red
T
U
D • Master Caution lights flash / single chime
E • Emergency cabin pressurization activates (Chapter 9)
9,500' ± 200' • Amber CAS message, "LR EMER PRESS ON"
• Cabin altitude digital readout on CPC flashes
• EMER PRESS switch caption ON illuminates
• Master Caution lights flash / single chime

• Amber CAS message, "CABIN ALTITUDE"
8,750' ± 200' • Cabin altitude digital readout on CPC flashes
• CAB ALT display on EICAS/MFD turns amber and
is boxed

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Table 12-3. PRESSURIZATION PROTECTION AND WARNING FEATURES

(HIGH ALTITUDE AIRPORT)
LDG ALT SET ABOVE 8,000 FEET
Prerequisites:
(1) Cabin controller must be in automatic mode
(2) Destination LDG ALT set above 8,000 feet
(3) Aircraft has descended 1,000 feet
C (4) Aircraft is below 24,500 feet
A
B
I CABIN ALTITUDE PROTECTION AND WARNING
N
A
L • Master Warning/Caution lights flash
T • Passenger oxygen masks deploy (Chapter 17)
• Emergency lighting system activates (Chapter 3)
I • White CAS message, "PAX OXY DEPLOY"
T • Aural voice message sounds, "CABIN ALTITUDE, . . ."
U 14,500' ± 250'
– Initiate emergency descent
D – Mute voice caution message with mute switch
E • Cabin altitude digital readout on CPC flashes
• EICAS/MFD CAB ALT display turns from white to red
• Amber CAS message, "LR EMER PRESS ON"
• EMER PRESS switch caption ON illuminates
• Amber CAS message, "CABIN ALTITUDE"
13,700' ± 500' • Cabin altitude limiters close outflow valves

Table 12-4. PRESSURIZATION PROTECTION AND WARNING (DELTA P)
DELTA P PROTECTION AND WARNING
• Master Caution lights flash

• Amber CAS message "CAB DELTA P"
9.9 PSID
• Digital Delta P readout on CPC LCD display flashes
(Manual)
• Delta P readout on ECS page of the EICAS/MFD
changes color to red and is boxed
9.7 PSID • Max Delta P limiters open

• Amber CAS message "CAB DELTA P"
9.5 PSID • Digital Delta P readout on CPC LCD display flashes
• Delta P readout on ECS page of the EICAS/MFD
changes color to amber and is boxed

- 0.5 PSID • Amber CAS message "CAB DELTA P"
• Digital Delta P readout on the CPC LCD display flashes

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CABIN SEALED
AIRFLOW ON
THROTTLES THROTTLES
ADVANCED RETARDED
CABIN ALTITUDE
FIELD LEVEL
500 fpm
150 ft
0.10 psid max RATE OF 2,000 fpm
600 fpm
(1,000 fpm MAX)
GROUND TAKEOFF (PREPRESSURE) TAKEOFF ABORT GROUND

MODE MODE MODE MODE
(20 SECONDS)
Figure 12-6. Controller — Takeoff Abort
AUTOMATIC MODE When the left thrust lever is advanced past

MCR for takeoff, the system enters the take-
The airplane pressurization system powers up off pre-pressurization mode (Figure 12-6).
in the automatic mode and requires no fur- The controller begins rating the cabin down
ther crew action after the following require- 150 (+50) feet, at 600 fpm. This pre-pressur-
ments are met: ization reduces any pressure transients during
rotation.
• Electrical power applied
If the thrust levers are retarded below MCR
• MANUAL PRESS not selected prior to lift-off, as in an aborted takeoff, the
cabin controller enters the takeoff abort mode
• Landing elevation selected (Figure 12-6). In this mode, cabin altitude is
rated back to the takeoff field elevation at a rate
When the PACK switch is selected ON before of 500 fpm for 20 seconds, after which the sys-
takeoff and the thrust levers are still below tem re-enters the ground mode.
MCR, the cabin pressure controller is in the
ground mode (Figure 12-6). The controller When the airplane becomes airborne, the sys-
will drive the outflow valves full open. The tem enters the climb pressurization mode
CPCS remains in the ground mode until any (Figure 12-7).
of the following occurs:
For normal takeoff procedures, the cabin pres-
• Left throttle advanced to MCR or higher. sure control system transfers directly from
the takeoff mode to the climb mode. This trans-
• WOW switch indicates airborne. fer is initiated when the CPCS receives an air-
borne signal from the squat switches, or
• Airspeed is greater than 90 knots. airspeed exceeds 90 knots. During the climb
mode, a schedule of cabin altitude versus air-
plane altitude is calculated based upon the

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pressurized cabin pressure. This schedule is tion if the airplane descends 1,000 feet within
referred to as the climb schedule which is dif- 10 minutes after takeoff and is 6,000 feet or
ferent for each takeoff altitude. There is no less above the takeoff field elevation (Figure
fixed climb schedule as there is for descent. 12-8).
For takeoffs and landings that occur below When a descent is initiated from cruise alti-
8,000 feet the schedule (Figure 12-7) is ap- tude and the airplane has descended 1,000
plicable. After lift-off, the cabin altitude is feet or more below cruising altitude, the con-
controlled to the takeoff field elevation (-150 troller establishes the cabin altitude on the de-
feet). As the airplane climbs, the controller scent schedule until landing (Figure 12-9).
continually checks the climb schedule (aircraft
altitude against the takeoff altitude in the As the aircraft altitude changes during the de-
cabin). When the climb schedule value ex- scent the cabin altitude also descends, but at a
ceeds the current cabin altitude, the system be- rate not to exceed 375 fpm until the selected
gins to rate the cabin up proportionally at a rate landing field elevation has been reached.
not to exceed 600 fpm until the airplane stops
climbing. The maximum altitude the cabin While in the descent mode (Figure 12-9), if the
will reach is 8,000 feet at an airplane altitude controller detects a true airspeed of less than
of 51,000 feet. 65 knots and the left thrust lever is below
MCR, or the squat switches sense weight-on-
If an inflight abort is necessary after takeoff, wheels, the controller enters the landing mode.
the controller retains the takeoff field alti-
tude in a stored memory. This allows the cabin Upon landing the system will automatically
pressure to return to the takeoff field eleva- open the outflow valves to depressurize the air-
B
IM
CL
A FT
CR
ALTITUDE
R
AI
CABIN CLIMB RATE
PROPORTIONAL TO
AIRCRAFT CLIMB
THROTTLES
ADVANCED
LIFT-OFF CLIMB SCHEDULE
CALCULATION
COMPLETED
SL
TAKEOFF
FIELD
TIME
1,000 fpm (MAX)
Figure 12-7. Controller — Takeoff and Climb

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1,000 FT DESCENT DETECTED
B
AIRCRAFT ALTITUDE ≤ 6,000 FT
LIM
ABOVE TAKE-OFF FIELD ELEV

+ 6K
TC
WITHIN 10 MIN OF LIFT-OFF

AF
CR
+ 5K
AIR
+ 4K
ALTITUDE
+ 3K
+ 2K
CABIN ON DESCENT
+ 1K SCHEDULE TOWARD
SET LANDING FIELD
ELEV (375 fpm MAX)
T/O FIELD CABIN ON
ELEVATION CLIMB SCHEDULE CABIN DESCENDS TO T/O
ELEVATION (375 fpm MAX)
TIME 10 MIN
LIFT-OFF
Figure 12-8. Controller — Flight Abort Mode
craft to field elevation. The system rate con- MANUAL MODE

trols the cabin toward the outside pressure for
60 seconds. The maximum rate of cabin alti- The MANUAL PRESS switch (Figure 12-1)
tude decrease is 300 fpm, and the maximum can be depressed to select manual operation.
rate of increase is 500 fpm. When the MANUAL PRESS switch is de-
pressed, the “ON” legend will illuminate in the
After the 60 seconds of rate control during S/I and a white CAB PRESS MAN message
the landing mode, the controller enters the will be displayed on the CAS. There is no op-
ground mode where the outflow valves are tion for the crew to choose which channel is
driven full-open. active (auto or manual).
If the throttles are advanced within 60 seconds Loss of valid input from both ADCs is the
of landing (as in a touch and go landing), the only condition that will cause the CPC to au-
CPCS immediately enters the takeoff mode. tomatically revert to the manual mode. In this
case, the CPC annunciates a flashing “ADC”
on the LCD, an amber “CAB PRESS MAN”
message will be displayed on the CAS, and
“ON” will illuminate in the MANUAL PRESS

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MAXIMUM AIRCRAFT
CRUISING ALTITUDE
DESCENT DETECTED
1,000 FT BELOW CRUISING ALTITUDE
AIRCRAFT ALTITUDE CHANGES

< ± 100 FT WITHIN 1 MINUTE
AIRCRAFT ALTITUDE
CHANGE EXCEEDS 200 FT
CABIN AT CLIMB
SCHEDULE ALTITUDE
DESCENT RATE
ALTITUDE
(375 fpm MAX)
CABIN HOLDING DESCENT

AT DESCENT ON CABIN CABIN HOLDS AT
SCHEDULE DESCENT SELECTED LANDING
ALTITUDE SCHEDULE FIELD ELEVATION
TIME
Figure 12-9. Controller — Descent Mode
switch/indicator. Should either ADC input When the MANUAL rate knob is rotated,
later become valid, the system automatically “MR” (manual rate) and the desired vertical
returns to the auto mode. speed value set with the MANUAL rate knob
appears on the line of the LCD that normally
Whether the manual mode is entered auto- displays CAB RATE-FPM. Five seconds after
matically or is manually selected, the cabin the last movement of the MANUAL rate knob,
pressure rate control always begins at zero the display reverts back to actual cabin rate.
fpm rate of change, regardless of the position It may be more convenient to use the ECS sys-
of the MANUAL DN-UP rotary knob. In man- tem schematic display on the EICAS when
ual, the crew can change the cabin altitude by using the manual controller since it displays
rotating the knob. As the knob is rotated, de- actual CABIN RATE and desired MANUAL
tents can be felt which represent rate position RATE at the same time.
increments. Each detent will command a 100
fpm climb or descent with a limit of + 2,500 During manual mode operation, adjustment of
fpm. the landing altitude knob has no effect on the
pressurization system. If manual mode is en-
tered while the airplane is on the ground, the

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system operates the same as the automatic The second situation, that takes off from an el-
mode, however, a manual rate can be selected evation above 8,000 feet, but lands at an ele-
on the ground and the CPCS will follow that vation below 8,000 feet, is illustrated in Figure
rate after becoming airborne. In flight, the 12-11. After takeoff, as the airplane estab-
manual control selector knob becomes effec- lishes a climb, the cabin altitude begins a de-
tive in selecting the rate of change in cabin al- scent to the maximum cabin altitude of 8,000
titude. It will be necessary for the crew to feet. After the enroute or the cruise portion of
manage the cabin vertical speed and level the the flight has been accomplished, as the de-
cabin at the desired altitude. scent for landing is initiated, the cabin altitude
then descends to the landing altitude that was
Prior to landing the crew should manually de- preset by the crew.
scend the cabin until it reaches the landing field
elevation. Upon touchdown, the system auto- The third scenario is applicable when the take-
matically enters the landing mode, just as in off elevation is less than 8,000 feet, but the
the automatic mode, and rates to the actual landing elevation is above 8,000 feet (Figure
field pressure. 12-12). In this case the climb schedule for the
cabin altitude is normal during the climb and
enroute portion of the flight. As the descent
HIGH ALTITUDE AIRPORT is established for landing, the cabin altitude
OPERATION rates upward, not to exceed 600 fpm, to a max-
imum of 8,000 feet. When the airplane altitude
When discussing the pressurization system,
is below 24,500 feet the cabin altitude rates up
airports above 8,000 feet are considered high
to selected landing altitude.
altitude airports. There are several unique
high altitude flight profiles for controlling
cabin pressure:
• Takeoff and landing field elevations are

both > 8,000 feet.
• Takeoff elevation > 8,000 feet and land-

ing elevation ≤ 8,000 feet.
• Takeoff elevation ≤ 8,000 feet and the

landing elevation > 8,000 feet.
In the first case both the takeoff and landing

field elevations are greater than 8,000 feet.
Upon lift-off the cabin altitude initially de-
scends at a rate of 600 fpm until it reaches the
maximum cabin schedule of 8,000 feet (Figure
12-10).Once the airplane has descended 1,000
feet and the airplane altitude is below 24,500
feet, the cabin altitude begins to rise, main-
taining an ascent rate of approximately 600
fpm, until the landing field elevation has been
reached. Once the airplane has landed, the
squat switches signal the pressurization sys-
tem to enter the ground mode.

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Figure 12-10. Controller — Takeoff and Landing Above 8,000 feet

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AIRCRAFT ALTITUDE
DESCENDS 1,000 FT
B
IM
CL
ALTITUDE
THROTTLES
FT
ADVANCED
CRA
R
LIFT-OFF AI
10,000 FT
TAKEOFF
FIELD
DESCENT RATE
600 fpm
8,000 FT
MAXIMUM
CABIN
ALTITUDE
DESCENT RATE 7,000 FT LANDING

375 fpm FIELD ELEVATION
Figure 12-11. Controller — Takeoff > 8,000 feet and Landing < 8,000 feet
1,000 FT DESCENT
AIRCRAFT
ALTITUDE
ALTITUDE
B < 24,500 FT
IM ASCENT
CL
T RATE 600 fpm
THROTTLES R AF
ADVANCED RC
AI
LIFT-OFF
8,000 FT MAX SELECTED LANDING
TAKEOFF ALTITUDE ≥ 8,000 FT
FIELD CABIN ALTITUDE
ELEVATION
≤ 8,000 FT
CABIN CLIMB RATE
PROPORTIONAL TO
CABIN
AIRCRAFT CLIMB
PREPRESSURIZED
Figure 12-12. Controller — Takeoff < 8,000 feet and Landing > 8,000 feet

REVIEW QUESTIONS
1. A white L CAB PRESS FAIL message 4. If the cabin altitude is climbing due to a
on the CAS indicates the left channel of significant leak, which of following would
the CPC has failed and: occur?
A. The right channel has assumed com- A. A white LR CABIN PRESS FAIL
mand. message will be displayed on the CAS
B. The operator must depress the MAN- at a cabin altitude of 8,000 feet.
UAL PRESS switch to select the right B. The Master Caution lights will flash
channel of the CPC. and an amber, flashing CABIN AL-
C. The operator must depress the MAN- TITUDE message will be displayed on
UAL PRESS switch to operate the left the CAS at an altitude of 8,750 feet.
channel in manual. C. The cabin altitude digital readout on
D. It will automatically revert to the man- the CPC LCD flashes and the cabin al-
ual mode. titude display on the EICAS/MFD
turns amber and is boxed at a cabin al-
2. Landing altitude is displayed on the cabin titude of 8,750 feet.
pressure controller LCD: D. Both b. & c. are correct.
A. On the CAB RATE line when the LDG
ALT knob is rotated. 5. If the cabin altitude is climbing, the cabin
altitude digital readout on the CPC LCD
B. On the DELTA P line when the LDG
will first flash at a cabin altitude of:
ALT knob is rotated.
C. On the CAB ALT line when the LDG A. 8,750'
ALT knob is rotated. B. 9,500'
D. On the CAB ALT line when the de- C. 10,000'
scent mode is initiated. D. 13,700'
3. What display can be used to show the se- 6. What indication does the crew have if the
lected manual rate and the actual cabin cabin altitude has climbed to 10,000 feet?
rate at the same time? A. T h e c a b i n a l t i t u d e wa r n i n g h o r n
A. The CPC LCD. sounds.
B. T h e S U M RY d i s p l a y o n t h e B. The aural voice message announces
EICAS/MFD. “CABIN ALTITUDE” until muted or
C. The ECS system schematic on the cabin altitude returns to below 10,000
EICAS/MFD. feet.
D. None of the above. C. The CAB ALTITUDE display on the
SUMRY display turns to red.
D. Both b. & c. are correct.

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7. With failure of electrical power to both 11. After experiencing a dual generator fail-
channels of the CPC while airborne: ure inflight, the cabin pressurization sys-
A. The controller reverts to manual tem:
mode. A. Reverts to manual mode.
B. MANUAL PRESS must be selected B. Is shut down and the emergency pres-
to enable manual control. surization system is activated.
C. The cabin will depressurize. C. Is unaffected, as the cabin pressure
D. The cabin will go to maximum dif- controller’s secondary channel is pow-
ferential pressure (9.7 psid). ered by the Emer Batt Bus.
D. Automatically opens both outflow
8. What CAS annunciation should the crew valves, regardless of the airplane al-
expect to see if MANUAL PRESS is se- titude.
lected?
A. CABIN ALTITUDE (amber)
B. CABIN ALTITUDE (white)
C. CAB PRESS MAN (amber)
D. CAB PRESS MAN (white)
9. At what cabin altitude will the passenger

oxygen masks automatically deploy?
A. 8,750 + 200 feet
B. 9,500 + 200 feet
C. 10,000 + 200 feet
D. 14,500 + 250 feet
10. The cabin pressurization system auto-

matically switches to manual mode when-
ever:
A. Dual ADC failure occurs.
B. MANUAL PRESS switch has been
depressed.
C. Left or right BLEED failure.
D. Cabin pressure controller channel fail-
ure (primary or secondary).

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
MAJOR HYDRAULIC SYSTEM COMPONENTS ............................................................ 13-3
Reservoir ........................................................................................................................ 13-3
Shutoff Valves ................................................................................................................ 13-3
Pumps............................................................................................................................. 13-3
Filter Manifolds ............................................................................................................. 13-6
Accumulators ................................................................................................................. 13-6
Landing Gear Control Valve Module............................................................................. 13-6
HYDRAULIC SYSTEM OPERATION................................................................................ 13-9
Main System .................................................................................................................. 13-9
Auxiliary System ........................................................................................................... 13-9
HYDRAULIC SYSTEM INDICATIONS............................................................................. 13-9
Normal Operation .......................................................................................................... 13-9
Abnormal Operations .................................................................................................. 13-11
SERVICING........................................................................................................................ 13-11

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ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic System Schematic ................................................................................. 13-2
13-2 Gear/Hydraulic System Control Panel ................................................................... 13-4
13-3 Auxiliary Hydraulic System Schematic ................................................................. 13-5
13-4 Hydraulic System Indications on EICAS and MFD .............................................. 13-7
13-5 Hydraulic System CAS Messages on EICAS ........................................................ 13-8
13-6 Hydraulic System Schematic Displays ................................................................ 13-10
13-7 Hydraulic System Indications on RMU............................................................... 13-11
13-8 Hydraulic System Ground Service Panel (GSP).................................................. 13-11
TABLES
Table Title Page
13-1 Hydraulic System CAS Message Database............................................................ 13-8
13-2 Hydraulic System Pressure Indications.................................................................. 13-9

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CHAPTER 13
HYDRAULIC POWER SYSTEMS
;;
;;;
INTRODUCTION
;;
The Learjet 45 hydraulic power system includes the reservoir, pumps, manifolds, con-
trol and shutoff valves, and a brake accumulator. Transducers, pressure switches, and
fluid level switches provide inputs on the systems status to the IC-600’s for display on
the engine instrument/crew alerting system (EICAS), the multifunctional display (MFD),
the radio management units (RMUs) and on the ground service panel.
GENERAL
Two engine-driven pumps supply hydraulic A DC motor-driven auxiliary hydraulic pump
fluid (MIL-H-5606), pressurized to approxi- can power all hydraulic subsystems during
mately 3,000 psi for operation of the landing maintenance by opening the ground servicing
gear, flaps, spoilers/spoilerons, brakes and valve. The auxiliary pump can also provide
thrust reversers. hydraulic power for brakes prior to engine
start. Should the main hydraulic system fail,
it can provide hydraulic pressure for the land-

13-2
ENGINE PRESS
BLEED AIR MODULE
OVERFULL (OVER)
(GSP INDICATOR)
RESERVOIR FULL (FULL)

(GSP INDICATOR)
PASS
LANDING GEAR THROUGH
5
ADD FLUID (ADD)
CONTROL VALVE FLAP SPOILERS/ (CAS/GSP)
MAIN TR'S
MODULE DRIVE SPOILERONS SYSTEM AUX FLUID LOW
CLOSED
ACCUM 4 (CAS)
FIRE
PUSH
LDG GEAR
HYD FLUID
CONTROL

LEVEL
VALVE
SENSOR
1
MAIN
FILTER ENGINE SHUTOFF
MANIFOLD PUMPS VALVES
6
DOOR
CONTROL 2
VALVE
SOL
LDG GEAR GROUND

FREE-FALL SERVICING
CLOSED
LEVER VALVE
FIRE
PUSH
CAS MESSAGES HYD XFLOW
1 R HYD PUMP LOW 3

ON
2 L HYD PUMP LOW AUX DC MOTOR
BRAKE FILTER DRIVEN
3 AUX HYD PMP LO ACCUM MANIFOLD AUX PUMP
4 AUX HYD QTY LO MAIN/AUX

7
5 MAIN HYDQTY LO BRAKES AUX HYD
6 MAIN HYD PRESS EMER/PARK EMER/PARK EMERGENCY/

BRAKE BRAKE VALVE PARKING BRAKE ON
PRESSURE MAIN PRESSURE
7 BRK ACUM PRESS
MAIN MAIN RETURN
EICAS/MFD SUMRY AUX LEGEND AUX PRESSURE
FlightSafety
HYD INDICATIONS
4 AUX HYD QTY "LOW" PRESSURE TRANSDUCER AUX RETURN
6 MAIN HYD PRESS ELECTRICAL SUPPLY

MECHANICAL BLEED AIR/ACCUM
international
7 B-ACUM
PRECHARGE
Figure 13-1. Hydraulic System Schematic

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ing gear and flaps by selecting HYD XFLOW HYD QTY LO” caution message (with mas-
on. It can also provide hydraulic pressure for ter caution lights and chime) will be displayed
brake operation if the main system has failed. (1.2 qt.). When the sensor detects auxiliary
fluid low, “LOW” is also annunciated on the
The hydraulic system ground service panel EICAS/MFD hydraulic system schematic
(GSP) is located on the right side of the fuse- (Figure 13-6) and the hydraulic crossflow
lage, just aft of the wing trailing edge. The GSP valve will close (if open), isolating the auxil-
provides for system servicing, monitoring hy- iary system for brake operation only.
draulic system status and contains the ground
servicing valve switch. The overfull, full and add positions on the
fluid level sensor provide signals to indicators
on the ground service panel (Figure 13-8),
while the add fluid and auxiliary fluid low
MAJOR HYDRAULIC positions on the sensor provide information to
SYSTEM COMPONENTS the crew through the EICAS/MFD.
RESERVOIR SHUTOFF VALVES

The hydraulic reservoir, located forward and Electrically controlled and motor-driven hy-
above the tailcone baggage compartment, is draulic shutoff valves are installed in the sup-
serviced through a fill port on the GSP. ply line to each engine-driven hydraulic pump.
Divided into two separate sections, one side The shutoff valves are activated closed/open
of the reservoir supplies hydraulic fluid to via the engine FIRE PUSH buttons located on
the engine driven hydraulic pumps for the the engine/fuel control panel (center pedestal).
main system, and the other side supplies fluid This pushbutton also closes the engine bleed
to the DC motor-driven hydraulic pump for the air valves and shuts off the fuel supply to each
auxiliary hydraulic system. The reservoir engine. The left and right shutoff valves receive
holds approximately 7.3 qt. when full. See 28 VDC power from the left and right emer-
Figure 13-1. gency hot busses. The valves are protected by
circuit breakers labeled FWSOV (firewall
The reservoir is pressurized with engine bleed shutoff valve) located within the ENGINE
air regulated to approximately 24 psi. An over- group on the respective left and right circuit
board relief valve vents excess pressure at ap- breaker panels.
proximately 26.5 psi and provides a vacuum
relief by admitting outside ambient air. PUMPS
A reservoir fluid level sensor is located on Engine-Driven Pumps
the auxiliary side of the reservoir (Figure 13-
1). The sensor measures four independent Variable-volume, constant pressure pumps,
fluid levels which correspond to the overfull, installed on the accessory drive of each engine
reservoir full, add fluid, and auxiliary fluid low supply pressure to the hydraulic system. Each
positions on the sensor. pump regulates the pressure by changing the
volumetric output as system demands vary.
A white “MAIN HYDQTY LO” advisory For example, if the hydraulic pressure de-
CAS message is generated if the reservoir sen- creases, then pump output increases to main-
sor detects fluid at or below the “add fluid” po- tain balanced system pressure. Conversely,
sition (5.8 qt.). when hydraulic pressure increases, pump out-
put decreases. The maximum output of each
Additionally, if the reservoir quantity sensor engine-driven pump is approximately 4.6 gal-
detects low auxiliary fluid, an amber “AUX lons per minute.

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GEAR / HYD If the aux pump is on for 20 minutes, it auto-

matically shifts to a reduced capacity mode.
N NOSE STEER The volume is reduced to .75 gal. per minute
and the maximum output pressure is reduced
to 2,850 psi. Normal operation can be re-ini-
ON tiated by cycling the AUX HYD switch off
DOWN
L R and back on.
ANTI-SKID The auxiliary hydraulic pump is located in the
tailcone, forward of the tailcone baggage com-
DOWN
DOWN DOWN partment on the left side. It receives 28 VDC
OFF power from the left essential bus, and is pro-
tected by two circuit breakers labeled AUX
UP HYD PUMP, PWR (power) and CTRL (con-
AUX HYD trol). These circuit breakers are located on the
pilot circuit breaker panel in the GEAR/HY-
DRAULICS group.
VLO
200
ON
VLE
Auxiliary pump operation can be manually
260 initiated by depressing the “AUX HYD” mo-
HYD XFLOW mentary action pushbutton switch on the
gear/hydraulic control panel (Figure 13-2).
The caption within the switch/indicator an-
DN
ON nunciates “ON” when the auxiliary pump is
operating, manually or automatically, and
blanks when it is off. The pump can be man-
ually controlled at any time on the ground or
inflight.
Figure 13-2. Gear/Hydraulic System
Control Panel Automatic operation occurs according to the
following design philosophy:
Each engine hydraulic pump operates inde-
pendently to maintain the overall system pres- • Pump OFF when aircraft is powered up.
sure at 2,210 to 3,600 psi.
• Automatically OFF when gear handle is
selected UP.
Auxiliary Pump
The electrical motor-driven auxiliary pump is • Automatically ON when gear handle is
a piston-type variable-volume pump similar selected DN.
to the engine driven pumps. When the aux
pump is operating, a mechanical regulator au- • Automatically OFF when aircraft is
tomatically varies the output based on down- powered down.
stream demand and will limit output pressure
to 2,610-3,600 psi. The aux pump has a max-
imum capacity of 1.0 gallons per minute
(GPM). A large demand will cause the auxil-
iary pump pressure to drop. If the auxiliary
pump is operating and output pressure is less
than 1,900 psi an amber “AUX HYD PUMP
LO” message will be displayed on the CAS.

ENGINE PRESS
OVERFULL (OVER)
BLEED AIR MODULE
(GSP INDICATOR)
RESERVOIR FULL (FULL)

(GSP INDICATOR)
5 ADD FLUID (ADD)
LANDING GEAR
(CAS/GSP)
CONTROL VALVE FLAP SPOILERS/ MAIN
TR'S
MODULE DRIVE SPOILERONS SYSTEM
ACCUM CLOSED AUX FLUID LOW
FIRE (CAS)
4
PUSH
LDG GEAR
HYD FLUID
CONTROL

LEVEL
VALVE
SENSOR
1
MAIN
FILTER ENGINE SHUTOFF
MANIFOLD PUMPS VALVES
6
DOOR
CONTROL 2
VALVE
SHUTTLE
SOL
LDG GEAR GROUND

VALVE SERVICING
FREE-FALL
CLOSED
LEVER VALVE
FIRE
CAS MESSAGES HYD XFLOW PUSH
1 R HYD PUMP LOW

ON 3
2 L HYD PUMP LOW AUX DC MOTOR
BRAKE FILTER DRIVEN
3 AUX HYD PMP LO ACCUM MANIFOLD AUX PUMP
4 AUX HYD QTY LO MAIN/AUX

7
5 MAIN HYDQTY LO BRAKES
AUX HYD
6 MAIN HYD PRESS EMER/PARK EMER/PARK EMERGENCY/

BRAKE BRAKE VALVE PARKING BRAKE ON
PRESSURE
MAIN PRESSURE
7 BRK ACUM PRESS
MAIN MAIN RETURN
EICAS/MFD SUMRY AUX LEGEND AUX PRESSURE
HYD INDICATIONS
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4 AUX HYD QTY "LOW" PRESSURE TRANSDUCER AUX RETURN
6 MAIN HYD PRESS ELECTRICAL SUPPLY
7 B-ACUM MECHANICAL BLEED AIR/ACCUM
international
PRECHARGE
13-5
Figure 13-3. Auxiliary Hydraulic System Schematic (with HYD XFLOW ON)
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FILTER MANIFOLDS is operating and the pump output pressure to

the manifold is less than 1,900 psi.
Main Filter Manifold
The engine-driven hydraulic pumps supply ACCUMULATORS
hydraulic fluid under approximately 3,000 Two hydraulic accumulators are installed in the
psi to the main hydraulic system filter mani- airplane. They each contain a permanent
fold. This manifold contains supply and re- precharge that is not serviceable.
turn line filters, two filter differential pressure
switches, two engine pump pressure switches One of the accumulators is a main hydraulic
and a main system pressure transducer. If a fil- system accumulator (Figure 13-1) that is in-
ter becomes blocked, the associated differ- stalled to absorb and dampen pressure surges
ential pressure switch causes a “MAIN or bumps in the main hydraulic system. It is
FILTER” LED indication to illuminate on the located in the tailcone between the fuselage
GSP. There is no cockpit indication of filter tank and the tailcone baggage compartment.
blockage or bypass.
The other accumulator is in the brake system
The main filter manifold pressure switches and is located in the lower, left wing root fair-
monitor engine hydraulic pump output pres- ing. Its function is to provide reserve hydraulic
sure, one for each engine pump. These pres- pressure for emergency brake operation and for
sure switches generate a white “L or R HYD parking brake operation. The accumulator is
PUMP LOW” advisory CAS message should sized to provide at least six applications of
the corresponding engine pump output fall to emergency brakes or to hold parking brake
1,900 psi or less. See Figures 13-1 and 13-5. pressure for approximately 48 hours; how-
ever, the airplane should not be left unchocked.
The pressure transducer, in the main filter
manifold, provides main system pressure in- The auxiliary hydraulic pump is used to pres-
formation for display on the EICAS/MFD. surize the brake accumulator to approximately
The pressure transducer also provides the 3,000 psi. A pressure transducer on the brake
pressure information that generates an amber accumulator provides accumulator pressure
“MAIN HYD PRESS” CAS message, if main information for indicators and CAS messages.
system pressure is less than 1,500 psi or Brake accumulator hydraulic pressure is in-
greater than 3,600 psi (Tables 13-1, 13-2 and dicated on EICAS/MFD SUMRY (B-ACUM)
Figure 13-5). and HYD system schematic (BRAKE
ACCUM) displays (Figure 13-4).
Auxiliary Filter Manifold
If the brake accumulator pressure is less than
The auxiliary hydraulic pump supplies hy- 1,200 psi or greater than 3,600 psi, an amber
draulic fluid under 3,000 psi to the auxiliary “BRK ACUM PRESS” caution CAS message
filter manifold. This manifold contains sup- is displayed (Tables 13-1, 13-2 and Figure 13-
ply and return line filters, and filter differen- 5).
tial pressure switches for the auxiliary
hydraulic system. If a filter becomes blocked,
the associated differential pressure switch LANDING GEAR CONTROL
causes an “AUX FILTER” indicator to illu- VALVE MODULE
minate on the GSP. There is no cockpit indi-
cation of filter blockage or bypass. The landing gear control valve module can re-
ceive both main and auxiliary hydraulic sys-
The aux filter manifold also contains a pres- tem fluid (Figures 13-1 and 13-3). This
sure switch that generates an amber “AUX module contains the hydraulic crossflow valve
HYD PUMP LO” caution message if the pump that controls which input, main system pres-

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ELECT HYD/ECS FLT

ENGINE MULTI-
INSTRUMENT FUNCTIONAL
CREW ALERTING DISPLAY
SYSTEM (EICAS) (MFD)
RESERVOIR BRAKE
ACCUM
MAIN PSI 3000
L 3000 R PSI
A
ENGINE PUMPS AUX PUMP
RTN M/P
Figure 13-4. Hydraulic System Indications on EICAS and MFD

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Table 13-1. HYDRAULIC SYSTEM CAS MESSAGE DATABASE
Type
C AUX HYD PMP LO Aux hyd pump ON w/press < 1,900 psi.
C AUX HYD QTY LO Low aux hyd reservoir qty, inhibits HYD XFLOW.
C BRK ACUM PRESS EMER brk acum pressure < 1,200 or > 3,600 psi.
C MAIN HYD PRESS Main hydraulic pressure < 1,500 or > 3,600 psi.
A MAIN HYDQTY LO Main hydraulic fluid quantity low.
A L R HYD PUMP LOW L or R engine hydraulic pressure < 1,900 psi.
A HYD XFLOW ON Hydraulic Crossflow is open.

C = Caution
A = Advisory
sure or auxiliary system pressure, provides hy-

AUX HYD PMP LO draulic fluid to the landing gear and the flaps.
75.0 AUX HYD QTY LO The crossflow valve is solenoid actuated, and
BRK ACUM PRESS is normally deactivated, allowing main hy-
draulic system fluid to the gear and flaps.
MAIN HYD PRESS Should main hydraulic system pressure be
MAIN HYDQTY LO lost, the pilot can open the hydraulic crossflow
valve by depressing the HYD XFLOW switch
L R HYD PUMP LOW located on the gear/hydraulic control panel
550 HYD XFLOW ON (Figure 13-2). When the valve is activated,
END “ON” is annunciated within the switch. After
opening the crossflow valve, selecting the
AUX HYD pump switch “ON” allows auxil-
iary hydraulic system pressure to be supplied
50.0 to the landing gear, gear doors and flaps
(Figure 13-3).
80
Should the quantity level within the auxiliary
60 reservoir deplete to a LOW level, the hydraulic
crossflow valve is automatically closed, al-
1002 SAT °C -15 lowing conservation of auxiliary fluid for the
airplane brake system. A CAS caution mes-
LBS PITCH TRIM 6.5 sage, “AUX HYD QTY LO” alerts the crew to
this condition.
R 1750 FLAPS 20
Figure 13-5. Hydraulic System CAS The hydraulic crossflow valve is 28 VDC pow-
Messages on EICAS ered from the left essential bus. It is protected

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Table 13-2. HYDRAULIC DIGITAL PRESSURE INDICATIONS

(SUMRY and HYD System Schematic)
AMBER WHITE AMBER
MAIN HYD
PSI < 1,500 1,500 – 3,600 > 3,600
B-ACUM < 1,200 1,200 – 3,600 > 3,600

PSI
by a circuit breaker labeled “MAIN HYD HYDRAULIC SYSTEM

PRESS” on the pilot circuit breaker panel,
within the GEAR/HYDRAULICS group. INDICATIONS
NORMAL OPERATION
HYDRAULIC SYSTEM
Main hydraulic system pressure and brake ac-
OPERATION cumulator pressure are displayed as digital
r e a d o u t s o n t h e S U M RY p a g e o f t h e
MAIN SYSTEM EICAS/MFD and also on the HYD system
schematic page. MAIN and B-ACUM pres-
The engine-driven hydraulic pumps supply sures are displayed in white digits when they
fluid pressurized to 3,000 psi to the main fil- are within the normal range. Normal pressure
ter manifold. Main system pressure is then with an engine driven pump operating is 2,210
available to power the thrust reversers, spoil- to 3,600 psi. If the main hydraulic pressure de-
ers/spoilerons, the inboard and outboard brake creases to below 1,500 psi or increases to
systems, and is supplied to the landing gear above 3,600 psi, the digits turn amber and are
control valve module for gear extension/re- enclosed with an amber box. If the brake ac-
traction and flap operation. cumulator (B-ACUM) decreases below 1,200
psi or increases above 3,600 psi, the digits
turn amber and are enclosed in an amber box
AUXILIARY SYSTEM (Table 13-2).
When selected, manually or automatically,
auxiliary hydraulic pressure is provided via the The HYD system schematic (Figure 13-6) can
DC motor-driven auxiliary pump to the aux- also be selected for display at the bottom of the
iliary filter manifold. Auxiliary hydraulic sys- EICAS or the MFD (Figure 13-4). This
tem pressure is then available to the brake schematic presents both a graphic and a digi-
system, and available to the landing gear con- tal display of system pressures, quantities and
trol valve module, acting as a backup power malfunction alerting. The HYD system
source, should main system pressure mal- schematic has a digital readout of main hy-
function. Selecting the HYD XFLOW S/I to draulic system pressure, and a digital and ana-
ON makes the auxiliary pump pressure avail- log indicator of brake accumulator pressure.
able for gear and flap operation. Auxiliary These indications also change color when the
hydraulic pressure also recharges the airplane operating limits in Table 13-2 are exceeded in
brake accumulator (Figure 13-3). the same manner as on the SUMRY display. The

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RESERVOIR BRAKE
ACCUM
MAIN PSI 3000
L 3000 R PSI
A
NORMAL HYDRAULIC SYSTEM SCHEMATIC PAGE
RESERVOIR BRAKE
ACCUM
MAIN PSI 850
L 1400 R
LOW
PSI
A
EXCEEDANCES HYDRAULIC SYSTEM SCHEMATIC PAGE
RESERVOIR BRAKE
ACCUM
MAIN PSI –––
L ––– R PSI
A
TEST/INVALID HYDRAULIC SYSTEM SCHEMATIC PAGE
Figure 13-6. Hydraulic System Schematic Displays

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Honeywell
IGN IGN
75.0 N1 75.0
550 ITT 550

76 O/P 80
1400 FUEL 1450
3000 HYDM-B 1000

10 SPLFLP 20
MORE
TUNE
SQ DIM 1/2 STO
ID PGE TST DME
Figure 13-8. Hydraulic System Ground

Service Panel (GSP)
Figure 13-7. Hydraulic System Indications
on RMU
SERVICING
circled L, R, and A on the HYD schematic page
represents the three hydraulic pumps. They The airplane hydraulic system, main and aux-
turn amber if the corresponding pump output iliary, is serviced via the ground service panel
pressure switch in the main hydraulic manifold (GSP), located on the right side of the aircraft
does not detect normal output (1,900 psi). A (Figure 13-8). The GSP contains a two posi-
“LOW” is annunciated on the system schematic tion ground service valve switch, that is po-
when the fluid quantity in the auxiliary side of sitioned to either GND (ground) or FLT
the reservoir is low (1.2 qt.)(Figure 13-6). (flight). When in GND, the valve opens and
allows the auxiliary hydraulic pump or the
ABNORMAL OPERATION engine-driven pumps to power all aircraft sys-
tems (Figure 13-1). Closing the GSP access
Hydraulic system malfunctions are displayed door automatically repositions the ground ser-
within the CAS window on the EICAS. vice valve to the FLT position.
Hydraulic system status is also provided on the The auxiliary hydraulic pump DC motor con-
RMU, Engine Page 1 (Figure 13-7). tains brushes. Should the brush wear sensor
detect excessive wear (approximately 90%
worn), an indicator labeled “DC MOTOR
BRUSHES” illuminates on the ground ser-
vice panel (Figure 13-8).

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REVIEW QUESTIONS
1. The auxiliary hydraulic system, when ac- 5. The main system digital indication on
tivated with the HYD XFLOW selected the EICAS SUMRY page display will be
on, can provide power to the: amber if the pressure falls below psi.
A. Landing gear, flaps, spoilers, brakes A. 1500
and thrust reversers. B. 2200
B. Emergency gear extension, brakes and C. 2600
thrust reversers. D. 3000
C. Ailerons, landing gear and brakes.
D. Landing gear and flaps. 6. When does the auxiliary hydraulic pump
automatically come on?
2. Hydraulic fluid from the reservoir is shut A. When the airplane electrical system is
off to the engine driven pump: powered-up.
A. If the corresponding FIRE T-Handle B. Anytime the airplane is on the ground.
is pulled. C. When the landing gear is extended.
B. If the HYD XFLOW valve is opened. D. When accumulator pressure goes
C. If the FWSOV circuit breaker pops below 2200 psi.
out.
D. If the corresponding engine “FIRE 7. What are the indications of low brake ac-
PUSH” button is depressed. cumulator hydraulic pressure?
A. The digital indication on the SUMRY
3. The auxiliary hydraulic system operates page is amber (pressure < 1200 psi).
whenever:
B. A n a m b e r “ B R K AC U M P R E S S ”
A. The landing gear is transitioned UP. CAS message is displayed (accumu-
B. The AUX HYD pushbutton on the lator pressure < 1200 psi).
gear/hydraulic control panel is de- C. The BRAKE ACCUM digital read-
pressed. out and analog pointer on the HYD
C. The ground service valve on the GSP system schematic is amber (pressure
is positioned to GND and a hydraulic < 1200 psi).
powercart is connected to the airplane. D. All of the above.
8. When does the auxiliary hydraulic pump
4. The landing gear control valve module automatically turn off?
provides main or auxiliary hydraulic sys- A. When the landing gear is raised.
tem pressure to power the:
B. When hydraulic pressure reaches 3000
A. Thrust reversers and landing gear. psi.
B. Thrust reversers and flaps. C. When “AUX HYD QTY LO” CAS
C. Landing gear, gear doors and flaps. message is displayed.
D. Landing gear, flaps and thrust re- D. All of the above.
versers.

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9. If a leak in a main supply line to an en-

gine driven pump causes hydraulic sys-
tem fluid to be lost:
A. TRs can be operated with the auxil-
iary pump.
B. Flaps can be operated with the auxil-
iary pump if HYD XFLOW is selected
on.
C. The emergency brake accumulator
will have to be used for braking.
10. If the auxiliary hydraulic reservoir be-

comes excessively low:
A. An “AUX HYD QTY LO” CAS mes-
sage is displayed.
B. A “LOW” annunciation is displayed
on the HYD system schematic on the
EICAS/MFD displays.
C. The HYD XFLOW valve will auto-
matically close (if open).

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR ................................................................................................................. 14-3
Indicating System .......................................................................................................... 14-3
Main Gear Components ................................................................................................. 14-7
Nose Gear Components ................................................................................................. 14-8
Landing Gear Operation .............................................................................................. 14-10
BRAKES ............................................................................................................................. 14-17
General......................................................................................................................... 14-17
Brake Operation........................................................................................................... 14-17
Emergency Brakes ....................................................................................................... 14-22
Parking Brake .............................................................................................................. 14-22
NOSE WHEEL STEERING SYSTEM .............................................................................. 14-23
General......................................................................................................................... 14-23
Normal Operation ........................................................................................................ 14-25
Degraded Mode of Operation ...................................................................................... 14-25

ILLUSTRATIONS
Figure Title Page
14-1 Gear/Hydraulic Control Panel................................................................................ 14-2
14-2 Gear Position Indicators......................................................................................... 14-3
14-3 Landing Gear Warning/Caution System ................................................................ 14-5
14-4 Main Gear Components ......................................................................................... 14-7
14-5 Inboard Door .......................................................................................................... 14-7
14-6 Squat Switch........................................................................................................... 14-8
14-7 Nose Landing Gear ................................................................................................ 14-9
14-8 Nose Gear Centering Cams.................................................................................... 14-9
14-9 Nose Gear Uplock Roller ....................................................................................... 14-9
14-10 Landing Gear Control Valve Operation ............................................................... 14-10
14-11 Landing Gear Retracted (Schematic)................................................................... 14-11
14-12 Landing Gear Extended (Schematic) ................................................................... 14-13
14-13 Landing Gear Emergency Extension Lever ......................................................... 14-14
14-14 Landing Gear Free-Fall Extension (Schematic) .................................................. 14-15
14-15 Landing Gear Auxiliary Hydraulic Extension (Schematic)................................. 14-16
14-16 Brake System (Schematic) ................................................................................... 14-18
14-17 Brake Assembly ................................................................................................... 14-19
14-18 Emergency/Parking Brake ................................................................................... 14-19
14-19 Anti-Skid Switch.................................................................................................. 14-19
14-20 Brake Accumulator Hydraulic Pressure Display on EICAS................................ 14-20
14-21 Brake Accumulator Hydraulic Pressure Display on RMU .................................. 14-20
14-22 Hydraulic System (Schematic) ............................................................................ 14-21
14-23 Brake System Failure Warnings........................................................................... 14-22

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L E A R J E T 4 5 PPI LI LOOTT TTRRAAI N

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14-24 Nose Steering Components.................................................................................. 14-24

14-25 Nose Steering Variable Authority ........................................................................ 14-26
TABLES
Table Title Page
14-1 Landing Gear and Brakes CAS Message Database ............................................... 14-4
14-2 Landing Gear WARNING/CAUTION Conditions ................................................ 14-6

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I NI N
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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The retractable landing gear is electrically controlled and hydraulically actuated. Each
main gear has dual wheels equipped with individual brakes and retracts inboard. The
self-centering nose gear has a single wheel, incorporates a digitally controlled electric
steering system, and retracts forward. Alternate gear extension is via a mechanically ac-
tuated free-fall system, but can also be lowered with the auxiliary hydraulic system. The
airplane brakes incorporate a digitally controlled brake-by-wire system, with anti-skid
protection. Emergency and parking braking capability is provided by an auxiliary hy-
draulic pump and a hydraulically charged brake accumulator.
GENERAL
T h e L e a r j e t 4 5 t r i cy c l e l a n d i n g g e a r i s gear doors are hydraulically operated and se-
equipped with three air-hydraulic type shock quenced closed when the gear is fully ex-
struts. The nose gear doors and the outboard tended or retracted. The inboard gear doors are
main gear doors are mechanically linked to the secured in the retracted position with hy-
gear and move with them. The inboard main draulically actuated up-lock hooks. Gear ac-

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I NI N
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tuators incorporate integral downlocking de- to the multiple disc brake assemblies in pro-
vices and no downlock pins are required. Gear portion to pedal deflection. Additional features
position indicators are displayed on the cen- of the brake system include touchdown pro-
ter instrument panel. tection logic that allows wheel spinup prior to
braking application, individual locked wheel
Primary gear extension is via the engine-driven protection, and gear retraction braking.
hydraulic pumps. Should those fail, the gear
can be extended by mechanically unlocking the The anti-skid function provides maximum
nose and main gear door uplock mechanisms braking without wheel skid. With the anti-
and allowing the landing gear to free-fall into skid function selected, wheel speed trans-
place. The landing gear can also be lowered ducers supply electrical signals to the BCUs
with the auxiliary hydraulic system if the main which control the individual control valves
hydraulic system fails, but free-fall should be that modulate braking pressure. A brake ac-
attempted first to preserve auxiliary hydraulic cumulator and auxiliary hydraulic pump are
fluid for flap and brake operation. installed for parking brake and emergency
brake pressure. The parking brake is set with
Brake input command to the brake-by-wire a handle located on the center pedestal. The
system is controlled by four dual transducers same parking brake handle (system) also pro-
linked to the pilot and copilot rudder pedals. vides emergency braking in the event of mul-
Hydraulic pressure is then controlled by the tiple hydraulic/electrical failures and supplies
Brake Control Unit (BCU) to provide pressure at least six emergency brake applications.
A variable-authority, digital nosewheel steer-

GEAR / HYD ing system is installed. When the system is en-
NOSE STEER
gaged, rudder pedal input signals provide
N steering authority of up to 60 degrees of de-
flection at slow speeds, decreasing at the
ON higher taxi/takeoff and landing speeds, as de-
DOWN termined by main gear wheel speed transducer
L R signals.
ANTI-SKID
DOWN DOWN
OFF
UP
AUX HYD
GEAR / HYD
VLO
N NOSE STEER
ON
ON
DOWN
L R
ANTI-SKID
DOWN DOWN
OFF
UP
200
AUX HYD
VLO
ON
200
VLE
260 HYD XFLOW
DN
ON
VLE
260
HYD XFLOW
DN
ON
Figure 14-1. Gear/Hydraulic Control Panel

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LANDING GEAR N
INDICATING SYSTEM
DOWN
General L R
The landing gear position indicating system
consists of three split indicators that annun-
ciate the status of the nose and main gear, a DOWN DOWN
gear warning/caution system consisting of
aural and visual annunciations on the EICAS UP AND LOCKED
and CWP, an airplane system test switch, and
the airplane mute switch. N
Gear Position Lights

Annunciator lights for each of the three gear DOWN
L R
indicate the gear status and are located above
the landing gear control switch, on the
GEAR/HYD control panel (Figure 14-1). Each
of the lights is split into two halves, with two DOWN DOWN
bulbs in each half. The lower half indicates a
gear down and locked status when the green IN-TRANSITION
light and a “DOWN” caption is illuminated,
while the upper half is a gear advisory an- N
nunciator (white with diagonal stripes). The
upper half of the nose gear indicator is illu-
minated whenever the nose gear is neither up
and locked nor down and locked. The upper DOWN
L R
half of the main gear indicators are illumi-
nated anytime the inboard gear door on the cor-
responding main gear is not up and latched or
whenever the gear position does not agree DOWN DOWN
with the landing gear switch.
DOWN AND LOCKED
When the nose and main gear are fully re- INBOARD DOORS IN TRANSITION
tracted and both inboard and outboard gear
doors for each side are closed, all gear posi-
N
tion lights are extinguished. When the gear is
extended, and the inboard gear doors are
closed, only the green DOWN lights are illu- DOWN
minated. Figure 14-2 illustrates the illumina- L R
tion sequence of events in a normal gear
extension.
When the gear is retracted, all three advisory DOWN DOWN

lights illuminate immediately and the
“DOWN” annunciators extinguish as soon as DOWN AND LOCKED
the down locks are retracted. The nose gear ad- INBOARD GEAR DOORS CLOSED
visory annunciation extinguishes when the Figure 14-2. Gear Position Indicators

Table 14-1. LANDING GEAR AND BRAKES CAS MESSAGE DATABASE
Type
W EMER/PARK BRK Parking brake lever not fully released and thrust lever(s) at MCR or above
W GEAR Any gear not down and flaps > 25°, or both TL < MCR and RA < 500'
W NORM BRK FAIL All brakes failed, L & R OUT & INBD collector, Emer brakes available
C ANTI-SKID FAIL Failure of one or more antiskid circuits/transducers, or switch is off
C CPLT BRK FAULT Copilot brake LVDT(s) 1,2,3,or 4 failed, use pilot's brake pedals
C GEAR RA invalid; both TL's < MCR; < 170 KIAS; < 14.5k' and any
gear not locked DN, or either gear door not up & locked.
or
> 210 KIAS; a gear in transition, or either main gear door not up & locked
C L R INBD BRK FAIL L or R, or L & R inboard normal brakes failed

C L R OUTBD BRK FAIL L or R, or L & R outboard normal brakes failed
C PLT BRK FAULT Pilot brake LVDT(s) 1,2,3, or 4 failed, use copilot's brake pedals
C NWS FAIL Nose wheel steering failed
A BRAKE FAULT Brake malfunction with minor system degradation.

A NWS FAULT Nose wheel steering fault, degraded operation
A EMER/PARK BRK Parking brake lever not fully released
W = Warning
C = Caution
A = Advisory
nose gear is up and locked and the main gear backlighting is controlled by the INSTR knob
advisory lights extinguish when the main gear located on the pilot’s crew lights control panel.
doors are closed.
If the nose gear position green light fails to il-
The gear position lights are normally checked luminate, confirmation of the nose gear in a
through the GEAR test position on the system down and locked position is accomplished
test knob which is described later in this chap- through the nose wheel steering (NWS) sys-
ter. However, illumination of the gear position tem. When the NOSE STEER switch is se-
lights may also be tested by placing the air- lected on, the NWS ON indication is a valid
plane system test switch, located on the cen- nose gear down-and-locked signal if no other
ter pedestal to the LTS (lights) position and NWS monitor faults are present.
depressing the center “PUSH TO TEST” but-
ton. The three green DOWN lights and the Should a main gear GREEN position light fail
three black on white diagonally striped lights to illuminate following gear extension illu-
(gear advisory annunciators) illuminate. mination of the taxi light when selected to
ON is valid confirmation that the corre-
The gear position lights are automatically sponding main gear is down and locked. To
dimmed when the navigation lights are on. avoid erroneous confirmation by a ground ob-
The intensity of the GEAR/HYD control panel server insure that the recognition/landing light

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switches are not on. It is ONLY the taxi light A landing gear caution is activated to alert the
circuit that is routed through the main gear crew of an unsafe gear configuration in the
down and locked switches. event of an invalid radio altimeter, or if gear
limit speeds are exceeded while the gear is
Landing Gear Warning/Caution in transition or either main gear door is not
up and locked. The conditions that activate
System gear caution and the indications are listed in
The landing gear warning/caution system pro- Table 14-2.
vides inputs to the CWP and EICAS (Table 14-
1) which activate voice and visual warnings For gear cautions, the master CAUT lights
whenever a landing is attempted and any of the may be extinguished by depressing either mas-
gear are not down and locked; or, if airspeed ter caution light, however, the amber “GEAR”
is excessive while the gear is in transition, or CAS message remains in view as long as the
if either main gear inboard door is not closed. condition exists.
The conditions that activate gear warning and For gear warnings, the WARN lights may be
the indications for gear warning are listed in extinguished by depressing either master warn-
Table 14-2 and illustrated in Figure 14-3. ing light, however, the red GEAR CAS mes-

CHIME, CHIME, CHIME (W) or CHIME (C)
CAUT CAUT
GEAR
GEAR
or
AUDIO VOICE MESSAGE:
GEAR
NOTE:
"GEAR, (W) DENOTES WARNING
GEAR, (C) DENOTES CAUTION
GEAR, . . ." (W)
or
"GEAR" (C)
Figure 14-3. Landing Gear Warning/Caution System

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Table 14-2. LANDING GEAR WARNING/CAUTION CONDITIONS
GEAR WARNING
Conditions Indications
Landing Gear Warning activates if any gear is not Landing Gear Warning consists of the following :
down and locked and either of the following
conditions exist : • Illumination of master WARN lights and
aural master warning tone sounds (may be
• The radio altimeter indicates < 500 feet (RA valid), cancelled by depressing either master
and both power levers are < MCR WARN light)
• The flaps are extended past 25° • Voice message repeats, "GEAR, GEAR,
GEAR, . . . " (not mutable)
• Red "GEAR" CAS message displayed
• Red "GEAR" annunciation on CWP
GEAR CAUTION
Landing Gear Caution activates when either of the Landing Gear Caution consists of the following :
following conditions exist :
• Illumination of the master CAUT lights and
• Both thrust levers are < MCR, KIAS < 170 kts, aural master caution tone sounds (may be
altitude < 14,500', the RA is invalid and any gear cancelled by depressing either master
is NOT down and locked, or either main gear door CAUT light)
is not up and locked
• Voice message "GEAR" played once
• KIAS > 210 kts and one or more gear are in
transition, or either inboard main gear doors is • Amber "GEAR" CAS message displayed
not up and locked
GEAR WARNING TEST

GEAR test activated on the system • Illumination of master WARN lights and
test knob. sounding of aural master warning tone
• Voice message repeats "GEAR, GEAR

GEAR, . . ." (not mutable)
• Red "GEAR" CAS message displayed
• Red "GEAR" annunciation on CWP
• The three gear advisory lights illuminate
• Three green "DOWN" lights are already

illuminated if test performed when the gear
is down, they will illuminate if the test is
activated with the landing gear up.

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retract side of the actuator (Figure 14-11, page

14-11).
As each main gear strut extends after takeoff

the squat switches open, transitioning ground
mode signals into air mode signals. Since strut
extension depends on the air charge in the
strut, proper strut inflation is an important
consideration. The shock struts are serviced
to a specified pressure with the airplane on
jacks. When the airplane weight is on the
struts, the amount of strut extension varies
with the airplane load.
The main gear are normally held in the ex-

tended position using positive hydraulic pres-
sure. When retracted, the main gear are
enclosed by the inboard and outboard doors.
The outboard doors are mechanically con-
nected to, and move with the gear struts. The
Figure 14-4. Main Gear Components inboard doors are electrically controlled and
hydraulically actuated (Figure 14-5). When the
sage and red GEAR CWP annunciator will re- gear are fully retracted and the inboard gear
main illuminated and the voice message will doors are closed, the doors are held closed by
continue as long as the condition exists. mechanical uplatches. The uplatches are nor-
mally released by hydraulic pressure, but may
The gear warning/caution system is tested by be released by cable in the event of a hydraulic
selecting the GEAR position on the airplane system failure.
system test switch and depressing the push-to-
test button. See Table 14-2 for a list of gear When the main gear are retracted, they are
warnings test indications. initially held up by hydraulic system pres-
sure. After the inboard gear doors close and
lock, hydraulic pressure is removed from the
MAIN GEAR COMPONENTS retract side of the main gear actuators and the
General
Each trailing-link main gear consists of a con-
ventional air-hydraulic shock strut, dual
wheels, scissor links, weight-on-wheels switch
(squat switch), gear actuator, inboard and out-
board doors, and an inboard door actuator.
(Figure 14-4).
The main gear hydraulic actuator also serves

as a side brace when the gear is extended. A
mechanical key lock type downlock, inside
each gear actuator, holds the gear in place
after hydraulic pressure has been relieved or
lost. Once in place, the downlock can only be
unlocked by applying hydraulic pressure to the Figure 14-5. Inboard Door

FlightSafety
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gear rests against, and are held up by the in-

board gear doors.
Squat Switch System

General
Some airplane systems operate only on the
ground while others operate only in the air. The
squat switch system is designed to provide
the necessary ground or airborne signals to
these systems.
The squat switch system consists of four squat

switches (Figure 14-6), two on each main Figure 14-6. Squat Switch
landing gear torque link, and a squat switch
relay panel (SSRP). When the airplane is on
the ground and the struts are compressed, the • Stall warning system
squat switches close to provide a ground mode
signal. • Crew warning panel (master CAUT take-
off/landing inhibit)
When the airplane lifts off, and the main land-
ing gear struts extend, the squat switches open, • Nose wheel steering (enables operation)
interrupting the ground mode signals, thereby
shifting to the airborne mode. • Cabin pressurization system
• Flap control system (test enable)

Squat Switches
The squat switches provide ground or air sig- • Weather radar (test enable) and Forced
nals directly to the following: Standby (FSBY).
• Thrust reversers Main Gear Wheel and Tires

• Spoiler system The main gears are fitted with dual aluminum
wheels and the tires are 22 x 5.75-12 inch, 12
• Landing gear control ply rated tubeless (190 mph/165 knots rated),
serviced to 165±5 psi loaded, or 154±5 psi on
• Brake control unit jacks. Each main gear wheel incorporates two
fusible plugs that prevent tire blowout caused
• Squat switch relay panel (SSRP) by excessive heat buildup (> 390°F) resulting
from hard braking or a brake malfunction.
Squat Switch Relay Panel (SSRP)
The squat switch relay panel (SSRP) is lo-
cated on the aft pressure bulkhead. The SSRP
provides air/ground signals for numerous
equipment items. The following is a partial list-
ing of those items:
• Digital electronic engine computers (idle

schedule)

FlightSafety
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The nose gear actuator incorporates an inte-

gral downlock mechanism to maintain down-
locked condition; therefore, a downlock pin
is not provided. As with the main gear actu-
ator, the locking mechanism can only be re-
leased by applying hydraulic pressure on the
retract side.
The gear is retracted with positive hydraulic

pressure, then a spring-loaded uplock hook en-
gages the uplatch roller on the forward side
of the strut. When retracted, the nose gear is
enclosed by two doors that are mechanically
connected to, and move with the gear strut.
The uplock hook holds the nose gear up when
Figure 14-7. Nose Landing Gear hydraulic pressure is relieved after gear re-
traction.
NOSE GEAR COMPONENTS The nose gear uplock can be released by two
methods. The nose gear uplock is hydraulically
General operated for normal extension, and is me-
chanically operated via cabling for free-fall ex-
The nose gear consists of an air-hydraulic
tension.
shock strut incorporating a self-centering de-
vice, a nosewheel steering actuator, a single
The nose strut incorporates a mechanism to
wheel/tire, and mechanically operated doors
center the nose wheel for retraction. At liftoff,
(Figure 14-7). The nose strut does not incor-
two cams within the strut are engaged by strut
porate a scissors link.
air pressure, centering the wheel before it en-
ters the wheel well (Figure 14-8). Also, the
nose steering computer electrically centers
the wheel after main gear liftoff.
Since nosewheel centering prior to gear re-

traction depends on air pressure in the strut,
proper inflation of the strut is important. As
Figure 14-8. Nose Gear Centering Cams Figure 14-9. Nose Gear Uplock Roller

FlightSafety
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Since nosewheel centering prior to gear re-

traction depends on air pressure in the strut,
proper inflation of the strut is important. As
with the main gear, the nose strut is serviced SOL SOL EXTEND
to a specified pressure with the airplane on
jacks. When the airplane weight is on the strut,
the amount of strut extension varies with air- SOL SOL NEUTRAL
plane load.
The nose gear also incorporates a weight-on-

wheels switch for nosewheel steering func- SOL SOL RETRACT
tions, discribed later in this chapter.
PRESSURE/SUPPLY LINE
Nose Gear Wheel and Tire RETURN LINE
The nose gear is fitted with an 18 x 4.4 inch Figure 14-10. Control Valve Operation
aluminum wheel. The tire is 10 ply rated chined
tubeless (210 mph/182 knots rated), serviced
to 104-114 psi loaded, or 105 +5 psi on jacks. When the inboard doors are fully open, the gear
The dual chines on the nose gear tire deflect control valve is energized to the retract posi-
water spray to reduce the potential for engine tion. This directs hydraulic pressure to the re-
water ingestion. tract side of the landing gear actuators (Figure
14-10). The green DOWN lights extinguish as
soon as the down locks are released and the
LANDING GEAR OPERATION gear begins to retract.
Four valves are contained within the landing When the nose gear reaches full up, the uplock
gear control valve module (Figures 14-10 and roller is engaged and the uplock switch ex-
14-11). They are used to control normal gear tinguishes the nose gear advisory light. When
retraction and extension, emergency exten- both main gear are fully retracted, the door
sion, and hydraulic fluid source selection. control valve is again energized, but now to the
closed position. Hydraulic pressure is then
Normal landing gear operation requires 28 applied to close the inboard main gear doors.
VDC power, which is supplied through the The main gear advisory lights extinguish as
GEAR circuit breaker, located on the pilot’s cir- soon as the main inboard gear doors are up.
cuit breaker panel. The circuit breaker receives
power from the airplane’s emergency battery As the inboard doors close, the door uplatches
bus, which allows normal landing gear exten- engage and the gear control valve repositions
sion in the event of a dual generator failure. to remove hydraulic pressure from the main
gear actuators, allowing the main gear to rest
Normal Retraction against the latched inboard gear doors. The
door control valve then removes hydraulic
After becoming airborne and the squat pressure from the door actuators. The normal
switches have transitioned to the air mode, retraction cycle takes less than 11 seconds to
positioning the landing gear control switch complete with both engine-driven hydraulic
to the UP position energizes the door control pumps operating.
valve to the open position. This directs hy-
draulic pressure to release the inboard main
gear door latches and opens the inboard doors.
The three gear advisory lights illuminate as
soon as the landing gear control switch is
moved to UP.

FLAP
LANDING GEAR CONTROL DRIVE
VALVE MODULE
LEGEND
LDG GEAR
MAIN HYD PRESS CONTROL VALVE
SOL SOL
MAIN RETURN HYD
EXTEND RETRACT
FREE-FALL
AUX HYD PRESS
VALVE

LANDING
AUX RETURN HYD
GEAR
FREE-FALL
ELECTRICAL LEVER
DOOR HYD
CONTROL XFLOW
MECHANICAL
VALVE VALVE
SOL SOL
SOL
EXTEND RETRACT
CENTER
PEDESTAL
GEAR / HYD
N NOSE STEER
DOWN
L R
ANTI-SKID
DOWN
UP
AUX HYD
VLO
200
VLE
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HYD XFLOW
DN
international
14-11
Figure 14-11. Landing Gear Retracted

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Normal Extension When the gear are down, mechanical down

locks inside each gear actuator cause the re-
Positioning the landing gear control switch to spective green DOWN lights to illuminate and
the down position energizes the gear control the nose gear advisory light to extinguish.
valve to the retract position. This action pro-
vides hydraulic pressure to hold the main land- A signal, through the main gear downlock
ing gear in the retracted position, relieving switches, then energizes the door control valve
the gear weight from the inboard main gear to the closed position. Hydraulic pressure then
doors. closes the inboard main gear doors. As the in-
board doors close, and the uplatches are en-
The door control valves are then energized to gaged, the door control valve removes hydraulic
the open position and hydraulic pressure is pressure from the gear door actuators, and the
directed to release the inboard main gear door main gear advisory lights extinguish. The gear
uplatches and extend the doors. The three control valve remains in the extend position di-
landing gear advisory lights illuminate as soon recting hydraulic pressure to hold the gear
as the landing gear control switch is moved to down. As an additional safety feature, the gear
the DN position. actuator downlock is mechanically locked in
the extend position.
Placing the landing gear control switch to the
down position also energizes the auxiliary hy- The auxiliary hydraulic pump remains on until
draulic pump. This insures auxiliary system it is either manually turned off by the crew, or
pressure is available to back up the main sys- until DC electrical power is removed from the
tem for brakes, and also insures that the brake airplane. The pump should normally be on for
accumulator is fully charged. takeoff, landing and taxi. The normal gear ex-
tension cycle takes less than 11 seconds to
When the inboard doors are fully open, the gear complete with both engine-driven pumps op-
control valve is energized to the extend posi- erating.
tion (Figure 14-12). Hydraulic pressure is si-
multaneously directed to release the nose gear
uplock and extend all three landing gear.

FLAP
VALVE MODULE
LEGEND
LDG GEAR
SOL SOL
MAIN RETURN HYD
EXTEND RETRACT
FREE-FALL
AUX HYD PRESS
VALVE
LANDING
AUX RETURN HYD
GEAR

FREE-FALL
ELECTRICAL LEVER
DOOR HYD
CONTROL XFLOW
MECHANICAL
VALVE VALVE
SOL SOL
SOL
EXTEND RETRACT
CENTER
PEDESTAL
GEAR / HYD
N NOSE STEER
ON
DOWN
L R
ANTI-SKID
DOWN DOWN
UP
AUX HYD
VLO
200
ON
VLE
260
HYD XFLOW
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14-13
Figure 14-12. Landing Gear Extended

FlightSafety
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Emergency Extension System side each gear actuator. When configured, all
three green DOWN lights illuminate, and the
(Free-Fall) nose gear advisory light is extinguished. The
The emergency landing gear extension system main landing gear advisory lights remain il-
is a mechanically controlled, gravity free- luminated since the inboard gear doors do not
fall system. It provides for landing gear ex- close after free-fall extension. Free-fall ex-
tension in the event the airplane experiences tension should take no more than 1 minute
a hydraulic system failure or electrical mal- after the lever is placed down.
functions that preclude a normal extension.
The system is activated by pushing the free- Auxiliary Hydraulic Extension
fall lever, located on the copilot’s side of the
center pedestal, to the full down position If the main hydraulic system fails inflight,
(Figure 14-13). procedures call for use of the gear free-fall sys-
tem to lower the gear. However, should the
free-fall system fail to fully extend the gear,
Operation the gear can also be lowered using the auxil-
Pushing the free-fall lever full down me- iary hydraulic system and the HYD XFLO
chanically opens the free-fall valve located switch (Figure 14-15).
in the landing gear control valve module.
This opens a return path for hydraulic fluid If the AUX HYD pump and HYD XFLO are
from both sides of the gear and gear door ac- to be used to operate the gear or gear doors,
tuators, reducing hydraulic resistance and the LANDING GEAR FREE-FALL LEVER
eliminating the possibility of a hydraulic lock must be up. If it is down, the FREE-FALL
(Figure 14-14). VALVE (Figure 14-14) will prevent any hy-
draulic pressure from reaching the gear or
Activation of the free-fall lever releases the gear door actuators.
nose gear uplock and the inboard gear door
latches. The inboard main gear doors open The auxiliary hydraulic pump is automati-
from the weight of the main gear, and all three cally turned on when the gear control switch
landing gear extend by gravity. Fully extended, is placed down, but can also be selected on by
the landing gear are held in the down-and- depressing the AUX HYD switch on the
locked position by mechanical downlocks in- GEAR/HYD switch panel. Depressing the
HYD XFLOW S/I energizes the hydraulic
crossflow valve, providing auxiliary pump
pressure for gear and flap operation.
Should fluid levels within the auxiliary hy-

draulic system become low (AUX HYD QTY
LO CAS message), the hydraulic crossflow
valve is automatically de-energized to the
CLOSED position to conserve remaining fluid
for the brake system.
If the landing gear is operated with the auxil-

iary hydraulic system, the sequence is identi-
cal to the normal extension sequence, except
it may take approximately 30 seconds to ex-
tend the landing gear.
Figure 14-13. Landing Gear Emergency

Extension Lever

FLAP
VALVE MODULE
LEGEND
LDG GEAR
SOL SOL
MAIN RETURN HYD
EXTEND RETRACT
FREE-FALL
AUX HYD PRESS
VALVE
LANDING
AUX RETURN HYD
GEAR

FREE-FALL
ELECTRICAL LEVER
DOOR
HYD
CONTROL XFLOW
MECHANICAL
VALVE VALVE
SOL SOL
SOL
EXTEND RETRACT
CENTER
PEDESTAL
GEAR / HYD
N NOSE STEER
ON
DOWN
L R
ANTI-SKID
DOWN DOWN
UP
AUX HYD
VLO
200
VLE
260
HYD XFLOW
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14-15
Figure 14-14. Landing Gear Free-Fall Extension

FLAP
14-16
VALVE MODULE
LEGEND
LDG GEAR
SOL SOL
MAIN RETURN HYD
EXTEND RETRACT
FREE-FALL
AUX HYD PRESS
VALVE
LANDING
AUX RETURN HYD
GEAR

FREE-FALL
ELECTRICAL LEVER
DOOR
HYD
CONTROL XFLOW
MECHANICAL
VALVE VALVE
SOL SOL
SOL
EXTEND RETRACT
CENTER
PEDESTAL
GEAR / HYD
N NOSE STEER
ON
DOWN
L R
ANTI-SKID
DOWN DOWN
UP
AUX HYD
VLO
200
ON
VLE
260
HYD XFLOW
FlightSafety
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Figure 14-15. Landing Gear Auxiliary Hydraulic Extension
FlightSafety
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BRAKES squat switches have transitioned to the air

mode, and the gear control switch is moved to
UP, a 200 psi braking command is applied for
GENERAL a few seconds to stop wheel rotation.
The Learjet 45 is provided with a brake-by- Should the main hydraulic system fail, the
wire system that electronically controls the hy- auxiliary hydraulic system provides pressure
draulic pressure applied to the brakes (Figure for normal braking capability with anti-skid
14-16). The brake system has four self-ad- protection. In the event of multiple failures
justing brake assemblies, one on each main (total hydraulic and/or electrical), emergency
landing gear wheel. Wear pins allow visual in- braking pressure is available from the brake
spection for brake wear (Figure 14-17). Brake accumulator, via the hand operated emer-
fuses (one in each brake line) close when a gency/parking brake system. The brake accu-
downstream hydraulic leak is detected. mulator also powers the parking brake and is
set by locking the emergency/parking brake
The brake control system consists of four handle, located on the center pedestal, in the
pedal-actuated dual transducers (LVDTs). applied position (Figure 14-18).
Either pilot can control the brake pressure via
the individual pedal transducers. By depress-
ing the top section of the rudder pedals, the BRAKE OPERATION
transducers send signals, proportional to brake
pedal displacement, to both channels of the Depressing either set of brake pedals sends an
Brake Control Unit (BCU). The BCU is divided electronic signal, proportional to pedal de-
into inboard and outboard channels for isola- flection, to the BCU. The Brake Control Unit
tion and independence. The BCU commands also receives wheel speed signals from the
the brake shutoff valves to open, allowing hy- four axle-mounted wheel-speed transducers,
draulic pressure to flow to the brake control and the left and right squat switches. Brake
valves, which then meter hydraulic pressure pressure transducer inputs to the BCU close
to each wheel brake. the brake control/anti-skid control loop. The
BCU resolves the various inputs and sends
Additionally, the BCU provides touchdown the electronic signal commanding the brake
protection which prevents pressure from being control valves to meter hydraulic pressure to
sent to the individual brakes until wheel spin- the wheel brakes. The brake system (Figure 14-
up or ground mode time-out has been estab- 16) is configured so that the outboard brake
lished. This prevents landing with the brakes control valves operate the left and right out-
applied, and allows time for the airplane to es- board wheel brakes and the inboard brake con-
tablish traction prior to braking action. The trol valves operate the left and right inboard
touchdown protection feature requires a 50 brakes. This prevents a single failure from
kts minimum wheel speed or a 3 second time causing an asymmetric braking condition or
delay after the squat switch system has tran- more than 50% loss of braking.
sitioned to the ground mode.
When operating in slush or snow, frequent
Locked-wheel protection is provided so that brake applications creates friction heat that
brake pressure is removed from a wheel if that may prevent brake freezing during ground
wheel’s velocity is less than approximately operations.
30% of the velocity of the faster wheel in a
given channel. Electrical power for the brakes and anti-skid
system is 28 VDC. The inboard brakes receive
Gear retraction braking is also provided by the power from the emergency battery bus through
BCU to stop rotation before the main gear the INBD BRAKES circuit breaker located
wheels enter the wheel well area. Once the on the pilot circuit breaker panel in the

FlightSafety
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EICAS/CWP NORM BRK FAIL

ANTI-SKID FAIL
CPLT BRK FAULT
PILOT LR INBD BRK FAIL COPILOT
LR OUTBD BRK FAIL
PLT BRK FAULT
BRAKE FAULT
EMR/PARK BRK
INBD BRAKES OUTBD BRAKES PEDAL

TRANSDUCERS
EMER BUS RT ESS BUS
(4)
SQUAT SWITCH BRAKE SQUAT SWITCH
CONTROL
UNIT OFF
LEGEND (BCU) ANTI-SKID
MAIN HYD
MAIN
SYSTEM PRESS PRESSURE PRESSURE PRESSURE
XDUCER XDUCER
METERED
BRAKE PRESS
RETURN
RETURN
AUX HYD
SYSTEM PRESS
BRAKE
ELECTRICAL SHUTOFF
VALVES AUX
MECHANICAL
INBOARD OUTBOARD PRESSURE
CHECK VALVE BRAKE BRAKE
CONTROL CONTROL
BRAKE ACCUM VALVES VALVES
TRANSDUCER BRAKE
(2) (3) (1) (4)
ACCUMULATOR
BRAKE FUSE
EMERGENCY/
PARKING BRAKE
EMERGENCY/
PARKING BRAKE VALVE
PRESSURE
TRANSDUCERS (4)
BRAKE
FUSES (5)
WHEEL SPEED
TRANSDUCERS (4)
Figure 14-16. Brake System Schematic

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brakeline pressure transducer inputs. If a

wheel begins to skid, the BCU reduces the sig-
nal to the appropriate brake control valve to
arrest the skid.
The anti-skid function is selected via the ANTI-

SKID switch located on the GEAR/HYD con-
trol panel (Figure 14-19). When the anti-skid
system is on, the S/I will be blank, when the
system has been turned off, an OFF legend is
displayed on the S/I, and an amber “ANTI-
SKID FAIL” CAS message is posted. Anti-
skid malfunctions may also result in the
anti-skid CAS message being displayed, which
may indicate a failure of one or more of the anti-
skid circuits or transducers. See Table 14-1
for CAS messages.
Figure 14-17. Brake Assembly
The anti-skid switch is normally left on, al-
GEAR/HYDRAULIC group. The outboard though the anti-skid function is inoperative at
brakes receive power from the right essential slow speeds (below 10 knots).
bus through the OUTBD BRAKES circuit
breaker located on the copilot’s circuit breaker
panel, also in the GEAR/HYDRAULIC group.
GEAR / HYD
Anti-Skid Protection N NOSE STEER
Anti-skid protection is provided by the BCU

and controls braking on each main gear wheel ON
independently, thus allowing maximum brak- DOWN
L R
ing under all runway conditions without tire
skidding. With anti-skid on, and the brakes ap- ANTI-SKID
plied, the BCU receives pedal transducer sig-
DOWN DOWN
nals, wheel speed transducer inputs, and
OFF
UP
AUX HYD
VLO
200
ON
VLE
260
HYD XFLOW
DN
ON
Figure 14-18. Emergency/Parking Brake Figure 14-19. Anti-Skid Switch

accumulator pressure is annunciated on page

1, to the right of the caption “HYDM-B.”
0 LBS PITCH TRIM
Main Hydraulic System Failure
R 1750 FLAPS
In the event of a failure of the main hydraulic
system, the brake source shuttle valve auto-
HYD/ECS matically changes the source of hydraulic fluid
flow from the main system to the auxiliary
8.0 MAIN 3000 SPLR hydraulic system if the auxiliary hydraulic
system is turned on. With the auxiliary hy-
draulic pump operating, normal braking with
8.0 B-ACUM 3000 PIT anti-skid protection is available. If the hy-
draulic crossflow valve is open and the fluid
00 CAB ALT 1300 AIL level in the auxiliary hydraulic fluid reser-
voir is low, the hydraulic crossflow valve is au-
tomatically closed, conserving the remaining
50 OXY QTY 669 RUD hydraulic fluid for the wheel brakes. An amber
CAS message “AUX HYD QTY LO” will also
be displayed in this case.
HYD ECS FLT FUEL
Honeywell
Figure 14-20. Brake Accumulator
Hydraulic Pressure Display on EICAS/MFD
IGN IGN
SUMRY Display
75.0 N1 75.0
Brake System Indications

Brake accumulator hydraulic pressure is nor-
mally displayed on the EICAS SUMRY page 550 ITT 550
(Figure 14-20). It can also be displayed on 76 O/P 80
the EICAS/MFD hydraulic system schematic
display (Figure 14-22). Operating under de- 1400 FUEL 1450
graded display options or reversion proce-
d u r e s , t h e b r a ke a c c u m u l a t o r h y d r a u l i c 3000 HYDM-B 3000
pressure is also displayed on the RMU backup 10 SPLFLP 20
engine/system page (Figure 14-21). MORE
On the SUMRY display, brake accumulator
TUNE
pressure is annotated “B-ACUM.” On the sys- SQ DIM 1/2 STO
tem schematic displays available on the EICAS
and MFD (Figure 14-22), brake accumulator ID PGE TST DME
pressure is annunciated in the top right corner
of the schematic and has both a digital read-
out and an analog tape display of brake pres- Figure 14-21. Brake Accumulator
sure. On the RMU engine pages, brake Hydraulic Pressure Display on RMU

BRAKE
ACCUM
RESERVOIR
MAIN PSI 3000
L 3000 R PSI
A
RTN
Figure 14-22. Hydraulic System Schematic
Normal Brake Failure • PLT BRK FAULT–One or more of the

pilot’s brake pedal transducers or the
As detailed in Table 14-1, page 14-4, there are associated circuit has failed. Use the
several brake system related messages that copilot pedals.
will be annunciated on the CAS should a mal-
function occur. • CPLT BRK FAULT–One or more of the
copilot’s brake pedal transducers or the
White advisory message is: associated circuit has failed. Use the
pilot pedals.
• BRAKE FAULT–Minor system fault
with minor degradation in performance. I n t h e u n l i k e l y ev e n t t h a t m u l t i p l e h y -
Reduced performance may be experi- draulic/electrical failures render the normal
enced during maximum braking. brake system inoperative, the crew will be
alerted by the following red annunciation and
Amber caution messages are: aural warnings (Figure 14-23):
• OUTBD BRK FAIL (L, R, or LR)– • Master WARN lights illuminate.

Indicates a failure of left/right or both
left and right outboard brakes. This fault • Master warning chime sounds and a
is suppressed if the NORM BRK FAIL v o i c e m e s s a g e , “ B R A K E S FA I L ,
message is displayed. Landing perfor- BRAKES FAIL, BRAKES FAIL, . . .”
mance will be affected.
• CWP annunciator “NORMAL BRAKES
• I N B D B R K FA I L ( L , R , o r L R ) – FAIL” illuminates.
Indicates a failure of left/right or both
left and right inboard brakes. This fault • Red CAS message “NORM BRK FAIL”
is suppressed if the NORM BRK FAIL is displayed on CAS.
message is displayed. Landing perfor-
mance will be affected. The BRAKES FAIL voice message can be
muted by depressing the mute switch in the
• ANTI-SKID FAIL–The anti-skid pro- right thrust lever or depressing either master
tection has been disabled, either through WARN light.
pilot manual selection or by the loss of
anti-skid function to the brakes. Landing
performance will be affected.

FlightSafety
international

CHIME, CHIME, CHIME
NORMAL
BRAKES
FAIL
NORM BRK FAIL

AUDIO VOICE:
"BRAKES FAIL,
BRAKES FAIL,
BRAKES FAIL, . . ."
Figure 14-23. Brake System Failure Warnings
EMERGENCY BRAKES PARKING BRAKE

In the event of normal brakes failure, emer- The brake accumulator also provides pressure
gency airplane braking is provided by the for the parking brake. The parking brake is set
brake accumulator and is activated by pulling by pulling the emergency/parking brake han-
the emergency/parking brake handle aft to dle, located on the center pedestal (Figure 14-
apply braking action. The accumulator has a 18), aft and rotating it left or right to the locked
precharge of 776 psi of nitrogen or dry air and position. This action holds the emergency/
is pressurized to approximately 3,000 psi by parking control valve open, and hydraulic
the auxiliary hydraulic pump. The accumula- pressure is maintained to the brakes for air-
tor is sized to provide at least 6 brake appli- plane parking. When the parking brake is set,
cations. Inflight, the brake accumulator the white advisory CAS message
pressure may change as a result of tempera- “EMER/PARK BRK” is displayed. This mes-
ture. In this case there is no need to turn the sage will turn red if the takeoff configuration
auxiliary pump on to recharge the accumula- monitor is activated as a result of this message.
tor. The emergency brakes do not provide dif-
ferential braking and there is no anti-skid
protection.

NOSE WHEEL when the following conditions occur:
STEERING SYSTEM • Both system DC power sources are avail-

able to the computer
GENERAL • The nose gear is down and locked
The digital nose wheel steering (NWS) system
is a steer-by-wire system that provides nose • No system faults or failures are detected
wheel deflections up to a maximum of 60 de-
gree left or right for maneuvering the airplane Once Armed, engagement is possible when
on the ground. The system provides variable WOW signals indicate the aircraft is on the
steering authority based on the airplane’s ground and information from the wheel speed
groundspeed and rudder pedal inputs by the transducers is available. “Engaged” is de-
crew. A steering command based upon pedal scribed as the operating mode of the NWS
position and force, nose strut position, and system in which the system has been Armed,
aircraft speed is calculated by the NWS con- power is applied to the Servo Actuator and nose
troller (computer). This command is relayed wheel movement is being controlled via the
to a DC motor (servo actuator) on the top of NWS computer command. NWS engagement
the nose strut, which positions the nose wheel is automatic when the system is armed and the
via a nose wheel strut gearbox. right conditions exist. Engagement is not an-
nunciated in the cockpit.
System components (Figure 14-24) consist of
a nose wheel steering controller (computer), The NWS system can be Disarmed/Disengaged
steering servo actuator and a gearbox, two po- by momentarily depressing the NOSE STEER
sition sensors (RVDTs) on the gearbox, two switch/indicator or either Control Wheel
rudder pedal position sensors (RVDTs), two Master Switch (MSW).
dual redundant rudder pedal force sensors,
and a NOSE STEER switch/indicator located Two rudder pedal position sensors provide
on the GEAR/HYD control panel. The sys- pedal displacement information to the NWS
tem also includes a dual switch nose landing computer. Once a rudder pedal has reached full
gear squat switch mechanism, which provides travel, further nose displacement is generated
nose WOW signals to the NWS computer by additional force being applied to the rud-
(Figure 14-24). der pedal. The pedal force sensors measure ten-
sion and compression forces in the rudder
The nose wheel steering computer is a dual mi- linkage and feed this information to the NWS
c r o p r o c e s s o r, c o m p r i s e d o f a C o m m a n d computer through a Yaw Force Interface Box.
Channel and a Monitor Channel. Both chan- Force applied to the force sensors provides a
nels provide failsafe operation of the NWS steering command that is additive to the rud-
system by removing power from the servo ac- der pedal position steering command. The
tuator in the event that incorrect operation or rudder pedal force sensors can, however, be ac-
failure is detected. tive before full travel is encountered, de-
pending on aerodynamic load on the rudder.
The NWS system is powered with 28 VDC
through the 25 amp MOTOR circuit breaker The NWS computer also uses information
and a 2 amp CMPTR circuit breaker located from the four main wheel speed transducers
on the pilot’s circuit breaker panel. in computing nose wheel deflection. As
groundspeed increases, signals provided by the
The NWS system can be Armed and Disarmed wheel speed transducers decreases the maxi-
with the momentary action NOSE STEER mum nose wheel deflection angle. The al-
switch on the GEAR/HYD control panel. The l ow a b l e s t e e r i n g a u t h o r i t y i s i nv e r s e l y
NOSE STEER switch will illuminate “ON” proportional to ground speed.

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IDENT SWITCH TOUCH

(NOT SHOWN) CONTROL
AP PITCH/ROLL
COMMAND SWITCH STEERING
(TCS)
CONTROL WHEEL
ARMING
TRIM SWITCH
BUTTON
(CWTS)
CHECKLIST
LINE ADVANCE
MIC
SWITCH
(NOT SHOWN)
CONTROL WHEEL
MASTER SWITCH (MSW)
NOSE WHEEL NOSE GEAR

STEERING ACTUATOR
GEAR BOX
NOSE WHEEL
STEERING
ACTUATOR
NOSE WHEEL STEERING

WEIGHT-ON-WHEEL SWITCH
NOSE GEAR
SHOCK STRUT
NOSE GEAR WHEEL

AND TIRE ASSEMBLY
Figure 14-24. Nose Steering Components

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The steering authority decreases from a max- down and locked for landing, the “ON” leg-
imum 60 degrees authority at the beginning of end will illuminate in the NOSE STEER
takeoff roll and gradually decreases to 7 de- switch/indicator if power to the nose steer
grees authority at approximately 70 KIAS as computer has not been interrupted in the in-
the airplane accelerates for takeoff. The au- terim. The system is armed when the “ON” leg-
thority limit then remains at 7 degrees to lift- end is illuminated and when the aircraft is on
off. On landing, steering authority will initially the ground the nose wheel steering will engage.
be limited to 7 degrees left or right after touch-
down and as the airplane decelerates, the au-
thority will gradually increase to 60 degrees
DEGRADED MODE OF
at the lowest ground speeds. OPERATION
The nose wheel steering system is designed to
Fade-in is provided to ensure smooth transi-
fault under some malfunction conditions rather
tion from the disengaged to the engaged mode
than fail. This increases nose wheel steering
and allows the pilot adequate time to respond
availability and minimizes the probability that
to steering effects on the aircraft. The fade-in
certain system malfunctions remain latent.
gradually increases steering rate over a few
When a fault is detected, a white “NWS
seconds until the maximum rate of 22 degrees
FAULT” CAS message will be posted on the
per second has been reached.
EICAS. System operation will be degraded
with this CAS message displayed and steer-
The steering system has an out-of-range re-
ing authority may be limited. The “NWS
covery feature. If the system is engaged out of
FAULT” CAS message may indicate a loss of
the normal operating range of 60 degrees left
pedal force steering. Significantly larger turn
or right, the system will drive the wheel at 35
radius may result and must be planned for. In
degrees/second in a direction, which represents
the event that a NWS fault (white “NWS
the shortest path to an operational range.
FAULT”) or failure (amber “NWS FAIL”) is
annunciated on EICAS, depressing and re-
NORMAL OPERATION leasing the NOSE STEER switch/indicator
will initiate a reset of the NWS computer in
The nose wheel steering system is normally se-
an attempt to clear the fault/failure.
lected ON prior to taxi by momentarily de-
pressing the NOSE STEER switch. When the
For some nose wheel steering system mal-
system is armed, “ON” will be illuminated in
functions, internal monitors are programmed
the NOSE STEER switch/indicator. To dis-
to disconnect the system and illuminate the
arm/disengage the NWS on the ground, mo-
amber “NWS FAIL” CAS message. A nose
mentarily depress either control wheel master
wheel steering malfunction may be accompa-
switch (MSW) or momentarily depress the
nied by an unwanted swerve. If this should hap-
NOSE STEER switch. Depressing either
pen during taxi, maintain directional control
wheel master switch while in flight does not
using differential braking and if the computer
cause the NWS to disarm, but it can be dis-
monitor has not already disengaged the steer-
armed in flight after the landing gear is low-
ing, disengage it using either control wheel
ered by momentarily depressing the NOSE
master switch (MSW). Taxi without steering
STEER switch.
is possible using differential braking and
thrust. Avoid sharp turns, since it may not be
The nose steering should remain engaged
possible to straighten the nose wheel by dif-
throughout takeoff. After lift-off, the nose
ferential braking alone.
wheel steering computer commands a 2 sec-
ond nose centering signal, then disconnects
power to the servo actuator. When the landing
gear is retracted, the NOSE STEER “ON” leg-
end will extinguish. When the nose gear is

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REVIEW QUESTIONS
1. If the landing gear has been extended 4. After a normal gear extension, and the
using the auxiliary hydraulic system nose gear green DOWN light will not il-
(HYD XFLOW), the gear down indica- luminate or test, confirmation of a down-
tions will be: and-locked position can be confirmed by:
A. Three green DOWN lights. A. Turning the landing lights on.
B. Three green DOWN lights and three B. O b s e r v i n g a n O N c a p t i o n o n t h e
cross-hatched advisory lights. NOSE STEER switch/indicator.
C. Three green DOWN lights and two C. Turning the taxi lights on.
cross-hatched advisory lights. D. Turning the recognition lights on.
D. Three green DOWN lights and one
cross-hatched advisory light. 5. After a normal gear extension, and a main
gear green DOWN light will not illumi-
2. If the free-fall gear extension system was nate or test, confirmation of a down-and-
used to lower the gear the cockpit indi- locked position can be confirmed by:
cations will be: A. Turning the landing lights on.
A. Three green DOWN lights. B. O b s e r v i n g a n O N c a p t i o n o n t h e
B. Three green DOWN lights and three NOSE STEER switch/indicator.
cross-hatched advisory lights. C. Turning the taxi lights on.
C. Three green DOWN lights and two D. Turning the recognition lights on.
cross-hatched advisory lights.
D. Three green DOWN lights and one 6. A landing gear WARNING is initiated
cross-hatched advisory light. whenever:
A. Both power levers are less than MCR,
3. Illumination of a main gear cross-hatched indicated A/S is less than 170 kts, al-
advisory light, with the gear down, along titude is below 14,500', the RA is in-
with the three green DOWN lights indi- valid, and the gear is not down and
cates: locked.
A. The corresponding main gear is not B. Indicated airspeed is greater than 210
down and locked. kts and one or more gear are in tran-
B. The corresponding main gear is in sition or either inboard main gear door
transition. is not up and locked.
C. The corresponding main gear inboard C. Any landing gear is not down and
door is closed. locked and the flaps are extended past
D. The corresponding main gear inboard 25 degrees.
door is open. D. Any landing gear is not down and
locked, the RA indicates greater than
500', and both power levers are less
than MCT.

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7. Following a gear retraction sequence, and 10. Whenever an “AUX HYD QTY LO” cau-
all advisory lights have extinguished, the tion message is displayed on the CAS:
main gear: A. Remaining auxiliary hydraulic fluid
A. Rests against the inboard gear doors in the reservoir is reserved for the
after the doors are up and locked. brake system.
B. Are held retracted within the wheel B. Extending the landing gear via the
well by positive hydraulic pressure. auxiliary hydraulic extension method
C. Are held retracted within the wheel is inhibited.
well by auxiliary hydraulic pressure. C. Normal landing gear extension is not
D. Are held retracted with mechanical affected if the main hydraulic system
uplocks. pressure and quantities are okay.
D. All of the above are true.
8. After takeoff, if the squat switches fail to
transition from the ground mode to the air 11. The brake control unit provides the fol-
mode: lowing protection:
A. The landing gear control switch is A. Locked-wheel protection.
mechanically held in the DN posi- B. Touchdown protection.
tion. C. Nose gear retraction braking.
B. The inboard gear doors will open, but D. Both a. and b. are correct.
the landing gear will not retract.
C. Manually selecting the AUX HYD 12. When operating in slush or snow condi-
pump ON overrides the squat switch tions, consideration should be given to:
signal, and the gear can be retracted
normally. A. Perform frequent brake applications
while taxiing to generate friction heat.
D. The nose gear retracts normally, but
the main gear remains in the extended B. After takeoff, select the WING/STAB
position. anti-ice system ON to heat the wheel
well areas.
9. The auxiliary hydraulic pump automati- C. Prior to landing, after the gear is
cally activates whenever: down, turn the anti-skid OFF, and
apply the brakes 6-10 times to free
A. The landing gear control switch is up frozen brakes.
moved to the DN position.
D. Both a. and b. are recommended ac-
B. The landing gear control switch is tions.
moved to the UP position.
C. The HYD XFLOW switch is selected
ON.
D. Both a. and b. are true.

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13. When the anti-skid is operating prop- 16. The nosewheel steering system can be
erly: activated by:
A. The anti-skid ON light is illuminated A. Depressing and holding either wheel
the entire flight. master switch.
B. The anti-skid ON light illuminates B. Selecting the NOSE STEER switch
only when the brakes are applied. on the instrument panel to ON.
C. The OFF legend on the anti-skid C. The system is automatic, and the
switch/indicator is extinguished and NOSE STEER switch is to disarm the
the ANTI-SKID FAIL CAS message system only.
is extinguished. D. Both a. and b. are correct.
D. The anti-skid ON advisory message is
displayed on theCAS during all
ground operations.
14. To stop the airplane after landing with a

red “NORM BRK FAIL” warning illu-
minated:
A. Turn the ANTI-SKID switch OFF and
apply brakes normally.
B. Have both crew members apply brake
pedal pressure at the same time.
C. Turn the HYD XFLOW switch to ON,
activate the auxiliary hydraulic pump,
and apply brakes as normal.
D. Use the emergency/parking brake
lever to apply emergency brake pres-
sure.
15. The emergency brake accumulator is sized

to provide at least brake applica-
tions.
A. Three
B. Four
C. Five
D. Six

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS ........................................................................................ 15-2
Elevators......................................................................................................................... 15-2
Ailerons.......................................................................................................................... 15-6
Rudder............................................................................................................................ 15-8
SECONDARY FLIGHT CONTROLS................................................................................ 15-12
Horizontal Stabilizer.................................................................................................... 15-12
Trim Systems ............................................................................................................... 15-12
Flaps............................................................................................................................. 15-21
Spoilers ........................................................................................................................ 15-24
STALL WARNING SYSTEM ............................................................................................ 15-31

ILLUSTRATIONS
Figure Title Page
15-1 Flight Control Surfaces .......................................................................................... 15-2
15-2 Elevator Control System ........................................................................................ 15-3
15-3 Pilot’s Control Wheel............................................................................................. 15-4
15-4 Pitch Trim Bias Switch .......................................................................................... 15-5
15-5 Elevator Disconnect T-Handle ............................................................................... 15-5
15-6 Aileron Control System.......................................................................................... 15-7
15-7 Aileron Balance and Trim Tab (Left Wing) ........................................................... 15-7
15-8 Spoiler/Spoileron (Right Wing) ............................................................................. 15-8
15-9 Roll Disconnect Lever on Pilot’s Control Wheel................................................... 15-8
15-10 Rudder Control System .......................................................................................... 15-9
15-11 Rudder Trim Tab .................................................................................................. 15-10
15-12 Rudder Controls ................................................................................................... 15-11
15-13 Pitch Trim System................................................................................................ 15-13
15-14 Trim Control Panel............................................................................................... 15-14
15-15 Trim/Flap/Spoiler Indications .............................................................................. 15-18
15-16 Flight (FLT) System Schematic ........................................................................... 15-19
15-17 Flap System.......................................................................................................... 15-22
15-18 Flap Selector ........................................................................................................ 15-23
15-19 System Test Knob ................................................................................................ 15-24
15-20 PFD - Airspeed Indications.................................................................................. 15-25
15-21 Spoiler/Spoileron System..................................................................................... 15-26
15-22 Spoiler Lever........................................................................................................ 15-27
15-23 Stall Warning System........................................................................................... 15-30

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TABLES
Table Title Page
15-1 Flight Control System CAS Message Database................................................... 15-15

CHAPTER 15
FLIGHT CONTROLS
160 LOC HDG SPD GS 50 00

AP YD
180
AILERON 20 20
R 1 160
GS FLAPS
10 10 4500
10 10 1
UP
20
14 0 43 00 8
L RUDDER R 9 80
L 1 10 10 20
10 10 120
150 DN
PITCH 100
180 RA
.400 M 29.92 IN
9.0 SPLRS
HDG
359 CRS 001 3
60
NDN 0 ILS1 N
33 3 2 EXT
13.1 NM
Learjet 1
30
6
1000
E
25 0
NUP 10
12
24
TGT 15 1
21 S 2
VOR1
3
ADF2
INTRODUCTION
The primary flight controls for basic pitch, roll, and yaw control are mechanical, but in-
corporate electrical trim in all three axes. Secondary flight controls consist of electri-
cally controlled and hydraulically actuated spoilers/spoilerons and flaps.
GENERAL
The primary flight control surfaces consist of chanically operated through dual control
ailerons on the outboard trailing edge of the columns, control wheels, and rudder pedals.
wings, which control the airplanes roll about
its longitudinal axis; a rudder on the vertical The ailerons incorporate mechanical balance
stabilizer, which controls the airplanes yaw tabs to provide aerodynamic assistance. Trim
about its vertical axis; and two elevators on the systems (pitch, roll and yaw) are electrically
trailing edge of the horizontal stabilizer, which operated and controlled. The left aileron and
control the airplanes pitch about its lateral the rudder feature trim tabs. The movable hor-
axis. The primary flight controls are me- izontal stabilizer provides trim in the pitch

axis. The pitch trim system incorporates au- A controls lock is provided to prevent wind
tomatic configuration trim for changes in gust damage to the primary flight control sur-
spoiler position. Ailerons are augmented with faces. When installed as depicted in Figure 15-
a full-time spoileron system. 1, the lock holds the rudder centered, full up
left aileron, and full down elevator displace-
All flight control trim motors and electrical ment.
servos can be disabled by depressing and hold-
ing either control wheel master switch (MSW)
in the event of a malfunction causing control
inputs.
PRIMARY FLIGHT
CONTROLS
The flaps, spoilers, and spoilerons are elec-
trically controlled and hydraulically actu-
ated. All flight control surfaces are shown in ELEVATORS
Figure 15-1.
General
A Mach trim system provides automatic pitch The elevators (Figure 15-2) are hinged to the
trim to compensate for a slight reduction in aft edge of the horizontal stabilizer and are
stick force at high Mach numbers. connected to the control columns through a
ELEVATORS
HORIZONTAL STABILIZER
SINGLE PIECE FLAP

RUDDER
RUDDER TRIM TAB
FLIGHT CONTROLS
GUST LOCK
SINGLE PIECE FLAP

SPOILER/SPOILERON
SPOILER/SPOILERON
AILERON TRIM TAB
AILERON BALANCE TAB
AILERON
Figure 15-1. Flight Control Surfaces

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ELEVATOR DISCONNECT
SENSOR SWITCH
ELEVATOR DISCONNECT
LINEAR ACTUATOR
ELEVATORS
ELEVATOR AFT
DISCONNECT
ACTUATOR ASSEMBLY
UP/DOWN SPRING
AUTOPILOT
PITCH
SERVO
INDEPENDENT PILOT AND CABLE CIRCUITS SPLIT

COPILOT CABLE CIRCUITS THROUGH ROTOR
BURST ZONE
ELEVATOR FORWARD
DISCONNECT ASSEMBLY
Figure 15-2. Elevator Control System

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dual, redundant mechanical cable system, Elevator Up/Down Spring

push/pull tubes, sectors, and bellcranks.
The elevator up/down spring assembly is in-
Scuppers are provided on the bottom side of terconnected between the elevator upper and
each elevator for moisture drainage and three lower pushrods in the vertical stabilizer (Figure
static discharge wicks are attached to the trail- 15-2). Additional pushrods, attached to the
ing edge of each elevator. bottom of the horizontal stabilizer toward the
leading edge, connect to the up/down spring
The elevator system uses two separate cable assembly (Figure 15-13). When the horizon-
runs (Figure 15-2). The pilot's control col- tal stabilizer is moved up or down for pitch
umn is tied through one cable circuit to the left trim, the pushrods affect the up/down spring
hand elevator and the copilot's control col- tension which is applied to the elevator
umn is tied through another cable circuit to the pushrods. The up/down spring assembly aug-
right elevator. The pilot’s control cables run ments pitch stability at cruise speeds by pro-
on the bottom of the airplane and the copilot’s viding higher elevator stick force per increment
run on the top for separation in the rotor burst change in air velocity, and provides additional
area. nose up trim at low speeds.
Normally, the two control circuits are con- Pitch Trim Bias
nected and the control columns and elevators
operate in unison. However, in the event of a The pitch trim bias system works in conjunc-
jammed elevator (either control circuit), the tion with the up/down spring assembly. Its
two sides can be disconnected and flight can function is to assist the pilot by providing ad-
be continued with the unjammed control col- ditional spring pressure (bias) against the el-
umn and elevator. evator air loads in the event the horizontal
stabilizer is jammed in an out-of-trim position.
Autopilot Pitch Servo An electrical linear actuator is connected
through a spring to the aft elevator sector in a
Autopilot elevator operation is provided by the position which allows it to increase pressure
autopilot pitch servo actuator that is con-
nected to the elevator aft sector assembly
(Figure 15-2). IDENT SWITCH
(NOT SHOWN) TOUCH
AP PITCH/ROLL CONTROL
The pitch servo actuator is a two direction COMMAND SWITCH STEERING
(TCS)
torque motor. It incorporates an electrical
clutch that engages only when the autopilot is CONTROL WHEEL
TRIM SWITCH
ARMING
BUTTON
engaged. If a system malfunction causes the (CWTS)
servo to produce an undesired elevator move-

ment, the crew can disengage the servo by
disengaging the autopilot or by depressing ei-
ther control wheel master switch (MSW).
Depressing and holding the touch control
steering (TCS) button will also disengage the
clutch while held, but does not disengage the CHECKLIST
autopilot (Figure 15-3). LINE ADVANCE
MIC
SWITCH
The pitch servo receives electrical power (NOT SHOWN)
through the AFCS SERVOS circuit breaker CONTROL WHEEL

located in the FLIGHT group on the pilot's cir- MASTER SWITCH (MSW)
cuit breaker panel.

Figure 15-3. Pilot’s Control Wheel

SYS TEST/RESET PIT TRIM

E D BIAS GF
I3I . I5
SPLRN 1
RESET FLAP NDN COM
L I RESET ER
E S AE
I I 3.80
GPWS OFF
V C RE NUP NAV
RE
ANTI FIRE
T P
SS
DET
F
P -ICE TE S
RUD BOOST SQ NAV
AUDIO A
U STALL LTS MODES L
L ADC GEAR OFF L
L FLAPS
&
CLR DLY Honeywell
RADIO CTL GPWS PD

HOT BUS G/S INHB FLAP OVRD UO
SW
ON HN
Figure 15-4. Pitch Trim Bias Switch
in the nose up direction when actuated (Figure edge of the center pedestal (Figure 15-5). The
15-13, page 15-13). airplane can then be controlled with the un-
jammed elevator. When the ELEV T-handle is
Pitch trim bias is actuated by the crew using pulled, the forward and aft disconnects are re-
the PIT TRIM BIAS switch located at the front leased allowing the two control columns and
of the throttle quadrant (Figure 15-4). It is a elevators to move independently of each other.
three position switch, spring loaded to the When the T-handle is pulled to full extension,
center position, and has to be lifted before it it should be rotated 90°, either clockwise or
can be moved forward or aft. When released counterclockwise, to lock it in the disconnect
it returns to center. Whenever the switch is ac- position.
tuated toward the NUP position, a white "PIT
TRIM BIAS" message is posted on the CAS
until the bias is reduced to zero. If the thrust
levers are advanced to MCR or higher, the
“PIT TRIM BIAS” CAS message will change
from white to red and the takeoff “CONFIG-
URATION” voice message will sound. When
the switch is actuated in flight or the bias is
not zero, the “PIT TRIM BIAS” CAS mes-
sage will be illuminated in white (Table 15-
1, page 15-15).
Pitch trim bias is powered through the PIT

TRIM BIAS circuit breaker located in the
FLIGHT group of circuit breakers on the copi-
lot's circuit breaker panel.
Elevator Disconnect
In the event of a jam in either elevator me-
chanical control circuit, the two circuits can
be disconnected by pulling the ELEV dis-
connect T-handle located at the forward, left Figure 15-5. Elevator Disconnect T-Handle

FlightSafety
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The elevator forward disconnect is a me- AILERONS

chanical clutch mechanism located on the
torque tube between the control columns General
(Figure 15-2). The elevator aft disconnect is
an electro-mechanical device located in the top The ailerons are hinged to the trailing edge of
of the vertical stabilizer (Figure 15-2). When the wings and are connected through pulleys
the ELEV T-handle is pulled, a two position and cables to the control wheels (Figure 15-
linear actuator on the elevator aft disconnect 6). The ailerons can be mechanically posi-
assembly is energized to the extended (dis- tioned with either control wheel or by the
connected) position. The linear actuator will autopilot roll servo actuator.
remain in the extend position until a retract
command is given (ELEV T-handle reset to Aileron Balance Tabs
stowed position).
Each aileron contains a balance tab controlled
When the elevator aft disconnect is actuated, by dual push-pull tubes attached to the fixed
the elevator disconnect sensor will send a sig- wing surface (Figures 15-6 and 15-7). The
nal through DAU 2 to display an "ELEVA- function of the balance tab is to reduce pilot
TOR DISC" message on the CAS. The effort at the control wheel when deflecting
“ELEVATOR DISC” CAS message is amber the ailerons against air loads inflight.
with the airplane on the ground and white
when the airplane is airborne. Autopilot Roll Servo
Returning the ELEV T-handle to the stowed The ailerons are positioned by a roll servo
position (full in and vertical) will reconnect when the autopilot is in use.
the elevator disconnects and extinguish the
CAS message (Table 15-1). If the autopilot is The autopilot roll servo is a two direction
engaged when elevator disconnect is activated, torque motor mounted within the wing/fuse-
the autopilot will disengage and it cannot be lage fairing and is coupled via a closed loop
engaged while the elevator is disconnected. cable to the aft aileron control quadrant as-
sembly in the center wing area (Figure 15-6).
Electrical power used by the elevator discon-
nect system is through the ELEV DISC circuit The roll servo incorporates an electrical clutch
breaker located in the FLIGHT group on the that engages only when the autopilot is en-
pilot's circuit breaker panel. gaged. In the event of a malfunction, the servo
can be manually overridden by the pilot or
disconnected by disengaging the autopilot or
by depressing either Control Wheel Master
Switch (MSW). Depressing and holding the
Touch Control Steering (TCS) button also dis-
engages the roll servo clutch, but does not
disengage the autopilot (Figure 15-3).
The roll servo receives electrical power

through the AFCS SERVOS circuit breaker
in the FLIGHT group of circuit breakers on the
pilot's circuit breaker panel.
Aileron Trim
An aileron trim tab is an integral part of the
left-hand aileron surface (Figures 15-6 and

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AUTOPILOT ROLL
SERVO
NO AILERON CABLES IN
ROTOR BURST ZONE
TRIM TAB
BALANCE TAB
(EACH AILERON)
SPOILERON POSITION SENSOR (PILOT CONTROL WHEEL)

AILERON ROLL DISCONNECT LEVER ON PILOT'S CONTROL WHEEL
Figure 15-6. Aileron Control System
15-7). The Control Wheel Trim Switches by depressing and holding either Control
(CWTS), located on the outboard horn of each Wheel Master Switch (MSW). Additionally,
pilot's control wheel (Figure 15-3) control the the AFM procedure for Roll or Yaw Axis
aileron trim tab actuator motor. Depressing the Uncommand Motion calls for pulling the
arming button in the center of the trim switch
and simultaneously moving the barrel of the
switch left or right energizes the trim tab
motor, which transmits motion to the trim tab
through dual connecting rods. The pilot's trim
switch has priority over the copilot's trim
switch.
Aileron trim is powered from the left essen-

tial bus through the TRIM-AIL circuit breaker
located in the FLIGHT group on the pilot's cir-
cuit breaker panel.
Figure 15-7. Aileron Balance and Trim Tab
Uncommanded aileron trim can be stopped (Left Wing)

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TRIM-AIL circuit breaker if the malfunction

ROLL
is isolated to the roll trim system.
There are no CAS or CWP indications for DISC

ROLL DISCONNECT LEVER
the aileron trim system and there is no back-
up aileron trim system. A normal approach
and landing can be made with only light con-
trol force applied to overcome a full roll trim
condition.
Learjet ROLL
Aileron Augmentation DISC
The spoilerons provide full-time roll aug-

mentation and for backup roll control in the
event of a jam in the aileron control system. PILOT'S CONTROL WHEEL
The spoilers (Figure 15-8) are electrically
controlled and hydraulically actuated. The Figure 15-9. Roll Disconnect Lever on
spoileron computer receives roll commands Pilot’s Control Wheel
f r o m t w o R o t a r y Va r i a b l e D i f f e r e n t i a l
Transformers (RVDTs) located in the hub of wheel hub and trips two roll disconnect
the pilot's control wheel. The spoileron com- switches that signal the spoileron system. The
puter then deploys each spoileron surface ac- copilot's control wheel will remain connected
cording to a schedule, depending on flap to the aileron control system. A "ROLL DISC"
position, airspeed, etc. message will be posted on the CAS when roll
disconnect is actuated. The “ROLL DISC”
Aileron Disconnect CAS message is amber on the ground and
white when the aircraft is airborne.
In the unlikely event that the aileron controls
become jammed, the pilot's control wheel can Two Rotary Variable Differential Transformers
be disconnected from the aileron control ca- (RVDTs), also located in the pilot's control
bles and airplane roll can be controlled with wheel hub send continuous information to the
spoilerons alone. Pulling the roll disconnect spoileron computer indicating pilot's control
actuation lever on the pilot's control wheel wheel position. The RVDTs provide signals
(Figure 15-9) to the full aft position mechan- to the spoileron computer for normal full time
ically disengages a clutch within the control spoilerons, but when the ailerons are discon-
nected, the operation changes slightly.
Artificial friction is introduced into the pi-

lot's control wheel upon disconnection to pro-
vide some level of pilot feel. If the autopilot
is engaged when roll disconnect is activated,
it will disengage and cannot be re-engaged as
long as roll disconnect is activated.
Figure 15-8. Spoiler/Spoileron

(Left Wing)

FlightSafety
international
RUDDER AFT SECTOR

RUDDER CONTROL (COMMON TO BOTH
CABLE AFT CABLE CIRCUITS)
RUDDER TORQUE TUBE
AUTOPILOT
YAW SERVO
RUDDER
TRIM TAB
SEPARATE PILOT AND CABLE CIRCUIT SPLIT

COPILOT CABLE CIRCUITS THROUGH ROTOR
BURST ZONE
RUDDER PEDAL
ASSEMBLY
Figure 15-10. Rudder Control System
RUDDER cuit is routed along the top for separation in

the rotor burst area . The rudder has a trim tab
General attached to the trailing edge of the rudder
(Figures 15-10 and 15-11). The rudder can
The rudder is mounted on a torque tube and is also be positioned by a yaw servo which is used
connected to the vertical stabilizer at four by the yaw damper and rudder boost systems.
hinge points. It is connected via cables, pul- The yaw damper switch is located on the flight
leys and bellcranks to two sets of rudder ped- guidance control panel (FGC).
als in the cockpit (Figure 15-10). One cable
circuit is routed to the aft rudder sector along On aircraft 45-005 thru 45-225 with SB 45-55-
the bottom of the airplane and one cable cir- 6, and aircraft 45-226 & subsequent, the rud-

FlightSafety
international
6" STRIP
ADDED
8" STRIP ADDED
TRIM TAB
RUDDER
Figure 15-11. Rudder Trim Tab
YAW DAMPER SWITCH

ON FGC
(see Chapter 16)
PILOT RUDDER ADJUST SWITCH

COPILOT RUDDER ADJUST SWITCH
RUDDER BOOST SWITCH RUDDER TRIM SWITCH

Figure 15-12. Rudder Controls

der and trim tab has been modified with the ad- landing can be made with only light control
dition of an 8” strap to the top trailing edge forces to overcome full rudder trim.
of the rudder trim tab, and a 6” strap to the rud-
der training edge. With this modification to re- Yaw Servo
duce yaw oscillations (Dutch roll), use of the
yaw damper becomes optional. The yaw servo is used by the yaw damper and
the rudder boost.
Rudder Pedals
The yaw servo is a two direction torque motor;
The rudder pedals are used to operate brakes, it incorporates an electrical clutch that en-
nose wheel steering, and rudder. gages only when the yaw damper is engaged
or when the rudder boost is applying rudder
Rudder pedal adjustment actuators allow in- pressure. When the clutch is engaged, the servo
dependent adjustment of rudder pedal position. is connected to a capstan that is connected to
The pedals can be adjusted approximately 8 the aft rudder sector with cables (Figure 15-10)
inches in the forward and aft range. The rud- If there is a conflict between the yaw damper
der adjustment actuators receive electrical and the rudder boost in use of the yaw servo,
power through the L RUD ADJUST and R the rudder boost will take priority. The Airplane
RUD ADJUST circuit breakers located in the Flight Manual prohibits having the yaw damper
FLIGHT group on the respective left and right and rudder boost on at the same time on un-
side circuit breaker panels. modified aircraft. On aircraft 45-170 and sub-
sequent and earlier aircraft modified by SB
Rudder Trim 45-22-4, the yaw damper and rudder boost can
be on at the same time.
A rudder trim tab is connected to the trailing
edge of the rudder with a continuous type If a system malfunction causes the yaw servo
hinge (Figure 15-11). The trim tab is posi- to produce an undesired input, either Control
tioned with dual pushrods connected to a ro- Wheel Master Switch (MSW) can be depressed
tary-type electrical actuator installed in the a n d h e l d t o d i s e n g a g e t h e s e r vo c l u t c h .
rudder leading edge. Depressing the MSW will disconnect the yaw
damper and the rudder boost will be disabled
Rudder trim is controlled through the spring while the MSW is held depressed. If the mal-
loaded rudder trim switch located on the cen- function is isolated to the rudder boost, the
ter pedestal (Figure 15-12). The switch is a hor- RU D D E R B O O S T s w i t c h o n t h e c e n t e r
izontally split knob, providing an upper and pedestal can be selected to OFF (Figure 15-12).
lower half. Both halves must be rotated si-
multaneously to initiate rudder trim. This is The yaw servo receives electrical power
a safety feature to reduce the possibility of in- through the AFCS SERVOS circuit breaker
advertent trim actuation. located in the FLIGHT group on the pilot's cir-
cuit breaker panel.
Electrical power for rudder trim is provided
by the R Essential Bus through the TRIM- Rudder Boost
RUD circuit breaker located in the FLIGHT
group on the copilot's circuit breaker panel. The rudder boost system is installed to assist
the crew when heavy rudder pedal force is re-
Uncommanded rudder trim can be stopped by quired to maintain directional control, such as
depressing and holding either Control Wheel with engine failure during takeoff.
Master Switch (MSW).
Rudder boost provides yaw servo torque pro-
There are no CAS or CWP indications for the portional to rudder pedal force, when the pi-
rudder trim system. A normal approach and lot's, copilot's or sum of the pilot's and copilot's

FlightSafety
international
rudder pedal force reaches 25 pounds.

Additionally, in flight the flaps must be ex-
SECONDARY FLIGHT
tended to greater than 3° and airspeed must be CONTROLS
less than approximately 180 knots for rudder
boost to function.
HORIZONTAL STABILIZER
The rudder boost will override the yaw damper The moveable horizontal stabilizer is attached
(if engaged) when the rudder pedal force to the vertical stabilizer at forward and aft at-
threshold is reached. When the force on the tachment points. The aft attach point is the
rudder pedals is released, the yaw damper will pivot, which consists of a large hinge pin in-
resume operation. serted through bearings located in the hori-
zontal and vertical stabilizer. The forward
The #2 IC-600 computer provides all compu- attach point is connected to the horizontal sta-
tational aspects for the rudder boost and yaw bilizer actuator which is attached to the ver-
damper systems. Two dual-redundant force tical stabilizer forward spar. The position of
sensors are installed on the rudder pedal as- the horizontal stabilizer is controlled through
sembly. Both outputs of each sensor provide the primary and secondary trim systems
rudder force data to the #2 IC-600. Outputs (Figure 15-13).
from the force sensors are also used by the
nosewheel steering system.
TRIM SYSTEMS
The rudder boost system is armed when the
RUDDER BOOST switch, located at the front General
of the center pedestal (Figure 15-10) is se-
lected to ON. When the RUDDER BOOST The ailerons and rudder are trimmed with con-
switch is ON, the S/I is dark and when it is not ventional tabs on the control surfaces.
on, "OFF" will be illuminated in the S/I. A
white "RUD BOOST INOP" message is posted The pitch trim system relieves control col-
on the CAS when the switch is OFF. umn (elevator) loads by moving the horizon-
tal stabilizer. A dual-motor (primary and
An amber “RUD BOOST INOP” is posted on secondary), screwjack-type pitch trim actu-
the CAS if the rudder boost is inoperative ator moves the leading edge of the horizontal
and the switch is not selected OFF. Depressing stabilizer up or down in response to pitch trim
and holding either Control Wheel Master inputs. The primary motor is actuated by man-
Switch (MSW) will also disable rudder boost ual primary pitch trim (crew actuated), con-
and generate an amber “RUD BOOST INOP” figuration trim, and Mach trim systems. The
CAS (Table 15-1). secondary motor is provided as a back-up for
primary trim and is operated by the airplane
secondary pitch trim (crew actuated) and the
autopilot (Figure 15-13).
A trim-in-motion system is incorporated with

the trim system, but only functions when the
autopilot is engaged.
Each section of the pitch trim actuator (primary

and secondary) provides position sensor in-
formation to the IC-600s for pitch trim indi-
cation displays.
A three position, lever-lock, trim selector

switch is located on the center pedestal to

PIT TRIM MSCMP
TAKEOFF TRIM
MACH TRIM FAIL
PITCH TRIM INDICATIONS PRI TRIM FAIL
Honeywell Honeywell
SEC TRIM FAIL
FMS1 360 300 TAS
END
KDVT +15 SAT
75.0 N1 75.0 PIT TRIM MSCMP
12.5 NM 245 GSPD
N
12 MIN
33 3
PLAB1 PITCH TRIM OFF
550 ITT 550 PBD01 LL01
30
PLAB2
25 KDVT PRI TRIM FAULT
50.0 N2 50.0 50 #TOC 50
76 OIL PSI 80 FL300
60 OIL ° C 60 STAB
984 FF PPH 1002 SAT ° C -15
TGT
MACH TRIM FAIL HORIZONTAL
WX 315°
Honeywell Honeywell
L 1700 F 1000 R 1750 FLAPS 20 IGN IGN 75.0 N1 75.0 STAB ACTUATOR STABILIZER
PITCH AILERON SPLRS FLAPS
ELECT HYD/ECS FLT
75.0 N1 75.0 50.0 N2 50.0
6.5 R 3 45
SEC PITCH TRIM
60 OIL C 60 T
VOLTS 28.5 28.0 MAIN 3000 SPLR 45 10 10 EXT UP
984 FF PPH 1002 R
NDN 0 8
EMER-V 28.0 B-ACUM 2000 PIT 0 28.5 VOLTS 28.0
I L RUDDER R
SEC TRIM FAULT
550 ITT 550 M L 2
20
AMPS 200 300 CAB ALT 1 300 AIL R3 EMER V 28.0 10 10
76 O/P 80 200 300
S
AMPS 10
TEMP ° C 30 50 OXY PSI 1800 RUD L2 NUP RET DN
1400 FUEL 1450 1800 OXYSAT -15 TAKEOFF TRIM
RTN MAP
SUMRY ELEC HYD ECS FLT FUEL CAS 3000 HYDM-B 1000 TRIM-PIT AIL RUD
6.5 R2 L3 SUMRY ELEC HYD ECS FLT FUEL RNG
10 SPLFLP 20
MORE MORE
TUNE TUNE

Honeywell Honeywell
AUTOPILOT
TRIM IN
MOTION
CLACKER ELEVATOR
PRI SEC
L & R FLAP POSITION
EICAS RMU ENGINE MFD
DU2 BACKUP PAGES DU3 IC-600 BYPASS TRIM
#1 IC-600 UP / DOWN
SPRING
NORMAL PRI TRIM
ADC 1/2
Learjet Learjet
MACH TRIM
SPOILERS
CONFIG TRIM
FLAPS
PILOT COPILOT
#2 IC-600
PRI PITCH
AUTOPILOT TRIM
TRIM
ADC 1/2 AUTOPILOT PITCH

L ESS BUS PRI
O SEC PITCH
SEC F
TRIM
NDN F
SEC R ESS BUS
NUP PITCH TRIM

SWITCH PIT TRIM
SECONDARY AUTOPILOT
BIAS
TRIM SWITCH PITCH SERVO
NDN
PITCH BIAS
ACTUATOR PIT TRIM BIAS
PIT TRIM BIAS
NUP
international
Figure 15-13. Pitch Trim System
15-13
FlightSafety
FlightSafety
international
Figure 15-14. Trim Control Panel
allow the crew to select primary or secondary the #1 IC-600. The #1 IC-600 sends trim com-
trim operation or to turn both systems off in mands to the primary motor on the stabilizer
the event of a malfunction (Figure 15-14). actuator (Figure 15-13).
The three switch positions are labeled PRI, Following is a summary of the different pri-
OFF, and SEC. When primary trim is selected, mary trim modes of operation:
the crew controls pitch trim through either
Control Wheel Trim Switch (CWTS) on the • Manual Operation
outboard horn of the control wheels. When
OFF is selected both trim systems are inop- - Normal primary pitch trim. Actuated
erative and a white “PITCH TRIM OFF” CAS through either CWTS. The #1 IC-600
message is displayed. When secondary trim is controls trim speed and monitors oper-
selected the crew controls pitch trim through ation.
a two-segment spring-loaded toggle on the
center pedestal and a white “SEC PITCH - IC-600 bypass. Trim is actuated by ei-
TRIM” CAS message is displayed. ther CWTS. Trim speed is determined by
flap setting. Configuration trim and
The monitor systems in the primary trim ac- Mach trim are inoperative.
tuator and the #1 IC-600 should detect and
stop an uncommanded trim malfunction, how- • Automatic Operation
ever, the crew can also disable primary and sec-
ondary trim by depressing and holding either - Configuration trim. Controlled by #1
Control Wheel Master Switch (MSW). Trim IC-600 for changes in spoiler or flap
can also be disabled by selecting the pitch position.
trim selector switch to OFF or by pulling the
PRI PITCH or SEC PITCH circuit breakers. - Mach Trim, controlled by #1 IC-600
in response to changes in Mach number.
Primary Pitch Trim
Except for IC-600 bypass, all of the primary
General pitch trim modes listed above are controlled
and monitored through the #1 IC-600.
Normally the pitch trim selector switch, on the
center pedestal, is positioned to PRI. This po- Primary Manual Trim
s i t i o n e n a b l e s t h e C o n t r o l W h e e l Tr i m
Switches (CWTS) and causes commands from The #1 IC-600 receives trim commands from
either of these switches to be processed by either CWTS. A CWTS is located on the out-

FlightSafety
international
Table 15-1. FLIGHT CONTROL SYSTEMS CAS MESSAGE DATABASE
Type
W PIT TRIM BIAS Pitch trim bias not at zero, take-off config. monitor active
W PIT TRIM MSCMP Disagreement between pitch trim indication of IC-600s while on
ground, take-off config. monitor active
W SPOILERS EXT Spoilers extended on ground, take-off config. monitor active
W TAKE OFF TRIM Pitch, roll or yaw trim not set for T/O, take-off config. monitor active
C ELEVATOR DISC Elevator disconnect has split the elevators (on ground)
C FLAPS FAIL Flaps not operable, or asymetric shutdown

C FLAPS FAULT Degraded flap operation, may be reset manually or automatic reset
C MACH TRIM FAIL Mach trim disabled
C PRI TRIM FAIL Primary trim failed, not available, Mach/configuration trim disabled
C ROLL DISC Spoileron in roll disconnect mode, pilot control wheel
disconnected from ailerons (on ground)
C RUD BOOST INOP Switch is on and rudder boost is inoperative
C SEC TRIM FAIL Secondary trim failed, not available, lose AP & SEC trim
C SPOILERS FAIL Spoiler monitor detected failure, spoilers retract – may be reset
C L R STALLWARN FAIL L/R stall system failed
C SPOILERS EXT Spoilers extended with flaps > 3° (Inflight only)
C L R SPOILER JAM L or R spoiler jam detected (not accompanied by FAIL message)

A AUTOSPLR ARMED Autospoilers armed
A ELEVATOR DISC Elevator disconnect has split the elevators (inflight)
A MACH TRIM FAIL Mach trim disabled < Mach trim OFF MMO
A PIT TRIM BIAS Pitch trim bias not at zero
A PIT TRIM MSCMP Pitch trim indication in disagreement from IC-600's while on the ground
A PITCH TRIM OFF Pitch trim selected to OFF
A PRI TRIM FAULT IC-600 trim fault detected, primary bypass trim available
A ROLL DISC Spoileron in roll disconnect mode, pilot control wheel
disconnected from ailerons (inflight)
A RUD BOOST INOP Rudder boost switch is OFF
A SPOILERS EXT Spoilers extended (in flight and ground)
A SEC TRIM FAULT Power-up stab actuator fault

A SEC PITCH TRIM Secondary pitch trim is selected
A TAKE OFF TRIM Pitch, roll, or rudder trim not set for takeoff (Ground)
A WHEEL MSTR Either Control Wheel Master (MSW) is depressed or power to one
MSW has been lost
W = Warning
C = Caution
A = Advisory

FlightSafety
international
board horn of each control wheel. The CWTSs toring function by the IC-600 takes place dur-
consist of a barrel switch which can be moved ing configuration trim and Mach trim opera-
forward and aft (NDN - NUP) for pitch trim tion.
and left and right (LWD - RWD) for aileron
trim and is spring-loaded to the center posi- Primary Bypass Trim
tion (Figure 15-3, page 15-4). To complete
the trim command circuit, the arming switch Primary trim reverts to bypass as a result of a
(button) on top of the barrel must be depressed detected malfunction or #1 IC-600 failure and
simultaneously with movement of the barrel. is not crew selectable. When in bypass trim,
Trim commands from the pilot’s CWTS will a white “PRI TRIM FAULT” CAS message is
override commands from the copilot’s CWTS. displayed and CWTS commands go directly to
the primary trim actuator, bypassing the IC-
Primary trim speed is variable and is auto- 600. The #1 IC-600 trim functions primary
matically controlled by the #1 IC-600. The trim, configuration trim, and Mach trim are all
IC-600 uses airspeed information from both disabled in this case.
ADCs to schedule trim speed and Mach trim.
When the “PRI TRIM FAULT” CAS message
The #1 IC-600 sends the primary trim com- is illuminated, depressing and releasing the
mands to the primary trim actuator. The trim MSW may clear the fault. Refer to the PRI
actuator and the IC-600 both monitor the trim T R I M FAU LT p r o c e d u r e i n t h e A F M o r
operation. Checklist.
The primary trim actuator performs a power- When in bypass trim, the primary trim actua-
up circuit check. If the actuator detects a fault tor operates at only two speeds (high or low).
during the power-up check a white “PRI TRIM The speed depends on flap position. If the flap
FAULT” message is posted on the CAS (Table signals do not agree, the rate of trim function
15-1). Primary trim will be still available with is limited to slow speed. Both flap signals
the “PRI TRIM FAULT” CAS message dis- must agree and must indicate flaps are greater
played, however, operation may be at a low than 3° for the actuator to operate at a high rate.
trim rate and configuration trim and Mach When the flaps are up (< 3°), primary bypass
trim may be inoperative depending on the mal- trim will be at a slow rate.
function.
The primary trim actuator continues to mon-
The primary trim actuator and #1 IC-600 both itor for uncommanded trim and incorrect trim
monitor primary trim operations for a number direction in the bypass trim mode. It also mon-
of possible malfunctions including uncom- itors for the correct trim speed based on flap
manded trim and trim in the wrong direction. position. If it detects a failure in any of these
If either of these malfunctions is detected by areas, primary trim is disabled and the amber
the trim actuator, an amber “PRI TRIM FAIL” “PRI TRIM FAIL” CAS message is displayed.
message is posted on the CAS and primary trim
is disabled (Table 15-1). This monitoring is Configuration Trim
also functional for configuration trim and
Mach trim operation. If primary trim is dis- The #1 IC-600 receives spoiler and flap po-
abled, the operator must then use the sec- sition information from the DAUs for con-
ondary trim system. figuration trim. When the position of the
spoilers or flaps is changed, the #1 IC-600 en-
If uncommanded trim, trim in the wrong di- ergizes the primary trim actuator motor and
rection, or incorrect trim rate is detected by the moves the horizontal stabilizer a preset
#1 IC-600 a white “PRI TRIM FAULT” CAS amount to account for the change in pitch at-
message is displayed, and primary trim will re- titude. Configuration trim moves the stabi-
vert to IC-600 bypass trim. The same moni- lizer at a rate to match the pitch moment

FlightSafety
international
caused by the movement of the spoilers or When the “MACH TRIM FAIL” message is
flaps. This mode is only functional when the posted, the Overspeed cue on the airspeed in-
trim selector switch is in the PRI position dicator will also adjust to indicate the Mach
and the autopilot is not engaged. Trim Off M MO if the autopilot is not engaged.
If the autopilot is engaged, the Overspeed cue
Trim commands from either CWTS will have will remain at 0.81 M I .
priority over the configuration trim commands.
Primary Trim Electrical Power
Mach Trim
Electrical power for primary pitch trim is
Mach trim is a fully automatic system installed provided by the L Essential bus. The circuit
to increase longitudinal stability and maintain is protected by the TRIM - PRI PITCH cir-
consistency in “stick” pressures throughout the cuit breaker located in the FLIGHT group on
airspeed envelope. the pilot’s circuit breaker panel. DC electri-
cal power to the #1 IC-600 is required for pri-
The #1 IC-600 performs all the computational mary pitch trim, except for primary bypass
aspects for Mach trim and signals the primary trim.
trim actuator to apply trim as necessary.
Airspeed information provided by the ADCs Secondary Pitch Trim
is used by the IC-600 in computing the trim
requirement. General
The pitch trim selector must be in the PRI po- Secondary pitch trim is electrically indepen-
sition for Mach trim to be functional and the dent of the primary trim, configuration trim,
autopilot must be disengaged for the Mach and Mach trim. In the event of primary trim
trim to become active. If the autopilot is en- failure, secondary pitch trim is available as a
gaged, it performs the pitch trim function backup means of trimming the airplane in the
using the secondary trim actuator and the pitch axis (Figure 15-13).
Mach trim is in a passive mode.
The autopilot also uses the secondary trim ac-
Mach trim automatically becomes active at tuator as a normal means of trimming in the
.725 M I . Nose up trim will be applied as Mach pitch axis. The autopilot can use the secondary
increases and nose down as Mach decreases. trim actuator with the trim selector in the PRI
or SEC position.
Mach trim is interrupted whenever the manual
trim is activated. The system resynchronizes Secondary Manual Trim
to function about the new horizontal stabilizer
position when manual trim is released. The dual-segment SEC trim switch is located
on the center pedestal (Figure 15-14). Manual
If the IC-600 detects a fault within the Mach activation of secondary trim requires that the
trim system, a “MACH TRIM FAIL” message pitch trim selector be in the SEC position and
i s p o s t e d o n t h e C A S ( Ta b l e 1 5 - 1 ) . T h e that both segments of the spring-loaded SEC
“MACH TRIM FAIL” CAS will be white when switch be moved at the same time. When SEC
the speed of the aircraft is below Mach Trim position is selected, a white “SEC PITCH
Off M MO and amber above Mach Trim Off TRIM” CAS message is displayed.
M MO .
The secondary pitch trim actuator has a self
Mach Trim Off M MO is 0.76 M I at 23,400 feet monitor function. It performs a power-up check
and increases proportionately to 0.78 M I by and if any faults are detected, a white “SEC
42,000 feet. TRIM FAULT” message is posted on the CAS,
however, secondary trim operates normally
(Table 15-1).

Honeywell Honeywell
FMS1 360 300 TAS

END
KDVT +15 SAT
75.0 N1 75.0 12.5 NM 245 GSPD
N
12 MIN
33 3
PLAB1
550 ITT 550 PBD01 LL01
30
6
PLAB2
25 KDVT
50.0 N2 50.0 50 #TOC 50
FL300
76 OIL PSI 80
60 OIL ° C 60 STAB
TGT
984 FF PPH 1002 SAT ° C -15 WX 315°
L 1700 F 1000 R 1750 FLAPS 20 SPLRS
PITCH AILERON FLAPS
ELECT HYD/ECS FLT 6.5 R 1 45
T
VOLTS 28.5 28.0 MAIN 3000 SPLR 45 R 10 10 EXT UP
NDN 0
I 8
EMER-V 28.0 B-ACUM 3000 PIT 6.5 L RUDDER R
M L 1
20
AMPS 50 65 CAB ALT 1300 AIL R1 S 10 10
TEMP ° C 30 50 OXY QTY 669 RUD L1 NUP 10 RET DN
RTN
Honeywell Honeywell
Honeywell Honeywell
IGN IGN 75.0 N1 75.0

75.0 N1 75.0 50.0 N2 50.0
60 OIL °C 60
984 FF PPH 1002
28.5 VOLTS 28.0
550 ITT 550 EMER V 28.0
76 O/P 80 50 AMPS 65
1700 FUEL 1750 SAT -15

45 SPLFLP 20 6.5 R3 L2
MORE MORE
TUNE TUNE
PAGE 1 PAGE 2
Figure 15-15. Trim/Flaps/Spoiler Indications

FlightSafety
international

6.5 R 1 45
T
10 10 EXT UP
R
NDN 0 8
I L RUDDER R
M L 1
20
S 10 10
NUP 10 RET DN
FLIGHT CONTROL SYSTEM PAGE – NORMAL DISPLAY

5.0 R 8 60
T
10 10 EXT UP
R
NDN 0 8
I L RUDDER R
M 20
S 10 L 8 10
NUP 10 RET DN
FLIGHT CONTROL SYSTEM PAGE – EXCEEDANCE DISPLAY

––.– ––– ––
T
10 10 EXT UP
R
NDN 0 8
I L RUDDER R
M 20
S 10 – – – 10
NUP 10 RET DN
FLIGHT CONTROL SYSTEM PAGE – INVALID DISPLAY
Figure 15-16. Flight (FLT) System Schematics

FlightSafety
international
The secondary trim actuator also monitors for Trim Indications

uncommanded trim, trim in wrong direction
and incorrect trim rate. If any of these mal- Pitch, aileron, and rudder trim indications are
functions are detected, an amber “SEC TRIM provided on the EICAS and the MFD. A dig-
FAIL” CAS message is posted and the sec- ital display of pitch trim position (PIT TRIM)
ondary actuator is disabled. The IC-600s have is always in view below the CAS window, on
no control or monitor functions for manual the right side of the EICAS (Figure 15-15).
secondary trim.
Pitch (PIT), aileron (AIL), and rudder (RUD)
Autopilot Pitch Trim trim are all digitally displayed on the SUMRY
page. They are arranged in a vertical column
The #2 IC-600 houses the control and moni- labeled “FLT” on the right side of the SUMRY
tor circuits for autopilot operation. When the page (Figure 15-15). The SUMRY page is the
autopilot is engaged, it controls the airplane power-up default display on the EICAS and
pitch attitude using the pitch servo and the should always be in view for takeoff and land-
secondary pitch trim actuator. During autopilot ing. The SUMRY page can also be displayed
operation, the secondary trim actuator con- at the bottom of the MFD.
tinues to monitor for uncommanded trim and
trim direction; additionally, the #2 IC-600 Trim indications are also displayed on the
monitors for uncommanded trim, trim direc- FLT system schematic page, which can be
tion and incorrect trim rate. If the actuator called up for display at the bottom of the
detects one of the above faults, an amber “SEC EICAS or MFD. Pitch, aileron, and rudder
TRIM FAIL” CAS message is posted (Table trim are displayed on the FLT page in a digi-
15-1). tal format and also in an analog scale and
pointer format (Figures 15-15 and 15-16).
Trim-In-Motion Indication
Pitch trim is displayed on the left side of the
A trim-in-motion RVDT is installed on the FLT system schematic page. The pitch trim
secondary trim actuator. When the autopilot scale is from 0 (full nose down) to 10 (full nose
energizes the secondary trim actuator for more up). The analog pitch trim indicator scale is
than 2 to 3 seconds, a series of audible clacker vertical with nosedown (NDN) at the top and
sounds is transmitted through the audio sys- noseup (NUP) at the bottom. The analog scale
tem. A built-in time delay allows trim opera- has a white takeoff band on it between 5.3
tion for approximately 2 to 3 seconds before units and 8.7 units.
the clacker sounds to prevent nuisance actu-
ation on the clacker. An analog aileron trim scale and rudder trim
scale are located in the center of the FLT sys-
There is no trim-in-motion clacker for any tem schematic page. They each have a digital
trim operation other than autopilot trim. readout of the respective trim settings above
the analog scales.
Secondary Trim Electrical Power
Aileron and rudder trim increments are both
Electrical power for the secondary pitch trim 0 to 10 units L (left wing down or left rudder)
system is provided by the R Essential Bus. and R (right wing down or right rudder). A
The circuit is protected by the TRIM - SEC white takeoff trim band is located on both
PITCH circuit breaker located in the FLIGHT scales between 1 unit left and 1 unit right.
group on the copilot’s circuit breaker panel. Trim tab position information is provided
through tab position transmitters (poten-
tiometer) located on the tab actuator motors.
The trim setting for pitch, aileron, and rudder

FlightSafety
international
must be within the takeoff bands for takeoff. bration, etc., is prevented by the irreversibil-
When the airplane is on the ground, digital dis- ity of each actuator.
plays of trim will have a white box around
them if the trim is not within the takeoff band The system used to position the flaps is a mi-
and a white “TAKE OFF TRIM” message is croprocessor based controller (Flap Control
posted on the CAS (Table 15-1). Unit). The controller receives position com-
mand information and an arming signal from
If power is advanced to MCR or above for the flap selector lever in the cockpit. It then
takeoff and the trim is not within the takeoff provides the electrical arm and control signals
band on all three trim indicators, the “CON- to the arming solenoid valve and the servo
FIGURATION” voice warning will sound, and valve located in the flap power unit and re-
the “TAKEOFF TRIM” CAS message turns ceives feed-back signals from sensors mounted
red. The digital trim indication for the out-of- on the outboard actuator of each flap panel
trim axis turns red and is highlighted with a red (Figure 15-17).
box. If the FLT system schematic is selected
for display, the affected digital trim indica- The flap power unit is located under the cen-
tion turns red and is enclosed with a red box ter wing and contains the flap drive motor, a
and the pointer on the analog scale turns red. servo control valve, an arming solenoid valve
and a pressure switch. The servo valve re-
The pitch trim position is determined by sen- sponds to electrical signals from the flap con-
sors in both pitch trim actuator motor assem- trol unit and meters hydraulic pressure to the
blies. If the trim position indicated through the extend or retract side of the bi-directional flap
DAUs to the IC-600s is in disagreement, the drive motor. The arming solenoid valve must
IC-600 will generate an white “PIT TRIM be energized open by the flap control unit be-
MSCMP” CAS message. If this message is fore hydraulic pressure is available to the
being displayed while the airplane is on the servo valve. The pressure switch signals the
ground and the thrust levers are moved to flap control unit if pressure decreases to 1,200
MCR or higher, the takeoff “CONFIGURA- psi. The flap control unit will close the arm-
TION” voice message will sound and the CAS ing solenoid valve in this case.
message will be red.
Flexible drive shafts, routed along the wing
Pitch, aileron, and rudder trim indications are rear spar, transmit the rotary motion of the
available on page 2 of the backup engine/sys- flap drive motor to the input shaft of each
tem pages on the RMU (Figure 15-15). ballscrew actuator (Figure 15-17). Two Rotary
Variable Differential Transformers (RVDTs)
mounted on the outboard side of each out-
FLAPS board flap actuator provide position infor-
mation to the flap control unit and the flap
General position indicating unit (Figure 15-17)
The flaps are electrically controlled and hy-
draulically actuated. There are two flap seg-
ments, one on each wing (Figure 15-17). Each
flap is supported by three tracks, positioned
by cantilever rollers attached to the rear spar
mounting structure. Extension and retraction
of the flaps is achieved by two jackscrew ac-
tuators per flap section. Flap motion is a com-
bination of aft movement to increase lift and
d ow n w a r d t i l t i n g t o i n c r e a s e d r a g .
Uncommanded retraction due to airloads, vi-

L FLAP R FLAP FLAP INDICATIONS

POS POS ON EICAS
AND FLT MENUS
L ESS BUS R ESS BUS
FLAPS 20
FLAPS
AUTOPILOT AUTOPILOT
SPOILERONS UP
8
SPOILER VALID CONFIGURATION TRIM
FLAP 20
STALL WARN 1 POSITION STALL WARN 2
OVERSPEED INDICATING OVERSPEED DN
FUEL QTY CMPTR
UNIT FUEL QTY CMPTR
TAKEOFF TRIM-IN-MOTION
CONFIGURATION
MONITOR
R FLAP POS IND
SYS TEST/RESET L FLAP POS IND

SPLRN
RESET FLAP
GPWS
RESET
FLAP POS SEL
OFF
PR
ANTI FIRE
FLAP FLAPS FAULT
E ST
ES
-ICE
S T
DET FAULT/FLAP FAIL
STALL LTS
FLAPS FAIL
ADC
FLAPS
GEAR
FLAP 0°
CTRL 8°
R ESS BUS RVDT 20°

ARMING FLAP 40°
SOLENOID CONTROL
VALVE UNIT
FLAP
LEVER
DETENT
HYD PRESS PRESSURE SWITCH
SWITCH
HYD RETURN
SERVO
VALVE EXTEND RETRACT
FLAP
FLAP
DRIVE
POWER
MOTOR UNIT FLEXIBLE
JACKSCREW DRIVE
ACTUATOR (4) SHAFT
RVDTS RVDTS
(2) (2)
LEFT FLAP RIGHT FLAP
Figure 15-17. Flap System

FlightSafety
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Flap Indications
The flap position indicating unit (Figure 15-
17) has two separate and independent channels
(channel 1 for left side equipment and chan-
nel 2 for right side equipment) housed in a
common chassis. A separate RVDT supplies
flap position information for each channel. A
failure in one channel will not affect the op-
eration of the other channel. Figure 15-17 il-
lustrates some, but not all, of the airplane
systems that flap position information is pro-
vided to.
Flap position has a full-time digital display on

the EICAS, below the CAS window (Figure 15-
Figure 15-18. Flap Selector 15). The digital display on the EICAS will
have a white box around it anytime the flaps
are not in the selected position and also any-
Flap Position Selector time the airplane is on the ground and the
flaps are not set for takeoff (8° or 20°). The
The flap selector is located on the aft right side display turns red and an aural “Configuration”
of the throttle quadrant (Figure 15-18). The se- voice message is broadcast if power is ad-
lector has four positions (UP, 8°, 20°, and DN) vanced to MCR or above for takeoff and the
with detents at the 8° and 20° positions. When flaps are not set properly. The display turns
retracting the flaps, there is a gate at the 8° po- amber if there is a fault or failure in the flap
sition. The selector must be pulled out slightly system.
to raise it above that setting.
Flap selection and position indications are also
The selector is attached to a RVDT located displayed on the right side of the FLT (flight)
within the throttle quadrant which transmit system schematic page (Figure 15-16). The
selected position to the flap control unit. Also, FLT system schematic can be called up for
located in the throttle quadrant is a flap lever display on the EICAS or MFD.
detent switch (Figure 15-17). Moving the flap
selector between positions will actuate the Flap selected position is indicated with a hor-
switch and energize a time-delay relay, which, izontal magenta line across the vertical scale
in turn, energizes the arming solenoid valve and the left and right flap position indicators
within the flap power unit. This circuit stays are pointers on each side of the vertical scale.
energized for 75 seconds and then depowers When the flaps have moved to the selected po-
(closes) the arming solenoid valve. Normal sition, the pointers should overlay the magenta
flap extension from 0° to 40° will not exceed line. Like the digital flap position indication,
20 seconds with engine driven hydraulic pumps the flap position pointers turn red if the airplane
operating. When using HYD XFLOW however, is on the ground and power is advanced to
it can take up to 60 seconds to lower the flaps MCR or above with the flaps set at other than
from 0° to 20° inflight. The maximum flap 8° or 20°. Also, the pointers turn amber if there
extension called for by the AFM when using is a fault/failure in the flap system.
HYD XFLOW is 20°.
A digital indication of flap position is also
provided on the engine page on the RMU
(Figure 15-15).

FlightSafety
international
One malfunction that will cause a FLAPS

SYS TEST/RESET FAIL message is flap asymmetry. If the flap
SPLRN control unit detects flaps split by more than 2°
RESET FLAP to 7°, depending on flap speed, a “FLAPS
RESET
FAIL” message is generated and the flap po-
GPWS OFF sition pointers on the FLT system schematic
P
FIRE turn red. The asymmetry can be verified on the
R
ES T
ANTI
ES
-ICE
S T
DET FLT system schematic page. Another mal-
function that will cause a FLAPS FAIL mes-
STALL LTS
sage is uncommanded movement of the flaps.
ADC GEAR
FLAPS
The crew cannot reset the flap system after ex-
periencing flap asymmetry or uncommanded
movement malfunctions. However, it may be
Figure 15-19. System Test Knob possible to reset the system after other mal-
functions using the FLAP RESET position on
the system test knob (Figure 15-19).
Flap Monitor System
The flap control unit performs a self-test at Flap Operation
power up and monitors for faults/failures
within the system at all times. The AFM re- The flaps can be set to 8° or 20° for takeoff;
quires the crew to perform a flap preflight test if they are not, the takeoff configuration mon-
using the system test knob. itor and indicating system will bring it to the
crews attention.
The FLAPS position on the test knob is used
during preflight to check the asymmetry mon- Flap speed limits (V FE ) are: 250 KIAS - flaps
itors, the uncommanded movement monitor 8°, 200 KIAS - flaps 20°, and 150 KIAS -
and to verify the shutdown circuits (Figure flaps DN (40°). These speeds are placarded
15-19). A satisfactory test is indicated by il- next to the flap selector lever (Figure 15-18).
lumination of the amber “FLAPS FAIL” and The overspeed indicator on the PFD airspeed
“FLAPS FAULT” messages on the CAS. scale automatically adjusts to indicate the
maximum speed for the flap setting and the
If a fault is detected, an amber “FLAPS overspeed indications occurs if flap speeds
FAULT” message is posted on the CAS (Table are exceeded (Figure 15-20).
15-1). The flaps should still be operational in
this case, but may operate in a degraded mode. The configuration trim circuitry in the #1 IC-
The fault may be resettable if the fault condi- 600 will normally provide automatic pitch
tion clears. Anytime the flap selector and flap trim compensation whenever the position of
position do not agree, the “FLAPS FAULT” the flaps is changed. This function will not be
CAS message appears and the flap position in- available in bypass trim or anytime the #1 IC-
d i c a t i o n i s b o x e d a n d t u r n s t o a m b e r. 600 is not functional.
Positioning the flap selector to agree with flap
position may clear the fault message. As a backup to the normal gear warning sys-
tem, gear warnings occur if flaps are set below
If a failure occurs within the flap system, an 25° and any gear is not down and locked.
amber “FLAPS FAIL” message will be posted
on the CAS and the system will be inoperative. Flaps and spoilers must not be extended at the
With a failure, power will be shut-off to the same time. If the flaps are extended to more
arming solenoid valve and all extend/retract than 3° and the spoilers are extended any
commands to the flap power unit will be dis- amount, the amber “SPOILER EXT” message
abled. is posted on the CAS and the spoiler position

FlightSafety
international
control. An autospoiler system is installed to

automatically extend both spoilers to spoil
160 FMS lift after landing or during an aborted takeoff.
OVERSPEED AP
INDICATOR 180
(RED)
If the ailerons become jammed, the pilot’s
RF 20 control wheel can be disconnected from the
160 aileron system and used to operate spoilerons
M 10
A
for roll control.
1
X
14 0
9
S The spoilers are electrically controlled through
P
D 10 a lever on the top, left side of the throttle quad-
120 rant and a spoileron controller (computer) lo-
LOW AIRSPEED 25 cated on the aft pressure bulkhead (Figure
AWARENESS
100
15-21). The aileron disconnect lever on the
INDICATION
MA pilot’s control wheel is used to disconnect the
(RED)
control wheel from the ailerons and signal the
spoileron controller to activate the roll dis-
Figure 15-20. PFD – Airspeed Indications connect mode of operation.
Spoiler Lever
indication turns amber. Spoileron operation
will not cause the “SPOILER EXT” message The spoiler position lever is located on the
to illuminate. throttle quadrant and is linked to two RVDTs
(rotary variable differential transformers).
Flaps Electrical Power There are three labeled settings for the spoiler
lever that correspond to detent positions: RET
Electrical power for flap operation is from (retract), ARM (autospoilers), and EXT (full
the left and right essential busses. The R FLAP extension - approximately 60° at slower air-
POS and the FLAP CTRL circuit breakers are speeds) (Figure 15-22). The range between
located in the FLIGHT group on the copilot’s the ARM and EXT detents allows for variable
circuit breaker panel and the L FLAP POS spoiler positions inflight. There are also two
circuit breaker is located in the FLIGHT group unmarked detent positions between ARM and
on the pilot’s circuit breaker panel. EXT which correspond to intermediate spoiler
extension positions of approximately 15° and
SPOILERS 30°.
General Spoiler Indications

The spoilers are located on the upper surface Spoiler extension is indicated on the SUMRY
of the wings forward of the flaps. Each spoiler page and on the FLT system schematic page
is hinged at three points and is extended/re- (Figure 15-21). Either of these two pages can
tracted with a single hydraulic actuator. They be displayed at the bottom of the EICAS or at
may be extended symmetrically for use as the bottom of the MFD.
speed brakes or asymmetrically for aileron
augmentation (spoileron mode). On the SUMRY page, spoiler (SPLR) exten-
sion is a digital indication under the “FLT” col-
In the Learjet 45, spoileron operation is full umn on the right side of the page. On the FLT
time. Anytime either control wheel is turned system schematic display, spoiler extension is
more than 5°, there is a differential displace- presented as a digital display and as a verti-
ment of the spoiler surfaces to augment roll cal analog scale with dual pointers - one for
each spoiler.

ELECT HYD/ECS FLT PITCH AILERON SPLRS FLAPS

6.5 R 1 0
VOLTS 28.5 28.0 MAIN 3000 SPLR 0 T
10 10 EXT UP
R
EMER-V 28.0 B-ACUM 3000 PIT 6.5 NDN 0 8
I L RUDDER R
AMPS 50 65 CAB ALT 1300 AIL R1 M L 1
20
S 10 10
TEMP °C 35 38 OXY QTY 669 RUD L1 10
NUP RET DN
SUMRY MENU ON EICAS/MFD FLT SCHEMATIC ON EICAS/MFD
RVDTS
(2) AIR DATA COMPUTERS (2)
1 2
WHEELSPEED (4)
Learjet WEIGHT-ON-WHEELS (2)
PILOT'S THRUST LEVER IDLE/CUTOFF DETENT
1 2 CONTROL
WHEEL SPOILERON RESET SWITCH
SPOILER FLAP POSITION
CONTROLLER ENGINE HYD PUMP PRESSURE
CONFIGURATION TRIM
AILERON TAKEOFF CONFIGURATION MONITOR
DISCONNECT
SWITCHES (2) LR SPOILER JAM
SPOILERS FAIL
R
SE
PT 1 SPOILERS EXT
O
SPOILER I A
SPOILERS EXT
LR
LEVER EM
R
2
E
RVDTS
X
T (2)
SPLR SPLR
CTRL IND
L ESS BUS R ESS BUS
LH SPOILER RH SPOILER
EXT EXT
1 1
2 RET RET 2
RVDTS RVDTS
(2) SERVO SERVO (2)
HYD HYD
VALVE PRESS RTN VALVE
SHUTOFF PRESSURE
VALVE SWITCH
Figure 15-21. Spoiler/Spoileron System

FlightSafety
international
spoileron operation, the pointers will indicate

the differential on the analog scale.
The digital spoiler indicators and the analog

scale pointers will turn amber anytime the
flaps are extended to 3° or more and the spoil-
ers are extended.
There are six EICAS messages that provide

spoiler/spoileron system operation status. See
Table 15-1.
Spoiler Mode of Operation

The spoilers can be extended symmetrically
on the ground or inflight by moving the spoiler
lever aft of the ARM position. Placing the
lever to any position aft of ARM while on the
ground will cause full extension (60°) of the
spoilers. Spoiler extension on the ground re-
Figure 15-22. Spoiler Lever quires approximately 1 second and inflight, ap-
proximately 5 to 7 seconds.
When the spoiler lever is placed in any posi-

The digital displays on the SUMRY and FLT tion aft of ARM, the RVDTs attached to it
pages only show spoiler extension that is com- signal the spoileron computer. The computer,
manded by autospoilers or with the spoiler in turn, energizes torque motors on the servo
lever. They do not reflect differential extension valves to meter hydraulic pressure to the ex-
that is a result of spoileron mode operation. tend side of the actuators (Figure 15-21). The
computer receives spoiler extension feed-back
When the spoilers are extended on the ground from the RVDTs attached to hinge points on
or inflight a white “SPOILERS EXT” CAS the spoilers, and it neutralizes the servo valves
message is displayed. This CAS will only be when the spoilers reach the selected position.
displayed when the spoilers are extended by
the autospoiler system or by the spoiler lever. Inflight, the amount of spoiler extension will
depend on the spoiler lever position and air-
When the airplane is on the ground and spoil- speed. At high airspeeds the actuators cannot
ers are extended, a white box will overlay the extend the spoilers fully; therefore, spoileron
digital spoiler displays to bring attention to the computer commands to the actuator servos
crew. If power is advanced for takeoff with ei- are limited by airspeed inputs from the ADCs.
ther/both spoilers extended, the digital dis- At speeds below 175 knots, spoilers should ex-
play and box turn red, the ”SPOILERS EXT” tend to 60° when the spoiler lever is placed to
CAS message turns red and the EXT, but at higher speeds full extension will
“CONFIGURATION” voice message is played. not be achieved.
The pointers on the analog scale will also turn
red in this case. When spoilers are extended or retracted in-
flight, the configuration trim system auto-
The analog scale and pointers show actual matically applies the appropriate amount of
spoiler position for all conditions. When the pitch trim to compensate for the pitching mo-
spoilers are extended different amounts due to ment caused by spoiler repositioning.

FlightSafety
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Spoilers shall not be extended at the same time for the roll commanded, the computer then
flaps are extended while inflight except as extends the right spoiler as required.
specified in the EMERGENCY and/or AB-
NORMAL procedures section of the AFM. An Autospoiler Mode of Operation
amber “SPOILERS EXT” message is posted on
the CAS if the flaps are extended more than 3° The autospoiler mode is designed for automatic
and the spoilers are extended any amount. extension of the spoilers in the event of an
aborted takeoff and for landings. This mode
If spoilers are inoperative inflight, the air- fully extends both spoilers at maximum rate
plane operating altitude is limited to 35,000 (1 second or less) when the spoiler lever is in
feet due to the extended time to make an the ARM position and the autospoiler deploy
emergency descent. logic is met.
Spoileron Mode of Operation The autospoiler logic requires:
Spoilerons operate automatically on the • both thrust levers to be at idle or cutoff

ground and inflight to augment the ailerons position and . . .
whenever either control wheel is turned more
• both squat switches in the weight-on-
than 5°. They operate in the pure spoileron wheels mode, and . . .
mode if the spoilers have not been extended
through use of the spoiler lever and they op- • inboard left and inboard right wheel
erate in a mixed mode if spoiler extension speed to indicate greater than 60 knots.
has been commanded.
Autospoilers will not extend on the ground
Rotation of either control wheel provides a roll prior to flight with the ARM position selected
input to the spoileron computer via dual and the thrust levers at idle until the airplane
RVDTs inside of the pilot’s control wheel. has been accelerated to at least 60 knots. Once
The appropriate spoiler, left or right, extends the spoilers have deployed automatically, ad-
to the commanded angle for the current con- vancing the thrust levers from idle automati-
ditions (Mach number, airspeed, AP engage cally stows the spoilers.
and flap setting) while the other spoiler is
commanded stowed. Roll Disconnect Mode of Operation
When in the mixed spoiler and spoileron mode, In the event that the ailerons become jammed,
the spoiler command derived from the spoiler the pilot's control wheel can be disconnected
lever and spoileron command derived from from the aileron control cables and the copi-
the control wheel are added to form a com- lot's control wheel. The pilot’s control wheel
posite position. The spoiler command pro- is disconnected from the aileron cables with
vides a bias position common to both panels a red lever on the hub of the pilot’s control
while the control wheel RVDTs generate a wheel (Figure 15-9, page 15-8).
differential position. The control wheel in-
puts command the angular displacement that In addition to mechanically disconnecting the
exists between the two spoilers regardless of pilot’s control wheel from the ailerons, acti-
the amount of spoilers commanded. Thus, vation of the roll disconnect lever trips two dis-
spoileron commands have priority over spoiler connect switches within the control wheel
commands. hub. Regardless of the status of the spoileron
computer, activation of either switch shall en-
If the spoilers are extended to 8°, for exam- gage the roll disconnect mode. If the spoileron
ple, and the control wheel is turned right, the computer had previously been tripped, acti-
computer mix logic retracts the left spoiler vation of either disconnect switch reactivates
first to give differential necessary for the roll the spoileron system.
commanded. If that is not enough differential

FlightSafety
international
When the roll disconnect mode is activated spoiler shutoff valve is depowered closed and
within the spoileron computer, it outputs a the spoilers should blow down to a “float” po-
signal to cause the “ROLL DISC” message to sition of approximately 10°.
be posted on the CAS (Table 15-1). The “ROLL
DISC” CAS message will be amber on the When a malfunction causes the spoileron mon-
ground and white inflight. itor to trip, an amber “SPOILERS FAIL” mes-
sage is posted on the CAS. If a spoiler surface
The roll disconnect mode provides roll control deploys uncommanded due to a malfunction,
through RVDT signals from the pilot’s control or deploys further than commanded, the mon-
wheel to the spoileron computer. This mode is itor system should cause the spoiler to retract
much the same as the normal spoileron mode and generate a “SPOILERS FAIL” CAS. If
but has a different gain curve relating to con- there is uncommanded roll, the AFM/Checklist
trol wheel input and panel deflection. Also, in provides a Roll or Yaw Axis Uncommanded
this mode, response to control wheel deflec- Motion procedure. If the malfunction was mo-
tion begins at 1° movement instead of 5°. mentary or has cleared, it may be possible to
reset the spoileron computer using the “SPLRN
Spoilers can be operated in conjunction with RESET” position on the system test knob
the aileron disconnect mode the same as they (Figure 15-19).
are with the normal spoileron mode. The au-
topilot is not usable when roll disconnect is ac- If the monitor detects a jammed spoiler, the
tivated. Depressing the MSW will not affect spoileron computer continues to operate using
spoileron operation while in the roll discon- the spoiler that is not jammed and it applies a
nect mode. full retract input to the affected actuator for 5
to 7 seconds. It also causes the amber “L or R
The roll disconnect mode may be deactivated SPOILER JAM” message to be posted on the
in flight after matching the position of the CAS. If the jammed spoiler will not retract, the
control wheels and returning the roll discon- AFM procedure is to try to match the operat-
nect lever to its normal (forward) position. ing spoiler position with the jammed spoiler
using the spoiler lever and the FLT system
Spoiler Monitor System schematic display. The MSW should not be
held depressed with this malfunction. If the
The spoileron computer contains a monitor fault cannot be cleared, the AFM provides a
system to prevent electrical or mechanical procedure for landing with one or both spoil-
faults from causing uncommanded extension ers deployed.
or retraction of the spoilers.
Spoiler Electrical Power
The spoileron computer performs a self-test
(BITE) at power-up. A test failure will trip the The spoileron computer uses electrical power
spoileron monitor. If the monitor detects a from the L Essential Bus for operation and
self-test failure or a fault during normal op- the spoiler indicating system uses power from
eration, hydraulic pressure is removed from the the R Essential Bus as depicted in Figure 15-
system by closing the spoiler shutoff valve 21. The circuits are protected by the SPLR
(Figure 15-21). A hydraulic return is provided CTRL and SPLR IND circuit breaker, re-
so that spoilers can blow closed. During nor- spectively, located in the FLIGHT group on the
mal operation, the shutoff valve is held open pilot’s and copilot’s circuit breaker panels.
with an electrical solenoid. Power failure will
also cause the valve to close. If power to the spoileron computer is lost
through the SPLR CTRL circuit breaker, the
In the event a spoiler/spoileron malfunction oc- spoilers will retract and be inoperative in all
curs where the monitor does not stow the spoil- modes. If power is lost through only the SPLR
ers, the crew can initiate the stow with either IND circuit breaker, spoilerons will be oper-
MSW. When either MSW is held depressed, the ational in only the roll disconnect mode.

160 FMS 160 FMS

AP AP
180 180
RF 20 RF 20
LOW SPEED
160 160
10
AWARENESS (LSA) 10
1 INDICATION (RED) 1
14 0 14 0
9 9
10
CAS CAUTION MESSAGE AURAL VOICE MESSAGE 10
120 120
A
O
25 L R STALLWARN FAIL "STALL, STALL, STALL, . ." A
O
25
100 A 100 A
PILOT'S PFD COPILOT'S PFD
1.0 .8 1.0 .8
.6 .6
.4 .4
.2 .2
L AOA INDICATOR* R AOA INDICATOR*
PILOT'S CONTROL COPILOT'S CONTROL

COLUMN SHAKER COLUMN SHAKER
L AOA HT FAIL AOA VANE L R AOA VANE R AOA HT FAIL
FLAPS FLAPS
STALL
AIR DATA CMPTR AIR DATA CMPTR
WARNING
WEIGHT-ON-WHEELS COMPUTER WEIGHT-ON-WHEELS
L R
STALL STALL
WARN WARN
L ESS BUS R ESS BUS
SYS TEST/RESET
SPLRN
RESET FLAP
RESET
GPWS OFF
ST
ANTI FIRE
TE
PR
-ICE
E SS
DET
STALL LTS
* OPTIONAL ADC
FLAPS
GEAR
Figure 15-23. Stall Warning System

FlightSafety
international
STALL WARNING SYSTEM computer will activate the control col-

umn shaker motors.
GENERAL • The non-cancellable voice message

“STALL” will repeat until the AOA is
The stall warning system, also referred to as decreased.
the angle of attack (AOA) system, is installed
to provide the crew with an indication of im- • The AOA indicators (if installed) will
pending airplane stall. The system is actually enter the the red band on the indicator.
two independent systems that use a dual chan-
nel computer.
STALL WARNING OPERATION
Other system components include two AOA
sensors, control column shaker motors and an The stall warning system does not have on-off
interface with the PFDs through the IC-600s. switches. If the circuit breakers are in, the
Left and right AOA indicators are available as systems are powered when the airplane elec-
an option (Figure 15-23). trical system is powered up. If installed, the
AOA indicators will operate on the ground, but
Each channel of the computer generates a ref- the shakers and other visual and aural stall
erence signal to the corresponding stall vane indications are inhibited until the airplane has
and, in return, receives AOA information. The been airborne approximately 5 seconds (except
computer then processes this information with during stall test).
airspeed, altitude, flap setting, and weight-
on-wheels inputs to determine the stall warn- The stall warning system preforms a power-
ing indications. up self-test (BITE) and monitors for a num-
ber of possible system faults. Detection of a
fault causes an amber “L or R STALLWARN
STALL WARNING INDICATIONS FAIL” message to appear on the CAS.
The stall warning computer sums inputs of Anti-icing of the AOA vanes is also moni-
AOA and altitude along with flap position tored by the stall system. If the L and R
from the flap position indication unit. Stall PROBES S/Is are on and power is not avail-
warning is biased for each flap setting and al- able to both AOA vanes for heating, an amber
titude based upon ADC reported altitude in- “L or R AOA HT FAIL” message appears on
formation. the CAS.
The stall warning system provides the fol- If angle of attack information to the IC-600 be-
lowing aural, tactile, and visual indications comes invalid, an amber AOA will be dis-
when the predetermined conditions have been played at the bottom right side of the airspeed
reached (Figure 15-23): scale and the LSA cue will not be present. See
example in Figure 15-23. This would also be
• The left and right channels of the com- accompanied by an amber “L or R STALL-
puter drive the low speed awareness WARN FAIL” message on the CAS.
(LSA) indication. The LSA cue is a ver-
tical red bar on the inside of the air- On the system test knob a STALL test po-
speed tape which rises from the bottom sition is provided for testing the stall sys-
as the airplane AOA increases. The point t e m s b e f o r e t a k e o ff . W h e n t h e S TA L L
at which the red bar reaches the air- position is selected and the test button is de-
speed pointer will coincide with the pressed and held, the stall test sequence is
point at which other stall warning in- initiated. While the System Test switch is de-
dications are activated. pressed, both PFD’s will have a red “ADC
TEST” annunciated in the upper left corner.
• The left and right channels of the stall

FlightSafety
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In addition, both PFD’s will indicate 40 knots

and the Vspeed digits will be replaced by the
Low Speed Awareness cues which appear on
the airspeed tape during the test. A satisfac-
tory test is indicated when:
• Master Caution Chime and Lights.
• “L AOA HT FAIL” amber CAS message

illuminates.
• Low Speed Awareness (LSA) Indicator

rises to the airspeed pointer on the left
PFD as the AOA pointer (if installed)
sweeps the indicator scale.
• Stick shaker activates when LSA reaches

the indicated airspeed pointer.
• Aural master warning tone sounds fol-

lowed by a “STALL” voice message.
The above test takes approximately 5 seconds

to complete, and after a slight pause, the same
sequence occurs for the right side if the test
button is held depressed. When the right side
is testing, a “R AOA HT FAIL” CAS message
will be displayed.
STALL WARNING ELECTRICAL

POWER
The left and right stall warning systems are
power by the L and R Essential Busses re-
spectively. The circuits are protected by the L
STALL WARN and R STALL WARN circuit
breakers located in the FLIGHT group on the
pilot’s and copilot’s circuit breaker panels.
Since the left and right stall warning systems
do not have on-off switches, the correspond-
ing circuit breaker would have to be pulled to
turn off a malfunctioning system.

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REVIEW QUESTIONS
1. Configuration trim automatically adjusts 6. If the white “PRI TRIM FAULT” message
pitch trim for: appears on the CAS:
A. Gear extension/retraction. A. Primary trim is inoperative and sec-
B. Spoiler extension/retraction. ondary should be selected.
C. Flap extension/retraction. B. Primary trim will still function and
D. All of the above. may be in the bypass mode.
C. Mach trim and Configuration trim
2. Mach trim will not apply pitch trim when: may be inoperative.
D. Both b. & c. are correct.
A. The pitch trim selector switch is in
OFF or SEC position.
7. If the #1 IC-600 fails inflight:
B. The autopilot is engaged.
C. Primary trim is inoperative. A. Primary trim will be inoperative.
D. All of the above are true. B. Pitch trim will still function in the
bypass mode, but Mach and configu-
ration trim will be inoperative.
3. If the thrust levers are advanced for take-
off and the flaps are up: C. All trim will function normally only
if IC/SG 2 is selected on the reversion
A. A voice message "Configuration" panel.
sounds.
D. All trim will be inoperative.
B. The digital flap position indications
turn red and are boxed in red.
8. If pitch trim, aileron trim, or rudder trim
C. The thrust levers automatically retard is not within the takeoff band when the
to idle. thrust levers are advanced for takeoff:
D. Both a. & b. are correct.
A. A voice message "Configuration"
sounds.
4. If the horizontal stabilizer becomes
B. The white "TAKEOFF TRIM" CAS
jammed inflight, the crew should:
message turns red.
A. Disconnect the elevator by pulling C. Digital indications for the out-of-trim
the ELEV T-handle. axis turn red and are boxed in red.
B. Engage the autopilot. D. All of the above are true.
C. Use the Pitch Trim Bias switch to help
reduce control loads. 9. If the "FLAPS FAULT" message appears
D. Use primary bypass trim. on the CAS inflight:
A. Flaps should still be functional.
5. If the ailerons become jammed inflight,
B. Flaps are inoperative.
the crew should disconnect the ailerons
with the aileron roll disconnect lever and: C. HYD XFLOW must be selected to op-
erate the flaps.
A. Use the copilot's control wheel to con-
D. A flap asymmetry in excess of 7° has
trol the airplane.
been detected.
B. Use the pilot's control wheel to con-
trol the airplane.
C. Engage the autopilot.
D. Use rudder to control the airplane in
the roll axis.

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10. If flap position is not the same as the po- 14. If the spoiler lever is in the ARM position
sition selected: for landing, which of the following are re-
A. Digital flap position indication will quired for autospoiler deployment?
have a white box around it. A. Thrust levers at idle or cutoff.
B. A red "FLAPS FAIL" message ap- B. Either main squat switch showing
pears on the CAS. weight-on-wheels or ground speed in
C. An amber "FLAPS FAULT” message excess of 60 knots.
appears on the CAS. C. All four wheel speeds indicated in ex-
D. None of the above. cess of 65 knots.
D. Both a. & b. are required.
11. N o r m a l l y, t h e s p o i l e r o n s a s s i s t t h e
ailerons in roll control: 15. If the flaps are extended more than 3°
A. If the flaps are below 25° and the and the spoilers are extended while air-
spoiler lever is in RET or ARM. borne:
B. If the flaps are below 25° regardless A. The digital spoiler indication turns
of the spoiler lever position. amber.
C. Only when the aileron roll disconnect B. The spoilers automatically retract.
is actuated. C. An amber "SPOILER EXT" message
D. At all times regardless of the flap or appears on the CAS.
spoiler controls position. D. Both a. and c. are correct.
12. If a flap speed limit is exceeded: 16. With main hydraulic system failure, flap
A. T h e " O ve r s p e e d " vo i c e m e s s a g e extension:
sounds. A. Is not possible.
B. Flaps automatically blow up to pre- B. Will be possible if the auxiliary hy-
vent damage. draulic pump is turned on.
C. The "FLAPS" voice message sounds. C. May be possible using HYD XFLOW
D. The overspeed horn sounds. and the auxiliary hydraulic pump.
D. May be accomplished using the back-
13. When the pitch trim selector switch is in up electrical extension motor.
the SEC position:
A. Mach trim and Configuration trim are 17. Which of the following is provided by
inoperative. the stall warning system?
B. Autopilot trim is inoperative. A. Stick shaker, voice message "STALL,"
C. Secondary pitch trim can be actuated and LSA cue
with the two segment secondary trim B. Pusher
switch on the center console. C. Red L and R STALL annunciator
D. Both a. & c. are correct. D. Stick nudger

FlightSafety
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18. The trim-in-motion clacker will sound:

A. Anytime primary or secondary trim
runs continuously for more than 1
second.
B. Anytime trim runs for more than 1
second when the flaps are up.
C. Anytime the autopilot activates sec-
ondary trim for more than 2 to 3 sec-
onds.
D. There is no trim-in-motion clacker in
this airplane.
19. If the spoilers are inoperative, the maxi-

mum airplane operating altitude is lim-
ited to:
A. 15,000 feet
B. FL 270
C. FL 350
D. FL 410

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-2
DISPLAY GUIDANCE COMPUTER (IC-600 or IC/SG).................................................... 16-3
General........................................................................................................................... 16-3
IC/SG Power Source ...................................................................................................... 16-7
DATA ACQUISITION UNITS (DAUs) ................................................................................ 16-8
AVIONIC MASTER SWITCHES......................................................................................... 16-9
RADIO SYSTEM ............................................................................................................... 16-10
General......................................................................................................................... 16-10
Audio Control System ................................................................................................. 16-10
Radio Management Units (RMUs).............................................................................. 16-14
General................................................................................................................. 16-14
Cross Side Operation ........................................................................................... 16-15
RMU Display Color Coding................................................................................ 16-15
COM Tuning Operation....................................................................................... 16-15
NAV Tuning Operation ........................................................................................ 16-16
COM and NAV Memory...................................................................................... 16-18
ADF Tuning and Mode Control........................................................................... 16-19
Transponder/TCAS.............................................................................................. 16-19
TCAS Controls .................................................................................................... 16-21
RMU Backup Pages............................................................................................. 16-21

RMU Self-Test..................................................................................................... 16-25

RMU Power Source..................................................................................................... 16-25
FMS Radio Tuning Operation ..................................................................................... 16-25
Clearance Delivery Head (CDH)................................................................................. 16-26
AIR DATA SYSTEM .......................................................................................................... 16-28
General......................................................................................................................... 16-28
Pitot-Static System ...................................................................................................... 16-28
Air Data Computers (ADC)......................................................................................... 16-29
General................................................................................................................. 16-29
ADC Reversion.................................................................................................... 16-30
ADC Power Source.............................................................................................. 16-30
ADC Test ............................................................................................................. 16-30
Standby Instruments .................................................................................................... 16-32
ATTITUDE HEADING REFERENCE SYSTEM (AHRS) ............................................... 16-33
General......................................................................................................................... 16-33
Slaved/Free Modes ...................................................................................................... 16-33
Initialization................................................................................................................. 16-35
AHRS Power Source ................................................................................................... 16-35
AHRS Reversion ......................................................................................................... 16-35
AHRU Cooling Fan ..................................................................................................... 16-36
ELECTRONIC DISPLAY SYSTEM (EDS)....................................................................... 16-36
General......................................................................................................................... 16-36
Display Units (DUs) .................................................................................................... 16-36
Bezel Controllers ......................................................................................................... 16-37
PFD Bezel Controller........................................................................................... 16-37
EICAS Bezel Controller ...................................................................................... 16-39

MFD Bezel Controller ......................................................................................... 16-40

Display Controller ....................................................................................................... 16-40
Display Controller Buttons .................................................................................. 16-40
Display Controller Knobs .................................................................................... 16-41
Display Unit Reversion................................................................................................ 16-42
Single Display Unit Failure ................................................................................. 16-43
Multiple Display Unit Failures ............................................................................ 16-43
Comparison Monitor.................................................................................................... 16-44
Primary Flight Display (PFD) ..................................................................................... 16-45
PFD Displays ....................................................................................................... 16-48
Engine Instrument and Crew Alerting System (EICAS)............................................. 16-63
CAS Messages ..................................................................................................... 16-63
System Display Pages.......................................................................................... 16-63
Multi-Functional Display (MFD) ................................................................................ 16-64
MFD Map Mode .................................................................................................. 16-64
MFD Plan Mode .................................................................................................. 16-67
MFD Display Areas and Annunciations.............................................................. 16-67
MFD Selectable Window Displays...................................................................... 16-71
MFD Bezel Menu ................................................................................................ 16-71
EDS Self-Test .............................................................................................................. 16-74
PFD Test Mode .................................................................................................... 16-74
EICAS Test Mode................................................................................................ 16-74
MFD Test Mode................................................................................................... 16-74
FLIGHT GUIDANCE AND CONTROL SYSTEM........................................................... 16-78
General......................................................................................................................... 16-78
Servo Actuators ........................................................................................................... 16-79

Autopilot/Yaw Damper Controls and Operation ......................................................... 16-79

Flight Director Controls and Operation....................................................................... 16-85
FLIGHT MANAGEMENT SYSTEM (FMS)..................................................................... 16-91
General......................................................................................................................... 16-91
Theory of Operation .................................................................................................... 16-91
FMS Functions ............................................................................................................ 16-91
Data Base..................................................................................................................... 16-92
WEATHER RADAR ........................................................................................................... 16-93
General......................................................................................................................... 16-93
Description and Operation........................................................................................... 16-93
TCAS (TRAFFIC COLLISION AVOIDANCE SYSTEM)................................................ 16-98
General......................................................................................................................... 16-98
Controls and Displays.................................................................................................. 16-98
AVIONICS COOLING ..................................................................................................... 16-105
COCKPIT VOICE RECORDER (CVR) .......................................................................... 16-105
CLOCKS........................................................................................................................... 16-106
REVIEW QUESTIONS .................................................................................................... 16-107

ILLUSTRATIONS
Figure Title Page
16-1 Learjet 45 Instrument Panel ................................................................................... 16-2
16-2 Primary Display Units............................................................................................ 16-4
16-3A Primus 1000 System Block Diagram ..................................................................... 16-5
16-4 System Reversion Panel ......................................................................................... 16-7
16-3B EICAS Block Diagram........................................................................................... 16-8
16-5 Electrical Control Panel ......................................................................................... 16-9
16-6 Radio System Bus Schematic .............................................................................. 16-11
16-7 Audio Control Panel ............................................................................................ 16-12
16-8 Radio Management Unit ...................................................................................... 16-14
16-9 Page Menu on RMU ............................................................................................ 16-15
16-10 DME Tuning on RMU ......................................................................................... 16-16
16-11 COM and NAV Memory Pages on RMU ............................................................ 16-17
16-12 ADF Tuning on RMU .......................................................................................... 16-18
16-13 ATC IDENT on RMU.......................................................................................... 16-20
16-14 ATC/TCAS Control Page on RMU...................................................................... 16-21
16-15 Backup Engine/System Pages on RMU............................................................... 16-22
16-16 Backup Navigation Display Page on RMU ......................................................... 16-23
16-17 Invalid Backup Navigation Display on RMU ...................................................... 16-24
16-18 Clearance Delivery Head (CDH) ......................................................................... 16-26
16-19 Pitot-Static Probes................................................................................................ 16-28
16-20 Pitot-Static System Schematic ............................................................................. 16-29
16-21 Standby Pitot-Static System Drains ..................................................................... 16-30
16-22 Air Data System Schematic ................................................................................. 16-31
FOR TRAINING PURPOSES ONLY 16-v

16-23 Standby Instrument Group................................................................................... 16-32

16-24 Attitude Heading Reference System (AHRS) Schematic.................................... 16-34
16-25 Typical PFD and MFD Displays.......................................................................... 16-37
16-26 PFD Bezel Controller........................................................................................... 16-38
16-27 EICAS Bezel Controller and Menu ..................................................................... 16-39
16-28 MFD Bezel Controller and Main Menu............................................................... 16-39
16-29 Display Controller................................................................................................ 16-40
16-30 Display Unit Reversion Panels............................................................................. 16-42
16-31 Primary Flight Display/HSI Display Format ....................................................... 16-47
16-32 Primary Flight Display/MAP Display Format ..................................................... 16-49
16-33 Primary Flight Display/ARC Display Format ..................................................... 16-51
16-34 Primary Flight Display/TCAS Display Format ................................................... 16-53
16-35 Primary Flight Display/ADC Test/CAT II Display Format ................................. 16-55
16-36 EICAS Display Format – Display Areas ............................................................. 16-62
16-37 MFD Format – MAP Display .............................................................................. 16-65
16-38 MFD Format – WX on Map Display ................................................................... 16-66
16-39 MFD Format – PLAN Display ............................................................................ 16-68
16-40 MFD Format – PLAN with Checklist.................................................................. 16-69
16-41 MFD MAP Symbols ............................................................................................ 16-70
16-42 MFD Menu Tree .................................................................................................. 16-71
16-43 Primary Flight Display – Test Format.................................................................. 16-75
16-44 EICAS Display Format – Invalid Signals/Test Display ....................................... 16-76
16-45 MFD Format – Test Display ................................................................................ 16-77
16-46 Flight Guidance Controller (FGC)....................................................................... 16-78
16-47 Pilot’s Control Yoke Touch Control Steering Button (TCS)................................ 16-81
16-48 Climb Profile (FLC/FLCH) ................................................................................. 16-89
16-vi FOR TRAINING PURPOSES ONLY

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16-49 Descent Profiles (FLC/FLCH) ............................................................................. 16-90

16-50 Flight Management System (FMS)...................................................................... 16-91
16-51 WX-Radar Controller........................................................................................... 16-94
16-52 Weather Radar Test Pattern.................................................................................. 16-96
16-53 Altitude Band Select on RMU ............................................................................. 16-98
16-54 TCAS Display on MFD ....................................................................................... 16-99
16-55 TCAS Annunciations Short Range.................................................................... 16-100
16-56 TCAS Annunciations Long Range .................................................................... 16-101
16-57 TCAS Symbology on PFD ................................................................................ 16-103
16-58 Multi-Function Chronometer............................................................................. 16-106
TABLES
Table Title Page
16-1 Avionic Bus Loads ............................................................................................... 16-10
16-2 Avionics CAS Messages ...................................................................................... 16-46
16-3 Flap Position Overspeed Display......................................................................... 16-56
16-4 NAV Color Logic on PFD.................................................................................... 16-59
16-5 Automatic Flight Control System CAS Messages............................................... 16-80
16-6 Flight Director Mode Annunciations ................................................................... 16-84
16-7 WX Radar Storm Intensity Levels ....................................................................... 16-95
16-8 Target Depth & Range Characteristics................................................................. 16-97
16-9 TCAS Display Symbols..................................................................................... 16-102
16-10 TCAS Resolution Advisories & Voice Announcements ................................... 16-104
FOR TRAINING PURPOSES ONLY 16-vii

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CHAPTER 16
AVIONICS
INTRODUCTION
This chapter describes the Honeywell Primus 1000 avionics system installed in the
Learjet 45. Dual independent flight directors are integrated with a fail passive autopi-
lot and yaw damper. The flight instruments, engine instruments, systems status, navi-
gation, TCAS, RADAR, and electronic checklist (when available) are all displayed on
four display units. A digital audio control system and dual radio management units
(RMU) support the communication and navigation functions. A dual sensor package is
installed which includes attitude heading reference systems (AHRS), air data systems
(ADS), VHF Nav/Comm radios and DMEs. A single ADF is provided and a second may
be installed as an option. The standard weather radar installation is the Honeywell
Primus 660 with the Primus 880 weather radar available as an option. Single or dual flight
management systems (FMS), a traffic collision avoidance system (TCAS) and ground
proximity warning system (GPWS) are offered as options. A number of other options
such as flight phones, flight data recorder, SELCAL, HF radio, GPWS, AFIS, EGPWS/WS,
TAWS, etc. are also available, but are not covered in this manual.

GENERAL IC/SG (integrated computer/symbol genera-

tor). Each of the IC-600s contains circuitry that
The avionics system in the Learjet 45 incor- performs the symbol generation (SG) function
porates many advanced features into a “glass for the EFIS.
cockpit” design. A glossary of acronyms and
abbreviations is provided in the Appendix For the display function, the IC-600s receive
tab of this manual. data from the DAUs, ADCs, AHRS, display
controllers, etc. and then generate the dis-
The avionics system includes display, flight plays on the display units. Each IC-600 con-
director guidance, autopilot, yaw damper, pri- tains a symbol generator for the purpose of
mary trim, configuration trim, Mach trim, and generating the various displays. The IC/SG,
rudder boost functions. These functions are all ADC, AHRS and DAUs are all dual (left and
managed through separate circuit cards in two right or No.1 and No.2) installation. Additional
display guidance computers. These comput- redundancy features on the DAUs is that each
ers are referred to as IC-600 computers or unit is also dual channel (CH A and CH B).
20 20
4 5 6
PILOT'S CREW WARNING CO-PILOT'S

3 PRIMARY PANEL MULTI- PRIMARY 3
2 FLIGHT EICAS FUNCTION FLIGHT 2
AUDIO (PFD) RMU RMU (MFD) (PFD) AUDIO
CONTROL #1 #2 CONTROL
PANEL DU-1 DU-2 DU-3 DU-4 PANEL
8 9 10 11 12 13 14 15 16 17 9 8
7 7
18 19
1 - L/R DISPLAY UNIT REV PANEL 11 - REVERSION CONTROL PANEL

2 - L/R ANGLE OF ATTACK INDICATOR (OPTIONAL) 12 - ANTI-ICE PANEL
3 - L/R DIGITAL CHRONOMETER 13 - AIRPLANE LIGHT CONTROL
4 - STANDBY AIRSPEED INDICATOR THROTTLE 14 - GEAR/HYDRAULIC PANEL
5 - STANDBY ATTITUDE INDICATOR QUADRANT 15 - CABIN PRESS/OXYGEN PANEL
6 - STANDBY ALTIMETER 16 - ENVIRONMENTAL CONTROL
7 - L/R RUDDER PEDAL ADJUSTMENT 17 - CVR CONTROL PANEL
8 - L/R CREW LIGHTS PANEL 18 - SYSTEM TEST PANEL
9 - L/R AHRS PANEL 19 - CLEARANCE DELIVERY HEAD (CDH)
10 - ELECTRICAL CONTROL PANEL 20 - SLIP/SKID INDICATORS
HF
FLIGHT
SELCAL MGMT
SYSTEM
APU
TRIM WX RADAR
ENGINE/FUEL PANEL
Figure 16-1. Learjet 45 Instrument Panel

FlightSafety
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If display information is lost on one side due DISPLAY GUIDANCE

to malfunction or failure of one unit/channel,
the reversion control panel can be used to se- COMPUTER (IC-600 OR
lect the remaining system/channel to provide
information to both sides. The reversion panel IC/SG)
is located below DU2 (Figure 16-1) and con-
tains four switches, each with three positions GENERAL
(Figure 16-4). The center position on each is
the normal position (NORM), with selection The IC-600s have circuit cards installed to
on either side for a reversion selection. perform the following:
The display units are identified as DU1 • Symbol generators (Both IC-600s)
through DU4, starting at the left (Figure 16-
2). The display units each have a bezel con- • Flight director computers (Both IC-600s)
troller for pilot inputs and selections. The
two outboard display units (DU1 and DU4) • Primary trim (No. 1 IC-600 only)
function only as PFDs (primary flight dis-
plays), whereas the inboard units (DU2 and • Configuration trim (No.1 IC-600 only)
DU3) can be used to display EICAS or MFD • Mach trim (No.1 IC-600 only)
(multi-functional display) formats. The in-
board units are also capable of displaying the • Autopilot/Yaw damper computer (No.2
PFD format in a reversion mode. DU2 will IC-600 only)
normally have the EICAS format displayed on
it and DU3 will normally display the MFD for- • Secondary trim (No. 2 IC-600 only)
mat (Figure 16-2).
• Rudder boost (No.2 IC-600 only)
Two display controllers on the glareshield and
a bezel control on each PFD provide the crew The left and right IC-600’s have the same cir-
with the means to control various display for- cuit boards and part numbers, but the pins that
mats on the PFD, as well as the intensity of the are used on the left and right connectors are dif-
display. Bearing pointer select functions is ferent to allow for different functions of the two
also controlled from the display controllers. IC-600’s. Also, on aircraft 45-120 and subse-
quent and on earlier aircraft modified by SB
45-22-4, the IC-600’s each incorporate an in-
tegration module (IM-600) to allow configu-
ration strapping for different options. If the
configuration strapping between the IM-600’s
does not agree, an amber “CNFG MISMATCH”
CAS message is posted. If a communication
failure has occurred between the IC-600 and
IM-600, a white “IC 1 or 2 CNFG FAIL” CAS
will be posted. The IC-600 will continue to
function properly, and will power up with the
configuration stored at the last power down.
In addition to generating the flight instrument

displays, the IC-600 also processes informa-
tion from other systems for display on the PFD
and MFD such as weather radar, TCAS (if in-
stalled), and navigation information. The IC-


Honeywell

160 LOC HDG SPD GS 50 00 END
KDVT +15 SAT
AP YD 75.0 N1 75.0 AP YD
180 12.5 NM 245 GSPD 180
12 MIN N
20 20 3 20 20
GS 33 GS
160 PLAB1 160
10 10 4500 10 10 4500
550 ITT 550
1 PBD01 LL01 1
30
20 20
6
140 4300 PLAB2 140 4300
80 80
9 25 KDVT 9
10 10 50.0 N2 50.0 #TOC 10 10
120 50 FL300 50 120
76 OIL PSI 80
150 60 OIL °C 60 STAB 150
TCAS TEST RA NO BRG
100 TGT ABV TA NO BRG 100
180 RA 984 FF PPH 1002 SAT °C -15 WX FL
180 RA
.400 M 29.92 IN 315° .400 M 29.92 IN
-12
HDG HDG
359 CRS 001 L 1700 F 1000 R 1750 FLAPS 20 6 359 CRS 001
3 3
ILS1 N ILS1 N
33 3 2 ELECT HYD/ECS FLT 3 2
-10
33
-05
13.1 NM 1 VOLTS 28.5 28.0 MAIN 3000 SPLR 0 13.1 NM 1
30
30
6
6
+20
EMER-V 28.0 B-ACUM 3000 PIT 6.5
1000
W
0 1000
E
25 25 0
12
12
24
24
1 1
TGT 15 TEMP °C 30 50 OXY QTY 669 RUD L1
00
TGT 15
21 21
S 2 S 2
VOR1 MENU VOR1
3 MAP 3
ADF2 SUMRY ELEC HYD ECS FLT FUEL CAS ADF2
SYS MFD CKLST TCAS WX PLAN
MINIMUMS BARO MINIMUMS BARO

RA/BARO STD RA/BARO STD
Honeywell Honeywell Honeywell Honeywell
DU 1 DU 2 RMU 1 RMU 2 DU 3 DU 4
Honeywell Honeywell
COM 1 NB NAV 1 COM 1 SQ NARROW

BANDWIDTH
123.20 110.25 123.20 SELECT
123.20
MEMORIES
131.27 109.35
MEMORY-3 MEMORY-1 1 136.92 4 125.07
ATC/TCAS ADF 1
2 122.20 5 121.02
1471 162.5
3 131.27 6 118.17
1 ATC ON 162.5
ANT
TCAS DSPY
RANGE: 40
MORE INSERT
BELOW
--- RETURN DELETE
500
300
25.5 TUNE TUNE
Figure 16-2. Primary Display Units
600s collect information from the data acqui- flight guidance controller for flight director
sition units (DAUs) for the Engine Instrument and autopilot operation. When the autopilot is
and Crew Alerting System (EICAS) and the disengaged and coupled to the flight director
play of systems information. commands, the No.2 IC-600 controls the air-
plane using the same commands that are dis-
The flight guidance function of the IC-600 played on the selected flight director. The
provides digital processing of heading, navi- autopilot is not aware of which flight direc-
gation, and air data information to the elec- tor mode(s), if any, are active. The autopilot
tronic flight instrument system (EFIS). The simply tracks the pitch and roll steering com-
IC-600 computes flight director command bar mand as attitude change.
steering in response to pilot selections on the

FlightSafety
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DU1 PFD DU2 EICAS DU3 MFD DU4 PFD

Honeywell
WEATHER RADAR
Honeywell
FMS1 CHK EICAS 360 M A G 2 300 TAS

160 LOC HDG SPD GS 50 00 GEAR
KDVT +15 SAT
AP YD 75.0 N1 75.0 BRAKE ACCUM PR AP YD
180 180
RADIO MGMT UNIT 160

20 20
GS
MAN MAN AUX HYD QTY LO
R BATT OVHT
L R AOA HT FAIL
CONTROL PANEL
12..5 NM
12 MIN
33
PLAB1
N
3
245 GSPD
160
20 20
GS
RADIO MGMT UNIT
4500 TAKE OFF TRIM 4500
(RMU) 1
10 10
20
550 ITT 550 SPOILERS EXT
OFF OFF *PBD01 LL01 1
10 10
20 (RMU)
30
6
END
14 0 43 00 PLAB2 14 0 43 00
9 80 RCT STAB TGT SECT 9 80
Honeywell 10 10
25 KDVT
#TOC 10 10 Horneywell
50.0 N2 50.0 50 50
120 PULL WX GMAP PULL
+ FL300 120
76 OIL PSI 83 VAR SBY FP AUTO
COM NS NAV 1 150 60 OIL C 60
OFF TST 0 15 STAB 150 COM NS NAV 1
2 MESSAGES 0
--------- TEST 100 MIN MAX – T G T TCAS TEST RA NO BRG 100 --------- TEST
180 RA 980 FF PPH 1000 SAT C -15 GAIN RADAR TILT TA NO BRG 3 1 5 180 RA
29.92 IN WX ABV 29.92 IN
131.27 VOR TEST .400 M Honeywell
47 0
.400 M 131.27 VOR TEST
FUEL 4550 LBS PITCH TRIM 8.5 -16 FL
-12
DME PASS HDG
L 1700 F 1000 R 1850 FLAPS 25
HDG DME PASS
359 CRS 001 3 359 CRS 001 3
ATC/TCAS ADF 1 ILS1 N 20 ILS1 N ATC/TCAS ADF 1
3 2 -10
33 3 2
33 BRAKE
TEST TEST 13.1 NM ACCUM
-05
13.1 NM 1
TEST TEST
1
30
30
RESERVOIR
6
6
SYS TEST ADF ERR 800 SYS TEST ADF ERR
MAIN PSI +20
1000
E
1000 0
E
25 0 L 3000 R LOW PSI 25
12
12
24
24
1 A 00 1
TGT ENGINE PUMPS AUX PUMP TGT 15
MENU
15
21 21
VOR1
S 2 MAP VOR1
S 2
3 SYS MFD CKLST TCAS WX PLAN 3
ADF2 SUMRY ELEC HYD ECS FLT FUEL CAS ADF2
MINIMUM BARO MINIMUM BARO

TUNE TUNE
SQ DIM 1/2 STO RA/BARO STD RA/BARO STD SQ DIM 1/2 STO
ID PGE TST DME Honeywell Honeywell

ID PGE TST DME
PILOT AUDIO COPILOT AUDIO

CONTROL PANEL REVERSION
CONTROL PANEL
TRANSMIT EMER
IC/SG NORM REVERSION TRANSMIT EMER
1 2
PANEL
In In NAV
CUE FPA WX HSI FMS NAV CUE FPA WX HSI FMS
VHF 1 VHF 2 HF 1 HF 2 COMM 3 PA hPa hPa VHF 1 VHF 2 HF 1 HF 2 COMM 3 PA
MIC MASK MIC MASK
ADC NORM
FMS FMS FMS FMS
V PUSH 1 2 PUSH V
NAV 1 NAV 2 ADF 1 ADF 2 DME MLS BOTH ADF ADF ADF ADF NAV 1 NAV 2 ADF 1 ADF 2 DME MLS BOTH
O TO TO O
I I NAV NAV NAV NAV I I
1 2 1 2 D TEST TEST
C 1 2 1 2 D C
OFF
RH DISPLAY
OFF DIM OFF DIM OFF
Honeywell
SIDETONE MKR MUTE INPH
E
BRG
OUTBD
DU
INBD
DU BRG Honeywell
LH DISPLAY AHRS NORM
1 2
BRG
OUTBD
DU
INBD
DU BRG Honeywell Honeywell
E
LO HI
CONTROLLER
LO HI
SPEAKER
SPKR
ON
SPKR
OFF
SENS SENS
DIGITAL AUDIO PANEL HEADPHONE CONTROLLER DAU NORM
SPEAKER
SPKR
ON
SPKR
OFF
SENS SENS
DIGITAL AUDIO PANEL HEADPHONE
DU2 REV A B
DU3 REV
DU 2 DU 3
NORM NORM
PUSH
WARN PUSH
EICAS/
WARN
EICAS/ PFD
PFD MFD
REMOTE NAV UNIT CAUT

OFF
MFD
REV REV CAUT
REMOTE NAV UNIT
IC-600 IC-600
IC/SG IC/SG
CLEARANCE 1
COM
NAV AUDIO TX
E
M
R
SQ G
DELIVERY NAV
SQ
NAV
AUDIO
HEAD
MODES
CLR DLY
(CDH)
Honeywell
REMOTE COM UNIT
ATTITUDE ATTITUDE DISCRETES

HEADING HEADING
REMOTE COM UNIT REFERENCE REFERENCE
SYSTEM SYSTEM
(AHRS) (AHRS)
MAG FLUX
GATE MAG FLUX
GATE
RADAR
FLIGHT GUIDANCE
ALTIMETER
CONTROLLER (FGC) AIR DATA
DISCRETES Honeywell
COMPUTER
FD1 HDG NAV AP SPD FLC ALT FD2
AIR DATA CRS 1 HDG SPD ASEL CRS 2

(ADC)
APP XFR VS RIGHT
LEFT COMPUTER
DEEC
DEEC (ADC) PUSH SYNC PUSH SYNC
BNK YD
PUSH IAS/M
VNV
PUSH SYNC
DATA DATA
ACQUISITION ACQUISITION
UNIT UNIT
(DAU) (DAU)
PRIMARY TRIM SECONDARY TRIM
SYSTEM DRIVE YAW/RB ROLL PITCH
SYSTEM DRIVE
LEFT ENGINE RIGHT ENGINE

DATA AP/YD SERVOS DATA
Figure 16-3. Primus 1000 System Block Diagram

FlightSafety
international
The system configuration provides for dual

flight directors and single autopilot/yaw
damper operation. The autopilot can be cou- REVERSION
pled to either flight director. The right IC-
IC/SG NORM
600 also provides rudder boost using the same
servo as used by the yaw damper.
1 2
The No.1 IC-600 contains specific airplane
control functions such as primary trim, Mach
trim, and configuration trim when the au- ADC NORM
topilot is not engaged.
1 2
The IC-600 computers are interconnected al-
lowing the flight guidance and symbol gen-
erators to share, compare and communicate AHRS NORM
information.
1 2
The CAS monitors the IC-600 bus intercon-
nect, the temperature of each IC-600, the IC
cooling fans and the weight-on-wheels (WOW) DAU NORM
signal. An amber “IC BUS FAIL” message on
the CAS indicates that communication be- A B
tween the left and right IC/SG is invalid or the
off-side IC/SG has failed.
An amber “IC 1 or 2 OVHT” message indicates

that the corresponding IC-600 has reached an Figure 16-4. System Reversion Panel
overheat condition (> 110° C), although it
should continue to operate. If the tempera-
ture exceeds 140°C, the IC/SG will automat- side DUs. In this case, the failed side DUs
ically shut down. The amber “IC 1 or 2 OVHT” will only be repeaters of the operational side
message may be preceded by a white “IC 1 or DUs and thus not independent. ADC and
2 FAN FAIL” message if the overheat was due AHRS information will be displayed only
to a fan failure. from the units on the same side as the operat-
ing IC-600. The failed side display controller
The white “IC 1 or 2 WOW INOP” message and bezel buttons will not be usable. The MFD
will appear if the IC-600(s) is/are not receiv- display and functions will not be available
ing valid weight-on-wheels information. since an EICAS format will be displayed on
DU2 and DU3.
Failure of an IC-600 or failure of the symbol
generator within the IC-600 is indicated by
blanking of both on-side display units (DUs), IC/SG POWER SOURCE
a large red X on one or both DUs, or erro- The number 1 and 2 IC-600 DGCs are powered
neous/erratic display of data on either or both from the left and right essential busses re-
failed side DUs. An IC/SG reversion switch is spectively. The circuits are protected with cir-
provided on the REVERSION panel (Figure cuit breakers labeled IC/SG 1 and IC/SG 2 on
16-4) which allows selection of either IC/SG the pilot and copilot circuit breaker panels,
to drive the displays on all four DUs. With the within the INSTRUMENT/INDICATIONS
reversion switch selected to “1” or “2”, the op- group.
erational IC/SG on the selected side will con-
tinue to drive the on-side DUs plus the failed

FlightSafety
international
Normal circuit
for engine EICAS MFD
indications to (DU 2) (DU 3)
EICAS on DU 2
IC-600 #1 IC-600 #2
IC/SG IC/SG
SG 1 SG 2
RMU 1 RMU 2
DAU 1 DAU 1 DAU 2 DAU 2

CH A DAU 1 CH B CH A DAU 2 CH B
EMER L ESS EMER R ESS
BATT BUS A B BUS BATT BUS A B BUS
AIRCRAFT SYSTEMS
DISCRETES
AND ANALOG
INPUTS
FUEL FLOW
L ENG CONVERTER R ENG
FMS
Figure 16-3B. EICAS Block Diagram
DATA ACQUISITION formation and send it to the selected display

unit (normally DU2) for the EICAS display.
UNITS (DAU) Channel A of both DAUs also provides a di-
rect feed to the radio management units
There are two dual-channel data acquisition (RMUs) for backup displays.
units (DAUs) installed in the tailcone equip-
ment area of the airplane. The DAUs receive In addition to engine information, the DAUs
engine and airplane systems sensor informa- also collect analog data from other airplane sys-
tion and pass it, primarily, to the IC-600 (Refer tems such as fuel, hydraulic and accumulator
to Figure 16-3B). Both channels of DAU1 pro- pressure, DC electrical power, flight control
vide left engine data and both channels of settings, cabin pressure indications/settings,
DAU2 provide right engine data. For redun- and oxygen temperature/pressure. Some sys-
dancy, both channels of each DAU indepen- tems input information to only one DAU and
dently convert on-side engine information to some inputs are sent to both DAUs.
a common ARINC 429 data bus format and
sends it to both IC-600 symbol generators. A three position DAU reversionary switch is
The IC-600 symbol generators process the in- provided on the airplane’s reversionary con-

FlightSafety
international
trol panel located beneath the DU2 (Figure

16-4). The switch selections are labeled “A” ELECTRICAL
at the 9 o’clock position, “DAU NORM” at the L AV R AV
EMER BATT
center position, and “B” at the 3 o’clock po- MSTR MSTR
L ESS R ESS
sition. With the switch in DAU NORM, both OFF
EMER
OFF
IC-600s use Channel A from the left DAU and OFF
Channel B from the right DAU for engine/sys- L MAIN
L
NON-ESS
R
NON-ESS R MAIN
tems displays. In the reversionary positions (A
or B), each IC-600 uses only the selected chan- OFF OFF OFF OFF
nel data from both DAUs. For example, if the
DAU reversionary switch is selected to “A”, L GEN BUS-TIE R GEN
each IC-600 will use only channel A infor- MAN
mation from both DAUs for display. OFF OFF
If either channel of either DAU should fail, a EXT PWR L BATT R BATT APU GEN
DAU 1A, 1B, 2A, or 2B FAIL message will be ON ON
presented by the CAS. If a DAU 1A FAIL mes- AVAIL
OFF OFF
AVAIL
sage appears on the CAS, for example, the
pilot should move the DAU reversionary switch
to the B position. When either A or B is se-
lected, a DAU A or B REV message, as ap-
propriate, will appear on the CAS as an Figure 16-5. Electrical Control Panel
advisory (Table 16-2). If both channels of a
DAU should fail, the engine instruments dis- must also be closed for the avionics busses to
play for the corresponding side will be lost. be powered.
Also, any other systems information that is
processed only by that DAU will be lost. See Table 16-1 for a list of avionics equipment
that is powered from the left and right essen-
The DAU circuit breakers are located in the IN- tial and main avionics busses.
STRUMENT/INDICATIONS group on each
circuit breaker panel. On the left side is DAU1 If the avionics master switches are on during
CH A and CH B, and on the right side is DAU2 ground start or for a starter-assisted airstart,
CH A and CH B. DAU1 CH A and DAU2 CH the essential avionics busses will continue to
A are powered by the emer batt bus. DAU1 CH be powered, but the contactors for the main
B and DAU2 CH B are powered by the left and avionics busses will automatically depower
right essential busses respectively. until the start is complete.
The AFM recommends that the avionics mas-

AVIONICS MASTER ter switches be turned OFF for an on ground
battery start. The essential avionics busses
SWITCHES must remain powered during an airstart since
they power the flight critical display units.
Left and right avionics master switches are lo- The emergency bus, essential busses and es-
cated on the electrical control panel beneath sential avionics busses are all powered by the
DU2 (Figure 16-5). When the avionics mas- emergency battery during a starter-assisted
ter switches are selected to ON (“OFF” an- start. The avionics equipment that must be on
nunciators extinguished), contactors are during a ground start is powered from the es-
energized that connect the L/R essential avion- sential busses and the emergency battery bus.
ics busses and L/R main avionics busses to the
respective generator busses. The associated es-
sential contactors and main bus contactors

FlightSafety
international
Table 16-1. AVIONIC BUS LOADS
L ESS AV L MAIN AV R MAIN AV R ESS AV
DU 1 AFIS* ADF 2* DU 3
RAD ALT 1 DTU* ATC 2 DU 4
FLT PHONE* COMM 2
HF 1* DME 2
SELCAL* GPWS*
HF 2*
LTNG SENSOR*
NAV 2
RMU 2 PWR PRI
TCAS*
WXR
* OPTIONAL EQUIPMENT
RADIO SYSTEM equipped airplanes, Mode S transponders are

installed in place of the Mode C units.
GENERAL Two integrated navigation units are also lo-

cated in the nose avionics bay. They each con-
The Primus 1000 radio equipment includes tain a VOR, localizer, glideslope and marker
dual VHF communication, dual VHF naviga- beacon receiver module, a DME module and
tion, dual DME, dual transponder, and a sin- an ADF module (dual ADF modules are op-
gle ADF (dual is optional). tional).
Two radio management units (RMUs) (Figures The DME module is a six channel scanning
16-1 and 16-6) provide controls for all of the DME that simultaneously tracks four selected
units within the radio system. An auxiliary DME channels for distance, ground speed and
control head for the VHF communications time to station. Two of the channels are con-
transceiver #1 and VOR navigation receiver #1 trolled by the pilot and two channels are ded-
is located on the front right corner of the cen- icated to the FMS when installed. The modules
ter pedestal (Figure 16-1). It is referred to as also track two additional channels for the
the clearance delivery head (CDH). An audio IDENT function.
control panel is provided on each side of the
cockpit for controlling incoming and outgo-
ing audio signals. In addition, the audio con- AUDIO CONTROL SYSTEM
trol panels are used to control interphone,
headphone, speaker, cabin PA, and marker The pilot’s and copilot’s digital audio control
beacon audio/sensitivity. panels (Figure 16-7) are located outboard of
the PFDs on each side of the cockpit.
Two integrated communications units are lo-
cated in the nose avionics bay. They each con- Microphone transmit selector buttons are lo-
tain VHF communications transceiver and cated in a row along the top edge of this panel.
Mode C air traffic control transponder mod- For night flying operations, the microphone se-
ules. If the optional TCAS I is installed, it is lector buttons are annunciated with a lighted
controlled by this unit also. For TCAS II bar on the switch indicating the selected mi-

PRIMARY
RSB
PILOT'S SECONDARY BUS COPILOT'S SECONDARY BUS
RADIO MANAGEMENT UNIT RADIO MANAGEMENT UNIT
RMU PWR Honeywell Honeywell RMU PWR
COM 1 NB NAV 1 COM 1 NB NAV 1
PRI PRI
123.20 110.25 123.20 110.25
L ESS BUS 131.27 109.35 131.27 109.35 R MAIN AV BUS
MEMORY-3 MEMORY-1 MEMORY-3 MEMORY-1
ATC/TCAS ADF 1 ATC/TCAS ADF 1
1471 162.5 1471 162.5
SEC 1 ATC ON ANT 1 ATC ON ANT SEC
TCAS DSPY TCAS DSPY
EMER BATT BUS RANGE: 40 RANGE: 40

R ESS BUS
BELOW BELOW
TUNE TUNE
AUDIO CONTROL PANEL AUDIO CONTROL PANEL

TRANSMIT EMER TRANSMIT EMER
VHF 1 VHF 2 HF 1 HF 2 COMM 3 PA VHF 1 VHF 2 HF 1 HF 2 COMM 3 PA

MIC MASK MIC MASK
V V
NAV 1 NAV 2 ADF 1 ADF 2 DME MLS BOTH O NAV 1 NAV 2 ADF 1 ADF 2 DME MLS BOTH O
I I I I
1 2 1 2 D C 1 2 1 2 D C
E E
Honeywell Honeywell
SIDETONE MKR MUTE INPH SIDETONE MKR MUTE INPH
LO HI LO HI
SENS SENS SENS SENS
SPKR SPKR SPKR SPKR
SPEAKER ON OFF DIGITAL AUDIO PANEL HEADPHONE SPEAKER ON OFF DIGITAL AUDIO PANEL HEADPHONE
INTEGRATED INTEGRATED
COM UNIT COM UNIT
DIGITAL
CLEARANCE
AUDIO
DELIVERY HEAD
DIGITAL 1
COM
E
M
AUDIO
R
NAV AUDIO TX SQ G
NAV
NAV
SQ AUDIO
MODES
CLR DLY Honeywell
INTEGRATED INTEGRATED
NAV UNIT NAV UNIT
UNIVERSAL UNIVERSAL
TUNE 1 / 1 TUNE 1 / 1
–COM 1 COM 1 COM 2– –COM 1 COM 1 COM 2–
–NAV 1 121.65 NAV 2– –NAV 1 121.65 NAV 2–

RCL 133.75 RCL 133.75
–ADF 1 1 123.85 ADF 2– –ADF 1 1 123.85 ADF 2–
2 119.30 2 119.30
3 131.25 RCL– 3 131.25 RCL–
–ATC –ATC
4 124.95 4 124.95
#1 FMS RTN– RTN–

#2 FMS
DATA NAV VNAV DTO LIST PREV 1 2 3 DATA NAV VNAV DTO LIST PREV 1 2 3
FUEL FPL PERF TUNE MENU NEXT 4 5 6 FUEL FPL PERF TUNE MENU NEXT 4 5 6
A B C D E F G 7 8 9 A B C D E F G 7 8 9
H I J K L M N
BACK 0 MSG
H I J K L M N
BACK 0 MSG
ON/OFF + ON/OFF +
O P Q R S T DIM - O P Q R S T DIM -
U V W X Y Z ENTER U V W X Y Z ENTER
Figure 16-6. Radio System Bus Schematic

TRANSMIT EMER
VHF 1 VHF 2 HF 1 HF 2 COMM 3 PA

MIC MASK
V
NAV 1 NAV 2 ADF 1 ADF 2 DME MLS BOTH O
I I
1 2 1 2 D C
E
Honeywell
LO HI
SENS SENS
SPKR SPKR
SPEAKER ON OFF DIGITAL AUDIO PANEL HEADPHONE
Figure 16-7. Audio Control Panel
crophone. When these latching buttons are with EMER selected, the NAV AUDIO switch
pushed, they connect the microphone (hand- on the clearance delivery head must be se-
held mic, boom mic, or oxygen mask micro- lected ON. Assuming power is available to
phone) to the selected radio. At the same time, the COM1 and NAV1 units, COM and NAV
they also enable the audio associated with that frequencies can still be set using either RMU
radio, regardless of the setting on the audio or the clearance delivery head when EMER is
on/off buttons below them. The microphone se- selected on the audio control panel.
lector buttons are mechanically interlocked
so that each new selection automatically de- If EMER is selected and electrical power is still
selects the previous selection. Depressing the available to the audio panel, system warning
PA button connects the on-side microphone to audios will still be available through the cock-
the passenger address amplifier. The audio pit speaker and audio will be routed to the
level for the PA is automatically adjusted for cockpit voice recorder. If power is lost to the
conditions and is not settable by the crew. audio control panel, the EMER switch will
still work but system warning audio and audio
The pilot can use a hand-held microphone or to the cockpit voice recorder will be lost.
a boom microphone for transmissions. Also,
the oxygen mask microphone can be used The audio source selector controls are located
when the MIC/MASK selector is in the ex- on the lower rows of the audio control panel.
tended (unlatched) position. When these push-on/push-off switches are
latched (in position) audio is turned off from
An EMER switch is located in the upper right that receiver. When unlatched (out position), the
corner of each audio control panel. When the audio associated with that button is connected
EMER switch is depressed, the microphone to the headphone and also to the speaker, if it
and audio reception is connected directly to is selected on. The audio level can be adjusted
VHF1 and NAV1 and all functions of the audio by rotating the button, counter-clock-wise to de-
control panel are bypassed except the head- crease, and clock-wise to increase the volume.
phone volume. In order to receive NAV1 audio

FlightSafety
international
One knob, labeled DME, controls the audio re- The INPH (interphone) volume control ad-
ception for both DME1 and DME2. When the justs the on-side headset audio level when the
DME knob is unlatched (out position) and the interphone function is used. The interphone op-
arrow on the knob is centered straight up, the erates on a “hot mic” basis. The interphone is
audio level is at a minimum. Rotating the con- not available over the cockpit speaker except
trol knob in either direction, toward “1” or when the oxygen mask audio is selected.
“2” will increase the volume for that corre-
sponding channel only. The MIC/MASK control allows for micro-
phone audio switching between the
The audio level pointers on the knobs are il- boom/hand-held microphone (MIC) and the
luminated for night flight. There are separate oxygen mask microphone (MASK). When the
controls for speaker volume and headphone switch is latched (depressed position), MIC is
volume which adjusts the volume level for all selected and when the switch is unlatched (out
audio buttons selected. position), MASK is selected. The MASK in-
tercom feature provides interphone audio to
The speaker push-on/push-off selector is com- the on-side cockpit speakers during oxygen
bined with the sidetone knob. When the mask operation. This speaker audio is avail-
speaker switch is extended, it turns on audio able regardless of the SPKR ON/OFF button
to the on-side speaker. position. Selecting INPH allows adjustable
volume control of the off-side MASK intercom
The speaker sidetone audio is controlled by the on the speaker.
speaker SIDETONE volume control and the
SPEAKER volume control for both on-side Warning system audio signals are input to the
and off-side transmit conditions. audio panel for dissemination to the crew over
the headphones and speakers. Also, head-
The ID/BOTH/VOICE switch is located on phone, speaker, and microphone audio is out-
the right side of the audio panel. In the ID po- put to the cockpit voice recorder (CVR).
sition, the VOR and ADF audio is filtered to Microphone output is also routed to the No. 1
enhance the Morse Code identification and DAU if the airplane is equipped with an op-
eliminate the voice signal. In the VOICE po- tional flight data recorder (FDR).
sition, the ident audio is filtered to pass the
voice content only and in the BOTH position,
voice and ident signals may be heard simul-
taneously.
The controls for the marker beacon receiver

are located at the bottom of the audio panel.
They include the marker audio volume control
( M K R ) , m a r k e r s e n s i t iv i t y c o n t r o l ( L O
SENS/HI SENS) and marker mute control
(MUTE).The controls on the left and right
audio panels control the left and right marker
beacon receivers respectively. The sensitivity
is controlled by the rotation of the MUTE con-
trol. If either audio panel MKR sensitivity
control is set LO, then both MKR receivers are
set to LO, regardless of the position of the
other audio panel controls. The pilots can tem-
porarily mute the on-side marker beacon re-
ceiver audio ident by momentarily depressing
the spring-loaded MUTE/HI/LO switch.

FlightSafety
international
The RMU has a color LCD (liquid crystal dis-

Honeywell play) and uses the concept of pushing a line
select key adjacent to the parameter that the
COM 1 NB NAV 1 crew wishes to control (Figure 16-8). Any se-
lectable parameter, such as a VOR frequency
123.20 110.25 (NAV), may be changed by first depressing the
line select key adjacent to the displayed fre-
131.27 109.35 quency. This action places a yellow cursor
MEMORY-3 MEMORY-1 box around the frequency. Rotating the con-
ATC/TCAS ADF 1 centric tuning knobs, at the lower right, will
then set the desired value.
1471 162.5
1 ATC ON ANT There are six keys on each side of the RMU.
TCAS DSPY The top key on each side is referred to as a
RANGE: 40 transfer key, and has up and down pointing ar-
rows on them. The remaining keys are referred
BELOW to as line select keys. The RMUs also contain
eight function keys located at the bottom, to
the left of the tuning knobs.
TUNE
SQ DIM 1/2 STO
The RMU main tuning page (Figure 16-8) is di-
vided into six dedicated windows. Each window
ID PGE TST DME
groups the data associated with a particular func-
tion. The windows (COM, NAV, ATC/TCAS,
ADF, and TCAS DSPY) each provide for con-
Figure 16-8. Radio Management Unit trol of both frequency and operating mode of the
associated function. The ATC and TCAS win-
RADIO MANAGEMENT UNITS dows will vary depending on which optional
equipment is installed.
General The RMU also has other display modes, called
The radio management units (RMUs) are the pages, which provide additional features and
central control units for the radio system. They functions for the control of the radio system.
provide complete capability for controlling
the operating mode, frequencies, and codes The PGE function key at the bottom of the
within all the units of the radio system. Either RMU is used to access additional RMU pages.
RMU can be used to control frequencies/modes When the PGE function key is depressed, a
for NAV, COM, ATC and ADF. The TCAS (if PAGE MENU page will be displayed (Figure
installed) is also controlled through the RMUs. 16-9). The desired page is then selected by de-
COM 1 and NAV 1 frequency control is also pressing the line key adjacent to the selection.
available through the clearance delivery unit,
which is described later in this section, and RMU display brightness is adjustable using the
through the FMS, if installed. tuning knob after the DIM function key is de-
pressed. To return the tuning knob to normal
When a radio is tuned with either RMU, FMS operation select any other key. Setting dis-
or the clearance delivery head, the selected fre- play brightness provides the bezel mounted
quency or code is echoed back to all of these light sensors with the pilot’s desired refer-
units after the frequency/code is changed, so ence about which they adjust the brightness for
they all reflect the current setting. varying lighting conditions.

FlightSafety
international
Cross Side Operation is selected to “1 ATC ON” using the right

RMU, “1 ATC ON” will be green on the right
Either RMU can be used to control the left or RMU and yellow on the left RMU.
right COM/NAV units. With the cursor in any
window except the ATC or TCAS display, When the 1/2 function key is depressed to se-
pressing the 1/2 function key at the bottom of lect cross-side operation on either RMU, the
the RMU transfers the entire RMU operation color of the legends at the top of each window
to the cross-side system. If the cursor is in will change to magenta to make it apparent to
the ATC or TCAS display window, pressing the operator that cross-side is selected.
this key selects which transponder will be in
operation. COM Tuning Operation
RMU Display Color Coding Normal operation of the RMU is with the radio
tuning page displayed (Figure 16-8). A section
The digits displaying frequency for COM, for COM is located in the upper left corner. The
NAV, ADF, and ATC code are white when they COM window has two lines, displaying COM
have been tuned by that RMU. They are yel- frequencies. The top line displays the active
low when they were remotely tuned by the frequency of the COM, while the line below
opposite RMU, the FMS, or the Clearance it displays a preset frequency. Upon pressing
Delivery Head. The modes for ATC/TCAS, the line select key adjacent to the lower (pre-
ADF, and TCAS range will be displayed in set) frequency, a yellow cursor (box) will
green when selected by that RMU but will be move to enclose that frequency. This step is
yellow when selected on the opposite side not always necessary since the cursor nor-
RMU. For example, if the transponder mode mally “parks” over the preset frequency box.
Anytime the cursor has been moved to an-
other spot on the main radio tuning page, it will
Honeywell automatically return to the COM preset fre-
quency after 20 seconds of inactivity on that
PAGE MENU SYSTEM 1 page. When the cursor is overlaying the pre-
set frequency, the frequency can be changed
RADIO PAGE by adjusting the tuning knobs. The preset fre-
quency can then be changed (flip-flopped)
COM MEMORY NAVIGATION with the active frequency by depressing the
transfer key (top, left key).
NAV MEMORY ENGINE PG1 When the preset frequency is changed with the
tuning knobs, the nomenclature, which pre-
ATC/TCAS ENGINE PG2
viously said MEMORY, with a number fol-
lowing it, changes to TEMP, indicating that the
preset frequency has not been stored in the
MLS
main memory of the RMU.
RETURN MAINTENANCE
The storage function can be accomplished by
pressing the STO (store) button located at the
SQ DIM 1/2 STO
TUNE bottom of the RMU. When the STO button is
depressed, the nomenclature beneath the pre-
set COM frequency will change back to MEM-
ID PGE TST DME
ORY, and the digit following “MEMORY”
will indicate in which memory location the fre-
quency is stored (Figure 16-8).
Figure 16-9. Page Menu on RMU

FlightSafety
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With the main tuning page displayed, the pilot A NB or WB will appear at the top of the COM
can use the rotary tuning knobs to scroll window to indicate narrow bandwidth or wide
through the frequencies stored in memory. By bandwidth is selected (Figure 16-10). Pressing
pressing the line select key adjacent to the the top right transfer key while on the COM
preset frequency, the cursor will position over memory page (Figure 16-11) will toggle the
the preset frequency. Pushing the line select receiver bandwidth from narrow to wide or
key a second time will cause the cursor to vice-versa. The power-up setting will be the
move from the preset frequency to the MEM- same as what was selected at power-down.
ORY nomenclature. Once the cursor is placed
around the memory nomenclature, the stored The narrow bandwidth is normally selected to
memory values (maximum of 12) can be ex- communicate with current generation ground
amined by turning the tuning knobs clock- stations that have very tight frequency toler-
wise to increment and counter-clockwise to ance. In some areas of the world, that utilize
decrement. As each memory location (chan- older ground equipment, wideband operation
nel) is selected, the stored frequency will be is required to properly receive ground trans-
shown on the COM preset line. A stored fre- missions.
quency on the preset line can then be moved
to the active frequency position by depressing NAV Tuning Operation
the transfer key. Presets can also be viewed by
selecting COM or NAV MEMORY on the The organization of the NAV window (top
RMU PGE MENU (Figure 16-9). right corner of the RMU) is identical to the
COM window in that the top frequency is ac-
Another function available on the COM win- tive and the bottom frequency is preset (Figure
dow is direct tuning. By pressing the line key 16-10). The preset frequency will also have an
next to the preset frequency and holding it de-
pressed for approximately two seconds, the
preset frequency will disappear, and the yel- Honeywell
low cursor box will now enclose the active
frequency. The active frequency can now be COM 1 NB NAV 1
changed directly by rotating the tuning knobs.
113.80
123.20 108.00
A TX will appear at the top of the COM win-
dow when the associated radio is transmitting. 131.27 DME H IPHX
Its purpose is to show the transmitter is on and MEMORY-3 110.30
to alert the pilot in case of a stuck microphone ATC/TCAS ADF 1
key. When the microphone is stuck for ap-
proximately two (2) minutes, a beep will sound 1471 162.5
on the audio and a MIC STK message will ap- 1 ATC ON ANT
pear at the top of the COM window until the TCAS DSPY
mic button is released. Ten (10) seconds after RANGE: 40
the MIC STK annunciation appears, the se-
lected transmitter will automatically turn off. BELOW
A squelch function is associated with COM.

Depressing the SQ (squelch) function key at TUNE
SQ DIM 1/2 STO
the bottom of the RMU causes the COM radio
to open its squelch and allows any noise or sig-
nal present in the receiver to be heard. When ID PGE TST DME
selected, a SQ will appear at the top of the

COM window. Pressing the button a second
time closes the squelch. Figure 16-10. DME Tuning on RMU

FlightSafety
international
Honeywell Honeywell
COM 1 SQ NARROW NAV 1

BANDWIDTH FMS
123.20 SELECT 109.35 ENABLED
MEMORIES MEMORIES
1 136.92 4 125.07 1 110.30 4 108.70

2 122.20 5 121.02 2 115.60 5 111.80
3 131.27 6 118.17 3 116.50 6 108.40
MORE INSERT MORE INSERT
RADIOS DELETE RADIOS DELETE
TUNE TUNE
Figure 16-11. COM and NAV Memory Pages on RMU
annunciation indicating whether it is a MEM- and re-tuning using the tuning knobs.
ORY or a TEMPorary frequency. The memory
functions and direct tuning operate the same During the time that the VOR and DME fre-
as described under COM Operation, except quencies are split, the DME digital station
the NAV window has an added function called identifier will appear following the DME
DME split tuning mode. Its operation is sim- nomenclature on the top edge of the DME sec-
ilar to the function called DME hold; how- tion. Also, when using DME split tuning, an
ever, there are some differences which require amber H (hold) appears in front of the DME fre-
explanation. quency. This indicates that the distance display
(DME or TACAN) is not paired with the
Normally, the DME frequency is automati- VOR/ILS navigation data. When the H is dis-
cally tuned along with the NAV frequency it is played on the RMU, it will also be displayed
associated with. However, depressing the DME following the DME read-out on the PFD.
function key at the bottom of the RMU allows
the DME frequency to be tuned independent of Depressing the DME key a second time will
the NAV frequency. Depressing the DME key cause the DME window to change from a VHF
once causes the NAV window to split into two frequency presentation to a TACAN channel
sections (Figure 16-10), the top section con- presentation with W, X, Y and Z channeliza-
tains the active VOR frequency and preset, tion nomenclature. This mode of operation
and the lower section, now labeled “DME,” allows access by the DME to all 126 TACAN
contain the active DME frequency in VHF for- channel in all W, X, Y and Z operating modes.
mat. In this condition, the DME may be tuned With the cursor over the TACAN display the
directly by simply pressing the line select key operating channel can be changed by rotating
to place the cursor box around the frequency the tuning knobs.

Pressing the DME key a third time will cause tion in the listing. For example, to insert a
the NAV window to resume its normal mode new frequency in field number 3, first high-
with active and preset displays. It will also light the field with the cursor box, then select
cause the DME to return to its previous con- INSERT. The previous number 3 frequency
dition of channeling with the selected NAV now becomes number 4, and so forth. The cur-
mode. sor will remain at the insert location and the
field will initially show 118.00 (the default fre-
COM and NAV Memory quency), until it is changed using the tuning
knobs as desired.
The RMUs each have the capability to store up
to 12 COM and 12 NAV frequencies in mem- To delete a frequency from memory, first high-
ory. These stored frequencies can be displayed light that frequency with the cursor, as above
on two memory pages each for COM and NAV. with the line select key. Then depress the key
The memory pages can be selected from the adjacent to the DELETE function label. The
menu on the PAGE MENU page. To access the frequency enclosed by the cursor will then be
PAGE MENU page, depress the PGE function deleted from memory and the other frequen-
key on the RMU. Next, depress the line select cies, with a higher number will then move for-
key adjacent to COM MEMORY or NAV ward to fill the empty location.
MEMORY on the PAGE MENU page. The fol-
lowing description is of the COM. NAV MEM- The active frequency may be changed to one
ORY page operation, is managed exactly the of the stored frequencies while on the MEM-
same. The first page of COM MEMORIES ORY page. This is done by placing the cursor
(Figure 16-11) shows the active COM frequency box over the desired frequency and depress-
on the top row followed by 6 positions for pre- ing the transfer key.
set frequencies. Beneath the frequency fields
are function selection options. Depressing the
line select key adjacent to MORE allows the op- Honeywell
erator to toggle back-and-forth between page
1 and page 2 of the memory pages. Page 2 looks COM 1 NB NAV 1
similar to page 1, except it has memory loca-
tions labeled 7 through 12. 123.20 110.25
The function selection at the bottom, left cor- 131.27 109.35
ner is labeled RADIOS. Depressing the key ad- MEMORY-3 MEMORY-1
jacent to it will return the operator to the main ATC/TCAS ADF 1
radio page.
1471 162.5
With the MEMORY page displayed on the 1 ATC ON ANT
RMU, any of the frequencies may be changed TCAS DSPY
by first depressing the appropriate line select RANGE: 40
key. This places the cursor box over the pre-
vious frequency or vacant position, then enter BELOW
a new frequency using the tuning knob.
If it is desired to add a new frequency in a par- TUNE

SQ DIM 1/2 STO
ticular numbered field or location, first depress
the line select key beside that location. This
places the cursor box over the frequency field. ID PGE TST DME
Depressing the button next to the INSERT
function label then creates a space for the new
frequency at that location, and all other pre- Figure 16-12. ADF Tuning on RMU
viously set frequencies then move one posi-

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ADF Tuning and Mode Control Transponder/TCAS

ADF operation is the same as COM and NAV Transponder operation is similar to COM/NAV
tuning in that depressing the line select key be- operation in that depressing a line select but-
side the ADF frequency will place the cursor ton beside the function desired will move the
over the frequency to be changed (Figure 16- cursor to that location. Those airplanes with-
12). Rotating the small tuning knob slowly out TCAS installed will have an ATC legend
will advance the frequency in 0.5 kHz steps. at the top of the transponder window, and
This change will increase to 10 kHz steps those equipped with TCAS will have
when the large knob is used. The rate at which ATC/TCAS labeled above the window.
the frequency changes is dependent upon and
proportional to the speed at which the knobs, Either transponder 1 or 2 can be selected for
small or large are rotated. use and controlled by either RMU. A number
1 or 2 will appear in front of the transponder
The RMU has the capacity to store one ADF mode in the ATC window on both RMUs in-
frequency in memory. This is accomplished by dicating which transponder has been selected.
selecting the desired frequency, then de- Transponder side selection is toggled by de-
pressing the STO function key at the bottom pressing the 1/2 button on either RMU with the
of the RMU. To retrieve this stored frequency cursor anywhere within the ATC/TCAS win-
from memory, the frequency line select key dow, and the transponder in an operating mode
must be depressed for 2 to 3 seconds. (not in standby mode).
ADF modes are also controlled within the Since only one transponder can operate at a
ADF window. Repetitively depressing the line time, both RMUs will display the same in-
select key adjacent to the ADF mode annun- formation. Therefore, if a code or mode is
ciation will step through the available ADF changed on one RMU, the other RMU will
modes of operation. This can also be accom- echo the change. To illustrate which RMU ini-
plished by placing the cursor over the mode tiated the change, the echoed change will be
annunciation, and using the tuning knobs to displayed in yellow.
step up or down through the available modes.
The ADF operating modes are as follows: The RMU has a lockout function which pre-
vents both transponders from operating at the
• ANT - ADF audio signal only. same time. During normal operation, one
transponder will be in STANDBY at all times.
• ADF - ADF receives signal and calcu-
lates the relative bearing to the station. The transponder is switched from standby to
an operating mode by depressing the line se-
• BFO - ADF adds a beat frequency oscil- lect key adjacent to the MODE line. Once the
lator for reception of CW (carrier wave) cursor has been selected, the mode line select
signals.
key acts as a toggle to switch the transponder
• VOICE - ADF opens the IF bandwidth for between the standby mode and the active mode.
better aural reception. Not used for nav- For example, if the ALT ON mode is selected,
igation. repeatedly depressing the mode select line
key will toggle the transponder between STBY
Single ADF installations operate the same as and the ALT ON mode.
dual configurations except that the ADF win-
dow annunciator does not identify a side num- Once the transponder is in the ALT ON mode,
ber. With a single ADF, the frequency and the mode of operation is changed using the tun-
mode can be selected on the main tuning page ing knobs (cursor must be over the operating
of either RMU. mode field). The active mode of operation can
then be changed by rotating the concentric

FlightSafety
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tuning knobs. The tuning knobs will have no A selected transponder code may be stored
effect if the transponder is in a standby mode. into memory by depressing the STO button
while the cursor is on the transponder code.
When the altitude reporting mode is selected, To retrieve the code from memory, depress
the altitude being reported to the interrogating and hold the code line select key for 2 to 3
radar station is displayed on the ATC/TCAS seconds.
page (Figure 16-14), which is accessed through
the PAGE MENU page (Figure 16-9). Depressing the ID button of the RMU will ini-
tiate an approximate 18 second IDENT mode
On the display shown in Figure 16-14, the sec- on the transponder. This action will also illu-
ond line from the bottom indicates transpon- minate an ID annunciation along the top edge
der number one is active and is reporting an of the transponder window (Figure 16-13).
uncorrected altitude of 2,600 feet. IDENT can also be activated by depressing a
button on the front of the inboard handle of ei-
The ATC/TCAS control page (if TCAS II in- ther control yoke.
stalled) also allows the operator to temporar-
ily switch the TA display of intruder altitude A reply annunciator (rectangular box) is lo-
from relative (REL) to absolute (FL) by de- cated in the upper right corner of the ATC
pressing the adjacent LSK. The TCAS display window. This box will turn amber whenever
automatically switches back to REL after 20 the transponder is being interrogated by a
seconds. See TCAS in this chapter for more in- ground station radar (Figure 16-13).
formation.
The selectable modes with a Mode C transpon-

der installed, without TCAS, are as follows:
• STANDBY - Transponder ready, but not
replying.
• ATC ON - Replies on Mode A only (no
altitude reporting).
• ATC ALT - Replies on Modes A and C
(with altitude reporting).
The selectable modes with a Mode C transpon-

der and the optional TCAS I installed are all
of the above, plus:
• TA ONLY - Selects the TCAS traffic ad-

visory mode.
The selectable modes with a Mode S transpon-

der and TCAS II installed includes all of the
above for TCAS I, plus:
• TA/RA (traffic/resolution advisory).
To change the transponder code, first highlight

the code with the cursor. Then, using the large
outer tuning knob, adjust the left two digits; Figure 16-13. ATC IDENT on RMU
use the smaller inner knob to change the two
right digits.

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TCAS Controls contains a combination vertical analog and

digital readout for N1 at the top of the display.
Selection of the TA or TA/RA modes is de- The system is capable of providing IGN and
scribed above with the description of transpon- FIRE annunciators inboard of the N1 analog
der operation (Figure 16-14). scale. The following digital displays appear
below the N1 display:
Those airplanes equipped with TCAS I or II
can select TA (traffic advisory display) on the • ITT (left and right)
ATC/TCAS mode and TCAS on the MFD for
visual and aural “TRAFFIC’ advisories. Those • O/P (oil pressure, left and right)
airplanes with TCAS II installed can also re-
ceive visual RA (resolution advisories) in- • FUEL (left and right wing only; no indi-
formation on the vertical speed indicator of the cation of fuselage fuel is provided)
PFD and audio RA information through the
audio system. • HYDM-B (hydraulic pressure for main
system on left side, and brake accumu-
RMU Backup Pages lator pressure on the right)
General • SPLFLP (spoiler extension on the left,

and flap extension on the right)
Either RMU can provide two pages of engine
and systems indications and one page for a Page 2 of the engine display (Figure 16-15)
backup navigation display. These displays can contains digital readouts of the following, start-
be selected on the PAGE MENU page of either ing at the top:
RMU (Figure 16-9).
RMU Engine/System Pages

Honeywell
The backup engine and systems pages can be
selected by depressing the line select key ad- ATC/TCAS CONTROL
jacent to “ENGINE PG1” or “ENGINE PG2”
on the PAGE MENU page. The pilot can se- INTRUDER ALTITUDE: REL
lect back-and-forth between PG1 and PG2
using the bottom left line select key, labeled TA DISPLAY: AUTO
“MORE.”
FLIGHT ID: N 45 LJ
Through default logic, the #1 RMU will au-
tomatically display Page 1 of the engine and
systems pages if neither IC-600 DGC is send-
ing the EICAS display format to one of the
large display units. If DU 2 is turned off with ATC ALTITUDE 1 2600
DU 2 reversion switch, the EICAS display
RETURN TO
does not automatically transfer to DU 3 or #1 RADIOS
RMU. Once the engine page has been auto-
matically selected, and the crew then selects
another page for display, the RMU will auto- SQ DIM 1/2 STO
TUNE
matically return to Page 1 of the RMU engine

display 20 seconds after the last user input to ID PGE TST DME
the system.
Page 1 of the engine display (Figure 16-15) Figure 16-14. ATC/TCAS Control Page on RMU

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Honeywell Honeywell
IGN IGN 75.0 N1 75.0

75.0 N1 75.0 50.0 N2 50.0
60 OIL °C 60
984 FF PPH 1002
28.5 VOLTS 28.0
550 ITT 550 EMER V 28.0
76 O/P 80 50 AMPS 65
1400 FUEL 1450 SAT -15°

10 SPLFLP 20 6.5 R2 L3
MORE MORE
TUNE TUNE
PAGE 1 PAGE 2
Figure 16-15. Backup Engine/System Pages on RMU
• N1 (left and right engine) • TRIM-PIT (pitch trim in units)
• N2 (left and right engine) • AIL (aileron trim, units L or R for left
wing down or right wing down)
• OIL ° C (oil temperature left and right en-
gine in degrees Celsius) • RUD (rudder trim units left or right)
• FF PPH (fuel flow left and right engine in The color coding of the digital indications is
pounds per hour)(FF KPH if strapped for similar to the normal EICAS display colors.
KG units of fuel) Digits are displayed in white for normal
ranges, amber for caution ranges and red for
• VOLTS (DC volts on left and right es- the warning range.
sential busses)
RMU Navigation Page
• EMER V (DC volts on the emergency
battery bus) A navigation page (Figure 16-16) can also be
selected for display on either RMU.
• AMPS (drawn on left and right generator)
On the navigation page, NAV1 and ADF1 can
• SAT (static air temperature in degrees be tuned directly. For all other frequen-
Celsius) cies/code tuning (i.e. COM1 and ATC1) the op-
erator must return to the main radio page, or

FlightSafety
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Honeywell Honeywell
NAV ADF NAV ADF

000 109.90 000 429.5
116.00 172.5
N N
33 3 33 3
VOR
350°
ADF 330°
010° ADF
CRS DME CRS DME
000 TO IM 35.9 000 MM 7.2
TUNE TUNE
VOR NAVIGATION ILS NAVIGATION

Figure 16-16. Backup Navigation Display Page on RMU
the CDH can be used to tune COM 1 fre- • DME (distance to tuned station, NAV #1,
quencies while the RMU is being used as a bottom right corner)
NAV display.
• Bearing pointers for VOR and ADF
The navigation display is accessed by de-
pressing the PGE key on the RMU, causing the • Digital VOR and ADF bearing readouts
PAGE MENU to be displayed (Figure 16-9). (just above CRS)
Selecting the NAVIGATION option with the
line select key will then display the navigation • “TO/FROM” indication
page.
• Marker beacons
The following information is displayed on the
backup navigation page (Figure 16-16), when • Heading from #2 AHRS, lubber line and
valid data is available: digital heading readout
• NAV (frequency set on #1 NAV receiver, • Lateral deviation (VOR and ILS)
top left corner)
• Vertical deviation (GS only)
• ADF (frequency set on #1 ADF, top right
corner) The navigation displays on both RMUs use
AHRS #2 heading information and NAV in-
• CRS (selected course, bottom left corner) formation from NAV1 and ADF1. If the head-

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ing information is invalid, the digital display course can be changed as desired by rotating the
is replaced with amber dashes, the compass tuning knobs. The small knob will change the
digits are removed, and a large red “HDG course in 1 degree increments and the large knob
FAIL” is annunciated between the compass arc will change it in 10 degree increments. The
and the airplane symbol (Figure 16-17). course arrow in the center of the display will vary
as the selected course is changed.
A cursor appears on the NAV page which can
be positioned with the line select keys on each VOR and ADF bearing pointer will be dis-
side of the RMUs. When positioned over the played on the navigation display when valid
NAV frequency, ADF frequency or the course frequencies are selected and being received
(CRS) that frequency or course can be changed (Figure 16-16). The bearing pointer head or tail
with the TUNE knob. The NAV1 frequency is will extend beyond the compass rose at the ap-
in the upper left corner and the ADF frequency propriate point when within the 90° arc of the
is in the upper right corner. display. The VOR pointer is a single line with
a circle just aft of the point. The ADF pointer
A digital display of the selected course is located is double lines with a diamond just aft of the
in the lower left corner of the display. The se- point. When the head or tail of the selected
lected course digital display box is the default pointer is not within the compass arc, an arrow
position for the tuning cursor. If the cursor is not will appear in the upper left or right portion
positioned over the course, it can be placed there of the RMU (below the NAV or ADF tuning
by depressing the adjacent line select key. When boxes) indicating the direction of the bearing
the cursor is over the digital course display, the pointer location. There is a digital readout of
the selected bearing pointer bearing located
just above the VOR or ADF legend on the left
side of the case.
Honeywell
A conventional vertical deviation scale will
NAV ADF appear on the right side of the backup navi-
... . . ... gation display when a valid ILS frequency is
109.90
tuned.
N A conventional VOR/ILS lateral deviation

33 3 bar or course deviation indicator (CDI) will
appear in the center of the backup navigation
HDG
FAIL
display when a VOR/ILS frequency is tuned
and received.
330
ADF
CRS DME
... ...
TUNE
SQ DIM 1/2 STO
ID PGE TST DME
Figure 16-17. Invalid Backup

Navigation Display on RMU

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RMU Self-Test FMS RADIO TUNING OPERATION

The radio system has an extensive built-in-test. If the optional FMS is installed, the FMS in-
A test is initiated when power is turned on terfaces with the RMUs for radio tuning. The
(power-on self-test) and a self-test can be ini- FMS has a radio tuning page that can be used
tiated by the pilot (pilot-activated self-test) t o c o n t r o l V H F C O M , NAV, A D F a n d
using the TST key on the RMU. If errors are transponder codes. If it is suspected that the
detected during the power-on self-test, results FMS is interfering with com/nav radio tuning,
will be displayed on a Test Results window and an “FMS ENABLE/DISABLE” selection on
if no errors are detected, the RMU will display the RMU NAV memory page can be toggled
the radio tuning page. If an error message is with the adjacent line select key (Figure 16-
listed, the pilot should note the module asso- 11). The “DISABLE” selection will prevent
ciated with the error message and verify ac- tuning any of the radios through the FMS
ceptable operation of that module by CDU.
performing a pilot-activated self-test.
When the FMS is used to change a radio fre-
The pilot may initiate a self-test sequence of quency, the RMU will respond by tuning the
any radio function by depressing and holding frequency and displaying it in the applicable
the TST key on the RMU after positioning the RMU window. In order to minimize confu-
cursor inside the window for the function to sion to the pilots, the RMU will change the
be tested. After the test is complete, the green color of the active frequency whenever a
PASS or red ERR legend will appear in the win- change is made that was not generated locally
dow. The errors identified by the self-test in- at the affected RMU. An RMU frequency that
dicate one or more internal parameters were is tuned from the CDH, x-side RMU, or FMS
found to be outside the test limits but may not will be yellow, and a frequency that is auto-
necessarily indicate non-operation of the func- tuned by the FMS will be magenta. That color
tion. The pilot should verify operation of the will remain until it is changed by the local
function. Pilot initiated tests may also be per- (RMU) tuning action.
formed on the VOR, ILS, Marker, DME and
ADF.
RMU POWER SOURCE

The RMUs each have a primary and a sec-
ondary power source. If the primary source is
not available, the RMU will automatically
switch to the secondary power source. RMU
power sources are as follows:
RMU #1 Primary L ESS BUS

Secondary EMER BAT BUS
RMU #2 Primary R MAIN AV BUS

Secondary R ESS BUS
RMU #1 and RMU #2 primary and secondary

circuit breakers are located in the COMMU-
NICATIONS group of circuit breakers on the
respective side. The RMU #2 primary power
is the only power source affected by the avion-
ics master switch.

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CLEARANCE DELIVERY HEAD (CDH) • Nav section of the integrated navigation

unit #1. (DME/ADF portion not powered.)
The clearance delivery head (CDH or CLR
DLY) is located on the right, front corner of The RADIO CTL HOT BUS is only functional
the center pedestal (Figure 16-18). The CDH when power is not applied to the left essen-
provides an alternative capability for tuning tial bus. When the airplane batteries are on, the
the No.1 VHF COM transceiver and the No.1 above equipment receives power from the es-
VHF NAV radio. Also, the CDH can be used sential busses and the RADIO CTL HOT BUS
to tune the VHF COM radio prior to applying cannot be selected. If it was selected before
electrical power to the airplane. airplane batteries were turned on, the ON an-
nunciator on the RADIO CTL HOT BUS
The CDH control head is normally powered by switch will extinguish when airplane batter-
the left essential bus through the AUDIO 1 cir- ies are turned on.
cuit breaker; however, it and other communi-
cation related equipment can also be powered The display on the CDH is liquid crystal type
from the right forward hot bus, prior to ap- with white letters on a black background. The
plying electrical power to the aircraft. pushbuttons, the display, and the control iden-
With airplane batteries OFF, depressing the mo-
mentary action RADIO CTL HOT BUS switch
on the center pedestal applies power from the
right hot bus to the following equipment:
• Left and right audio control panels. (Some

earlier airplanes–left audio only.)
• CDH control panel.
• Comm section of the integrated commu-

nication unit #1. (ATC portion not pow-
ered.)
TUNING NAV AUDIO ON

SYSTEM INSTALLATION CURSOR ANNUNCIATOR
ANNUNCIATOR
EMERG MODE
1 E 1 E ANNUNCIATOR
COM M RADIO TUNING COM M
R ANNUNCIATORS R
NAV AUDIO TX SQ G NAV AUDIO TX SQ G
SQUELCH
ANNUNCIATOR
NAV NAV
TRANSMIT
ANNUNCIATOR
TRANSFER KEY
NAV NAV
SQ AUDIO SQ AUDIO NAV AUDIO
MODES ON/OFF SWITCH
MODES
NORM/EMERG
SQUELCH
MODE SWITCH
ON/OFF SWITCH
CLR DLY Honeywell CLR DLY Honeywell TUNING KNOBS
Figure 16-18. Clearance Delivery Head (CDH)

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tifier legend are backlit with electrolumines- when the CDH has been placed in the
cent lighting. emergency mode. In the normal mode
there is no annunciation. In the emer-
The CDH controls (Figure 16-18) are as follows: gency mode, COM1 and NAV1 are tuned
exclusively by the CDH. This annuncia-
• Transfer Key – Alternately selects either tor is not related to the emergency COM
the COM (top) or NAV (bottom) fre- frequency of 121.5, nor to the EMER se-
quency to be connected to the tuning lection on the audio control panel.
knobs.
The CDH has two modes of operation, normal
• Tuning Knobs – Used to change the fre- and emergency. In the normal mode, the CDH
quency indicated by the tuning cursor.
acts as a tuning source in addition to the two
• Normal/Emergency Mode Switch – This RMUs and/or FMS. The displays always show
rotary knob provides alternate selection the frequencies to which the radios are tuned.
of Normal and Emergency modes (See This information is obtained via the radio sys-
Emergency Mode annunciation, below). tem bus. Tuning a radio is accomplished by se-
lecting the appropriate unit (COM or NAV)
• NAV Audio On/Off Switch – This switch with the transfer key, and then turning the tun-
is used to toggle NAV audio ON or OFF ing knobs until the desired frequency is set.
when in the EMER audio mode on the The data is sent to the COM or NAV unit via
audio control panel. In this mode, COMM an auxiliary bus and the CDH verifies that the
1 and NAV 1 audio levels default to a radio has accepted the tuning command by
preset level. The pilot will want to re- listening to the echoed frequency on the radio
ceive COMM 1, but will not usually want system bus.
to monitor NAV 1 audio continuously.
• Squelch (SQ) Switch – Used to toggle In the emergency mode, RMU and FMS tun-
COM squelch On or Off. ing capabilities are inhibited and the COM and
NAV units are tuned exclusively by the CDH.
• NAV Audio On Annunciator – Indicates An “AUX ON”message is displayed at the top
when NAV audio has been selected on. of the COM 1 and NAV 1 windows of the #1
RMU to indicate that tuning through the RMUs
The CDH annunciations are as follows (Figure is inhibited. Tuning through the CDH is no
16-18): different when EMRG is selected, but the CDH
does not look at the radio bus data to check the
• System Installation Annunciator – The echoed frequency
number 1 in the upper left corner of the
display indicates the CDU can only be
used to control COM1 and NAV1.
• Tuning Cursor – The tuning cursor an-

nunciator is a lighted triangle which is
controlled by the transfer key. It indi-
cates which frequency can be changed
by the tuning knobs.
• Transmit (TX) Annunciator – Indicates

when the COM transmitter is on.
• Emergency Mode Annunciator – Indicates

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PITOT-STATIC SYSTEM
The primary pitot-static system consists of
two pitot probes (Figure 16-19), located one
on each side of the airplane nose. The open-
ing at the tip of each probe allows impact air
pressure, while holes on the top and bottom of
the probe supply static pressure to the ADCs
(Figure 16-20). A third pitot probe, mounted
above the main probe on the right side of the
airplane, provides impact and static pressure
inputs to the standby instrument group.
Moisture drains are provided in the pitot/static
LEFT SIDE PITOT-STATIC PROBE lines on the standby system. The main pitot
probes are physically located at the lowest
point of the primary pitot/static system plumb-
ing and do not require moisture drains.
The two main probes and the standby system

probe contain electrical heating elements for
anti-icing. Heating of the elements is controlled
by the L and R PROBES switches on the anti-
ice control panel.
Each pitot-static system (Figure 16-20) is in-

dependent. The left side probe provides pitot-
static source data to the left ADC and the right
side probes (two) provide data to the right
ADC and the standby instrument group. There
are four static sources in the main pitot-static
system, two on each main system pitot-static
RIGHT SIDE PITOT-STATIC PROBES probes. The static sources (Static 1 and Static
2) each sense static pressure through two holes
in the probe. Static 1 from the left probe con-
Figure 16-19. Pitot-Static Probes
nects with Static 2 on the right probe to pro-
vide static pressure to the left (No.1) ADC.
Static 1 from the right probe combines with
AIR DATA SYSTEM Static 2 on the left probe to provide static in-
formation to the right (No.2) ADC. This cross-
GENERAL over arrangement reduces system errors.
Air data is provided to the flight instruments The pitot source on the standby probe provides
and airplane systems by two air data comput- impact pressure to the standby Mach/airspeed
ers (ADCs) which receive pitot and static in- indicator. There are also two static sources on
formation from the main pitot-static system. the standby probe, one provides static infor-
The ADCs also receive total air temperature mation to the standby altimeter and the other
from a dual element temperature probe and provides data to the standby Mach/airspeed
barometric correction inputs via the BARO indicator. Two drains for the standby pitot-
set knobs on the corresponding PFDs. static system (pitot and static) are flush
mounted on the right side of the airplane just
aft of the nose wheel door (Figure 16-21).

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ADC 1 ADC 2
PILOT'S
HEATED
COPILOT'S
PITOT-STATIC
(LOWER) HEATED
PROBE
PITOT-STATIC
(LH)
PROBES
(RH)
28 VDC 28 VDC
28
VDC
pt pt
ps
STATIC 1
STATIC 1 STATIC 2
pt
STATIC 2
ps (UPPER)
LEGEND TO STANDBY ALTIMETER
PILOT PITOT
TO STANDBY MACH-AIRSPEED INDICATOR
COPILOT PITOT
PILOT STATIC
COPILOT STATIC DRAINS
STANDBY PITOT
STANDBY STATIC
Figure 16-20. Pitot-Static System Schematic
AIR DATA COMPUTERS (ADC) Under normal conditions, the ADCs provide
airspeed, maximum operating speed, altitude,
General vertical speed and air temperature information
directly to the on-side IC/SG, which then
Dual air data computers provide independent, passes the data to the on-side EFIS and the
yet redundant air data information. The two flight director (Figure 16-22). Should a fault
digital ADCs, located in the nose section, are be detected in the displayed data, a switch on
physically and functionally isolated from each the reversion panel (Figure 16-4) allows se-
other. lection of either ADC to provide air data to
both IC/SGs. A complete ADC failure is in-

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dicated by failure flags and loss of air data on NORM position, an annunciator of the se-
the corresponding PFD (Figure 16-43). lected source is displayed above and to the left
Although there are no ADC failure CAS mes- of the ADI on both PFDs (Figure 16-32). If a
sages, flags and loss of air data or compara- reversion ADC source is selected, the current
tor annunciations provide an alert to the flight director vertical modes will drop off, but
flightcrew that a problem exists with the ADC can be re-engaged.
system.
Air data information to the optional FMS(s)
Under normal operation, the ADCs also pro- is supplied via the IC-600 units.
vide air data to the AHRS, flight director/au-
topilot vertical modes, transponders, ADC Power Source
spoileron computer, cabin pressurization,
landing gear warning system, stall warning The left and right (No.1 and 2) ADCs receive
system and DEECs (Figure 16-22). Either power from the L and R essential busses re-
ADC can provide air data to most of the spectively, through ADC 1 and ADC 2 circuit
above, but only the on-side ADC is connected breakers (Figure 16-22). The circuit breakers
to the stall warning systems and DEECs. A a r e l o c a t e d w i t h i n t h e I N S T RU M E N T /
stall warning system will be non functional INDICATlONS group of circuit breakers on the
if the corresponding ADC fails and the DEEC pilot and copilot circuit breaker panels.
will revert to engine sensors if the corre-
sponding ADC fails. An amber L or R ENG With a loss of electrical power to both ADCs
CMPTR FAULT CAS will be displayed, but or, if both fail, all air data supplied EFIS dis-
the engine will continue to operate in auto- plays become invalid, accompanied by ap-
matic mode with an ADC failure. propriate warning flags. The flightcrew will
then have to rely upon the standby instru-
ADC Reversion ments. The cabin pressurization controller
also reverts to a manual mode and the other sys-
On the reversion panel, the ADC reversion tems mentioned above will be affected.
switch has three positions, labeled "1 - ADC
NORM - 2" (Figure 16-22). In the "ADC ADC Test
NORM" position, the IC/SGs receive air data
from their on-side ADC. In the "1 or 2" posi- A preflight check of the ADCs is accomplished
tion both IC/SGs receive air data from the se- via the SYSTEM TEST switch located on the
lected ADC source. If the switch is not in the front, left corner of the center pedestal. When
the ADC position is selected and the TEST
SYSTEM knob is depressed, both ADCs self-
test. A successful test is indicated by a red
"ADC TEST" appearing above and to the left
of the ADIs on both PFDs (Figure 16-35), the
“overspeed” voice message warning sounding,
and the following displayed on the PFD's:
• Overspeed voice message
• Red “ADC TEST” annunciates in upper

left corner of the PFDs
• Airspeed at 330 kts (red digits)

Figure 16-21. Standby Pitot-Static • Altitude at 1,000 feet
System Drains

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DU1 DU2 DU3 DU4
REVERSION PANEL
IC-600 #1 ADC NORM IC-600 #2

IC/SG IC/SG
1 2
STALL WARNING #1
STALL WARNING #2
SPOILERON CMPTR
BARO BARO
PILOT PFD COPILOT PFD
CAB PRESS CONTROLLER
AHRU #1
AHRU #2
ADC #1 ADC #2
TRANSPONDER #1
TRANSPONDER #2
FMS 1 FMS 2
LDG GEAR CAUT
DEEC #1
DEEC #2
ADC 1 ADC 2
L ESS BUS R ESS BUS
PITOT 1 PITOT 2
STATIC 1 STATIC 2
TOTAL AIR TOTAL AIR
TEMPERATURE TEMPERATURE
Figure 16-22. Air Data System Schematic
• Vertical speed at + 5,000 fpm rate of (If flaps down, it goes to flap speed.)
climb
• Altitude trend indicator at 1,500 feet
• Mach at 0.81 (red digits)
On the MFD, 466 TAS and - 45° Celsius SAT
• Vmo overspeed cue at 330 kts and above is displayed.

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Figure 16-23. Standby Instrument Group
STANDBY INSTRUMENTS The standby attitude indicator and it's inter-

nal lighting are also powered by the emer-
The standby instrument group includes a g e n cy b a t t e r y bu s . I n t h e eve n t o f d u a l
Mach/airspeed indicator, an attitude indicator, generator failure, the standard emergency bat-
and a barometric altimeter. These three in- tery will power the standby attitude indicator
struments are mounted on the center instrument for at least 1 hour. The rotor speed of the gyro
panel above the CWP and RMUs (Figure 16- provides a minimum of 9 minutes of useful at-
23). Additionally, a magnetic compass is titude information after a complete loss of
mounted on the windshield splitter. These power to the indicator. Whenever power is in-
backup flight instruments are provided in the terrupted to the gyro, a red flag will appear on
event of multiple failures of the EFIS, ADCs, the indicator. The flag will also be in view
AHRS, pitot-static system, or electrical sys- when the PULL TO CAGE knob is in the caged
tem failure (dual generator failure). position.
The standby magnetic compass, altimeter and

airspeed indicator do not require electrical
power for operation but are lighted with power
from the emergency battery bus. The standard
standby altimeter contains a vibrator motor for
improved performance. The vibrator motor is
powered from the emergency battery bus and
a red "OFF" flag appears on the face of the
standby altimeter, beneath VIB, whenever
power is lost.

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ATTITUDE HEADING The AHRUs output data through their corre-

sponding IC-600 for the attitude and heading
REFERENCE SYSTEM displays on the PFDs/MFD (Figure 16-24).
Attitude and/or heading information from the
(AHRS) AHRS is also used by the flight guidance sys-
tem (FGS), flight management system (FMS),
GENERAL weather radar antenna, and the fuel quantity
computer. AHRS No.2 provides heading in-
As illustrated in Figure 16-24, the Learjet 45 formation through DAU2 for the backup nav-
is equipped with dual attitude heading refer- igation display on the RMU.
ence systems (AHRS). Each AHRS consists of
an attitude heading reference unit (AHRU)
with a memory module, located in the nose sec- SLAVED/FREE MODES
tion. Additionally, each system (No.1 and The heading indicators on the PFDs, MFD
No.2 AHRS) has a flux valve located in their and the RMU standby navigation page are all
respective wing tips. driven by the AHRS. The heading reference
is normally set to display magnetic, but can be
Each AHRU computes airplane attitude and selected to the directional gyro (non-slaved)
heading. When slaved to magnetic, the flux mode with the "HEADING FREE" switch.
valves provide the magnetic heading reference. The directional gyro (DG) mode might be used
The memory module is used to store calibra- when operating in charted areas of unreliable
tion data, which is used to compensate AHRU magnetic variation/heading or when a flux
inaccuracies due to mounting (installation er- valve has failed.
rors) and local disturbances to the earth's mag-
netic field created by the airplane structure. The AHRS "HEADING" switches (one for
each AHRS) are located toward the outboard
The AHRUs contain 3 Interferometer Fiber end of the pilot's and copilot's lower switch
Optic Gyros (IFOG) that sense angular rota- panels (Figure 16-1). These are latching type
tion in the 3 principle axis (pitch, roll, and switches (Figure 16-24) which are dark when
yaw). They also contain 2 high performance slave is selected and contain a "FREE" an-
tilt sensors and a servo accelerometer that nunciator that illuminates when free or di-
senses linear acceleration. The central pro- rection gyro mode is selected. Located beneath
cessor unit within the AHRU receives all of the each heading free switch is a three position (L
sensor inputs and performs the mathematical - SLAVE - R), slewing switch that is spring-
computations required to calculate aircraft at- loaded to the center position. While in the DG
titude and heading. (FREE) mode, the heading card can be man-
ually set to any heading using the L/R switch.
In addition, the AHRUs normally receive true In the DG mode, as it is with any directional
airspeed (TAS) information from the on-side gyro, it is necessary to update the airplane's
ADC. In the event of single ADC failure, they heading periodically.
can both receive TAS from the operating ADC.
True airspeed information is used to compute When AHRS reversion is selected, an amber an-
pitch and roll attitude. When TAS inputs to ei- nunciation "MAG1 or 2" will appear above the
ther AHRS is lost, the CAS will display an current heading display on the HSI displays if
"AHRS 1 or 2 BASIC " message (Table 16-2). not in the FREE mode (Figure 16-32). If the
Although system operation may be degraded AHRS reversion switch is in NORM, when the
somewhat in this mode, the manufacturer heading free switch is selected, a white "DG1
claims the AHRS still retains the same accu- or 2" will appear above the heading lubber line
racy as a conventional spinning mass type on the on-side compass rose(s). If AHRS 1 or
gyro. 2 reversion was selected the annunciation will

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DU1 DU2 DU3 DU4
REVERSION PANEL
IC-600 #1 AHRS NORM IC-600 #2

IC/SG IC/SG
1 2
FUEL
QUANTITY
COMPUTER
WXR
RMU
#1
DAU #2
RMU
#2
AHRU #1 AHRU #2
ADC #1 ADC #2
FLUX FLUX
VALVE #1 VALVE #2
FMS 1 FMS 2
#1 PRI #1 SEC #2 PRI
#2 SEC
AHRS AHRS
HEADING L ESS BUS R ESS BUS HEADING
FREE FREE
SLAVE SLAVE
L R L R
Figure 16-24. Attitude Heading Reference System (AHRS) Schematic

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be displayed in amber. AHRS reversion is de- AHRS POWER SOURCE

scribed later in this chapter.
Each AHRS has a primary and a secondary DC
electrical power source (Figure 16-24). The
INITIALIZATION No.1 (left) AHRS receives primary power
The AHRS systems require approximately from the left essential bus and secondary or
two (2) minutes to initialize on the ground backup power from the right essential bus.
following application of power to the DC elec- The No.2 (right) AHRS receives primary
trical system (essential busses). During this power from the right essential bus and sec-
time each AHRS performs a self-test and is ondary power from the left essential bus.
brought into alignment with true local verti- Should either essential bus fail in flight, power
cal and magnetic heading. The initialization to both AHRS's is uninterrupted. Separate cir-
of each AHRS is complete when the red ATT cuit breakers for each system, primary and
FAIL and red HDG TEST flags clear on the secondary, are provided in the INSTRU-
corresponding ADI and HSI/MFD. MENT/INDICATIONS group on the pilot and
copilot circuit breaker panels. The AHRS #l
During initialization the airplane must remain PRI and #2 SEC circuit breakers are located
stationary. Wind gusts, passenger loading, en- on the pilot's side, and the AHRS #2 PRI and
gine start or other preflight operations will #l SEC circuit breakers are located on the
normally not hinder AHRS alignment. If the copilot's side.
initialization requires more than 2 minutes, the
AHRS may have detected excessive motion. AHRS REVERSION
If the PFDs/MFD displays are ON (avionics Failure of an AHRS is apparent when the on-
master switches - On), AHRS alignment may side horizon and pitch lines are removed from
be monitored by observing the HSI heading the ADI, the brown half of the ADI is removed
move from 115° to 0°. Alignment may be com- (sphere turns entirely blue) and a red ATT
pleted by the time the avionics master switches FAIL annunciator appears in the upper center
are turned on (display units powered-up) dur- of the ADI. Also, the heading compass rose
ing the normal checklist sequence. freezes at the existing heading and is accom-
panied by a HDG FAIL annunciator on the
If an alignment is unsatisfactory, initialization HSI above the fixed airplane symbol.
may be restarted by cycling primary and sec-
ondary power to that AHRS. Momentarily If either AHRS fails inflight, the AHRS re-
turning airplane main batteries off and back version switch on the airplane system reversion
on will restart initialization for both AHRS's. panel allows the pilot to select the remaining
To reinitialize a single AHRS, pull and reset AHRS to supply attitude and heading infor-
the appropriate AHRS circuit breakers. mation to both pilot displays. The three posi-
tion switch is labeled "1 - AHRS NORM - 2"
Airborne initialization may be attempted by (Figure 16-24). For any switch position other
pulling and resetting the primary and sec- than NORM, an amber attitude source annun-
ondary power source circuit breakers for the ciator (ATT1 or ATT2) will appear above and
affected AHRS. The airplane must be main- to the left of the ADIs on both PFD displays
tained in wings-level unaccelerated flight dur- (Figure 16-32), and a corresponding heading
ing the re-alignment process. Inflight source annunciator will appear above the com-
alignment time is normally 20 seconds. pass lubber line on the PFD HSIs (MAG1 or
MAG2) and MFD map.
If AHRS #1 fails, attitude information will be

lost to the weather radar for antenna stabi-

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lization and to the fuel quantity computer. If Two additional display units provide annun-
AHRS #2 fails, heading information to the ciated engine instruments and systems infor-
RMU backup navigation displays will be lost. mation and navigational displays. The EICAS
If either AHRS has failed the autopilot is in- display consists of engine indications, CAS
operative. messages and airplane system status pages.
The multi-function display (MFD) is capable
If neither AHRS has completely failed, but of supporting heading data, navigation, plan
there is a disagreement between them on atti- map, weather radar, TCAS information and
tude or heading, the comparator monitor sys- checklists (optional). In addition, backup dis-
tem will annunciate the mismatch by plays are available on the radio management
displaying an amber "ATT", “PIT” or “ROL” units (RMUs) for navigation and critical en-
in the upper left corner of the ADI and/or an gine instruments and data.
amber "HDG" above and to the right of the HSI
lubber line (Figure 16-32). EDS information is displayed on four display
units (DUs) (Figure 16-1). The DUs are driven
by symbol generators, housed within the IC-
AHRU COOLING FAN 600s, and controlled through display con-
The AHRUs are equipped with cooling fans troller panels, located above the DUs.
which operate automatically to keep the Additional EDS components include rever-
AHRUs within proper temperature limits. If sion control panels that provide control of the
the fan should fail and the temperature ex- backup display modes, and a comparison mon-
ceeds predefined limits, an "AHRS 1 or 2 itor system that alerts the operator should in-
OVHT" message will appear on the CAS (Table valid or erroneous data be processed by the
16-2). Equipment damage may result if the integrated computer system (dual IC-600s).
AHRU is operated outside of normal temper-
ature limits. DISPLAY UNITS (DUS)
The four display units are large format 7 x 8
inch, 16 color high resolution, cathode ray
ELECTRONIC DISPLAY tubes (CRTs). The display units are identical
SYSTEM (EDS) and interchangeable, except for the bezel con-
trollers attached to the front of the units (Figure
16-25). The bezel controllers for the outboard
GENERAL DUs are the same and the bezel controllers for
The Learjet 45 electronic display system (EDS) the inboard DUs are the same.
provides the flightcrew with complete flight-
path, navigation, engine and systems infor- The brightness of the display units is con-
mation (Figure 16-25). Aircraft attitude, trolled through dimming knobs located on
heading, course orientation, air data, and nav- the display controllers. There are two con-
igation information are formatted together on centric dim knobs on each display controller
a single dedicated display unit for each pilot, (Figure 16-29). The smaller knob controls
the primary flight displays (PFDs). the inboard DU and the larger knob controls
Annunciators signal selected flight modes, the outboard DU. The photo sensors, located
AP and YD engagement, altitude alert, mini- on the DUs, are designed to modulate the
mum altitude (MIN), go-around mode en- brightness for changing ambient light condi-
gagement, and a number of additional events tions, but they are disabled in the LR 45.
or modes. Pitch and roll steering commands,
from the flight director assist the pilot in reach- The display units require forced-air circula-
ing and/or maintaining the required flight- tion for cooling which is provided by two fans
path or altitude. mounted on the rear of each DU. If a DU fan

Honeywell Honeywell
FMS1 CHK EICAS 360 MAG2 300 TAS

160 LOC HDG SPD GS 50 00 KDVT +15 SAT
AP YD 12.5 NM 245 GSPD
180
12 MIN N
20 20 33 3
GS
160 PLAB1
10 10 4500
PBD01
1 LL01
30
6
20
14 0 4300 PLAB2
80
9 25 KDVT
10 10 50 #TOC 50
120 FL300
150 STAB
100 TGT
180 RA 315°
29.92 IN WX
.400 M -4° 47.0
HDG
359 CRS 001 3 L ESS VOLT EMER BUS VOLTS R ESS VOLT
ILS1 N 3 2
33 28.2 28.0 28.0
13.1 NM 1
30
35 BATT TEMPS 38
°C
1000
W
25 0
GEN L APU A R GEN
12
24
1 50 AMPS 0 AMPS 65 AMPS

TGT 15
21 S 2
VOR1 RTN M/P
3
ADF2 SUMRY ELEC HYD ECS FLT FUEL RNG
MINIMUMS BARO
RA/BARO STD
Honeywell Honeywell
Figure 16-25. Typical PFD and MFD Displays
fails, the CAS will present a "DU 1, 2, 3 or 4 (DUs 1 and 4) provide for selection of radio
FAN FAIL" message (Table 16-2). Also, if altitude (RA) and barometric altitude (BARO)
the temperature of the DU sub-assemblies minimums, and barometric corrections. The
reaches approximately 120° C, the CAS will outboard DUs also have slip/skid indicators
present a "DU 1, 2, 3 or 4 OVHT" message mounted above them, they are not located on
(Table 16-2). the bezels. The bezel controller on the two
inboard DUs (DU2 and DU3) consist of push-
As illustrated in Figure 16-2, the two outboard buttons that access an array of menus, and
DUs function as the pilot and copilot's pri- signal output circuitry to the display controller
mary flight display (PFD). Normally, the pi- for rotary knob control.
lot's inboard DU is used to display EICAS
information, and the copilot's inboard DU is PFD Bezel Controller
used for the multi-function display (MFD);
however, EICAS, PFD, or MFD formats can be As illustrated in Figure 16-26, the PFD bezel
displayed on the inboard DUs. controller is attached to the front of the dis-
play units, at the bottom. It performs the fol-
lowing functions:
BEZEL CONTROLLERS
Each DU is equipped with a bezel controller • RA/BARO – This pushbutton allows the
which consists of pushbuttons and knobs minimums knob to be used to set values
(Figure 16-25). The PFD bezel controllers for either RA or BARO. The digital read-

Honeywell Honeywell
142 LOC GS 50 00 142 LOC GS 50 00

AP YD AP YD
180 180
20 20 20 20
GS GS
160 160
10 10 4500 10 10 4500
1 20
1 20
14 0 4300
80
14 0 4300
80
9 9
10 10 MIN 10 10 MIN
120 120
4000 4000
300 300
100 100
200 RA 4200 BARO
.400 M 29.99 IN .400 M 29.99 IN
HDG HDG
359 CRS 001 3 359 CRS 001 3
ILS1 N ILS1 N
3 2 3 2
33 33
.1 NM 1 .1 NM 1
30
30
6
6
650 650
W
W
E
E
15 0 15 0
12
12
24
24
TGT 15 1 TGT 15 1
21 21
S 2 S 2
VOR1 VOR1
3 3
ADF2 ADF2
MINIMUMS BARO MINIMUMS BARO

RA/BARO STD RA/BARO STD
Honeywell Honeywell
RA MINIMUMS SET BARO MINIMUMS SET
Figure 16-26. PFD Bezel Controller
outs for RA/BARO occupy the same dis- will mirror the change. If dissimilar func-
play field on the PFD. Only one function tions are being displayed, and a change
can be displayed at a time. The toggling occurs, whenever the two PFDs again
sequence is OFF, RA, BARO, and then display the same function, they will syn-
OFF again. The power-up default value of chronize to the last set value for RA or
the display field is OFF with no display. BARO. For example, if the pilot has
BARO displayed and the copilot has RA,
• MINIMUMS – The MINIMUMS knob and the pilot changes the BARO setting,
can be used to set a radio altitude (RA) the RA display will not change on the
reference (Figure 16-26) and/or a se- copilot PFD. When the copilot does
lected barometric altitude (BARO) ref- change displays from RA to BARO, it
erence , such as a decision altitude (DA) will synchronize to the last BARO value
or a minimum descent altitude (MDA). that was set.
Either PFD minimums set knob can con-
trol the displayed minimum values on • STD – This pushbutton (Figure 16-26)
both PFDs. If both display units have the is used to select either the standard baro-
RA/BARO pushbutton selected to the metric correction factor of 29.92 In-Hg
same function, then either crewmember ( i n c h e s o f m e r c u r y ) o r 1 0 1 3 H PA
can change the RA or BARO on their re- (HectoPascals) on the PFD altitude tape
spective PFDs, and the cross-side PFD and digital display.

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30
Honeywell
Figure 16-27. EICAS Bezel Controller and Menu
• BARO – This knob (Figure 16-26) is cations (SUMRY) and five different system
used to set barometric correction. Once schematic selections. Selection of any sys-
set, the knob signal is sent directly to the tem pushbutton will display a corresponding
on-side ADC, which then provides a sig- schematic of that system on the lower portion
nal to the on-side IC-600/SG for display of the EICAS format. Examples of the system
processing. The barometric correction is schematics are illustrated in the correspond-
digitally displayed at the bottom of the al- ing chapters for those systems. A white box
timeter scale on the PFD (Figure 16-26). will also be displayed around the menu item
Rotation of the knob will change the baro- that has been selected. The default selection
metric value in +0.01 IN-Hg increments when power is applied is the SUMRY menu.
if "In" is selected on the display con-
troller, or in +1 HectoPascals if "hPa" is The SUMRY and system schematic displays
selected. Barometric correction must be can be removed from the EICAS display to de-
set on each side, it does not crossfill. clutter it if desired. To deselect these displays,
simply depress the bezel button beneath the
EICAS Bezel Controller currently selected (boxed) menu item.
When the EICAS format is displayed on the The far right menu item, above the rotary
DU, the bezel controller has only one menu knob, is labeled "CAS." The rotary knob is a
available above the bezel buttons (Figure 16- scrolling device, up or down, to view or hide
27).It consists of a summary of system indi- any messages (except red warnings).
MENU MAP M/P

SYS MFD CKLST TCAS WX PLAN RNG
Honeywell
Figure 16-28. MFD Bezel Controller and Main Menu

In WX NAV
CUE FPA HSI FMS
hPa
FMS FMS
PUSH
ADF ADF
TO
NAV TEST NAV
OFF DIM OFF
OUTBD INBD
BRG DU DU BRG Honeywell
Figure 16-29. Display Controller
MFD Bezel Controller Display Controller Buttons

Control of the MFD is accomplished via six IN/HPA – Allows the operator to select an al-
bezel buttons and one rotary knob attached to titude display on the PFD that is corrected
the unit below the display screen. The MFD for either inches of mercury or
bezel controller is physically identical to the HectoPascals. Power-up default is in inches
EICAS bezel controller as illustrated in Figure of mercury.
16-28, but functionally it is quite different. The
function of each bezel button is dependent on CUE – Allows the pilots to select either a sin-
the configuration of the MFD and the menu dis- gle cue or cross pointer flight director
played. command bar display on the attitude in-
dicator. Power-up default is single cue.
The two flight director command cues are
DISPLAY CONTROLLER d e s c r i b e d f u r t h e r u n d e r P R I M A RY
The display controller (Figure 16-29) pro- FLIGHT DISPLAY in this chapter.
vides the means for each pilot to control the
display of the on-side PFD and to activate the FPA – Controls selection and deselection of
EFIS test function. The display controllers the flight path angle symbol and flight
also provide a data acquisition function, col- path acceleration display. Power-up de-
lecting inputs from sources such as the bezel fault option is FPA off. The FPA symbol
controllers, guidance controller, joystick, etc. position is calculated by the FMS and
The display controllers pass these inputs to the AHRS, and shows the aircraft flight path
corresponding IC-600 for processing. angle in reference to the horizon. The ac-
celeration carrot moves up and down be-
The display controller is configured with 7 side the FPA symbol to show relative
pushbuttons along the top of the panel, a mo- acceleration or deceleration. When it is
mentary test pushbutton with concentric DU pointing at the wingtip of the FPA, speed
dimming knobs, and two rotary knobs used to is stabilized.
select source references for display of the
bearing pointers. Each of the panel mounted WX – Allows operators to select or deselect
controls, and functions is discussed below. weather radar display on the PFD. The
With display controller failure, a power-up power-up default is off. If the HSI format
default value is used to generate the PFD dis- is being displayed, selection of WX ON au-
play. All pushbuttons are momentary action. tomatically selects a partial compass ARC
on the PFD. WX can be selected on the

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PFD ARC or MAP displays. The radar the HSI or ARC displays to a particular
transmitter is turned on/off using the radar navigation source. The knobs are labeled
control panel on the center pedestal. BRG ❍ (left knob) and BRG ◊ (right knob).
The ❍ and ◊ symbols correspond to the
HSI – Provides up to three different display symbols used on the bearing pointers
options on the HSI. The power-up default (Figure 16-31). Also, the No.1 bearing
display, is a full 360° compass rose format pointer (❍) is cyan in color and the No.2
(HSI). Depressing the HSI button after bearing pointer ( ◊ ) is dim white.
power-up selects a 90° partial arc (ARC).
Depressing the button a second time dis- When using the HSI or ARC display on the
plays a 90° map format (MAP). The third PFD, the left bearing source knob (BRG ❍)
option (MAP format) is only available is used to select any of the available No.1
after FMS has been selected as the navi- sources [i.e. FMS (FMS1), ADF (ADF1),
gation source. Weather radar is available and NAV (VOR1)]; and the right knob (BRG
with MAP or ARC selected. A MAP dis- ◊ ) is used to select any of the available
play cannot be displayed on the PFD when No.2 sources [i.e. FMS (FMS2, if installed),
a MFD is being displayed on the same A D F ( A D F 2 , i f i n s t a l l e d ) a n d NAV
side. For example, the MFD is normally (VOR2)]. If only one FMS or one ADF is
displayed on DU3; therefore, the copilot installed, a bearing pointer can be selected
cannot select the MAP display on the PFD with either BRG ❍ or BRG ◊ . The OFF po-
in this case. Depressing the HSI button sition on the bearing source selector will
with the last option being displayed re- remove the bearing pointer from the PFD.
turns the presentation to a full compass
rose (HSI). When the bearing source knobs are se-
lected to a navigation source (FMS, ADF
FMS – Allows a navigation display of FMS or NAV), the selection is indicated in the
information to be selected for display on bottom left corner of the PFD (Figure 16-
the PFD. The power-up default for this 31). Although the bearing source selec-
option is no selection. For dual FMS tions on the display controller do not have
equipped airplanes, this button allows the a number 1 or 2 by them, the selection will
operators to toggle between FMS1 and be annunciated in the bottom left corner of
FMS2 for data display. the PFD with a 1 or 2 when there is more
than one source of that type navigation
NAV – Alternately selects NAV1 (VOR/LOC) equipment available (e.g. VOR1 or VOR2).
or NAV2 (VOR/LOC) as the source of NAV
data on the HSI (nav source). This allows The default selection of the bearing point-
the pilot or copilot to select ers in the event of a display controller fail-
VOR1/LOC1/ILS1 or VOR2/LOC2/ILS2 ure is to NAV for the on-side bearing
data for display. The power-up default is pointer and OFF for the cross-side pointer.
onside NAV. The display automatically re- That is, the pilot’s PFD would have only
verts the HSI selection to the ARC dis- a VOR1 bearing pointer and the copilot’s
play if the MAP presentation was PFD would contain only a VOR2 bearing
previously in view. pointer.
Display Controller Knobs When MAP is displayed on the PFD and a

NAV bearing source selection is made, a
BEARING SOURCE SELECTORS – Each nav aid symbol (VOR or VORTAC) will ap-
display controller contains two rotary bear- pear on the map display instead of the
ing source selector knobs (Figure 16-29). bearing pointer (Figure 16-32). The nav aid
The bearing source selector knobs are used symbol will be plotted on the MAP display
to assign the respective bearing pointers on at the proper bearing and distance from the

FlightSafety
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DU 2 DU 3
NORM NORM
WARN WARN
PFD OFF PFD
CAUT CAUT
EICAS REV PUSH EICAS REV PUSH
Figure 16-30. Display Unit Reversion Panels
airplane symbol and a symbol legend will DISPLAY UNIT REVERSION

appear in the lower left corner of the PFD
where the bearing pointer source annun- A display unit reversion panel is located above
c i a t o r s w o u l d o t h e r w i s e a p p e a r. the PFDs on each side of the cockpit (Figure
VOR/VORTAC tuned by NAV1 will by 16-30). The panel on the pilot’s side is for con-
cyan and VOR/VORTAC tuned by NAV2 trolling the display on DU2 and the panel on
will be dim white. the copilot’s side is for controlling the display
on DU3. The reversion selector knob on these
TEST – This momentary action "push to test" panels plus the push function of the knobs
switch, the inner dimming knob, provides allow the operators to switch the inboard DUs
the IC-600 with a pilot-initiated command (DU2 and DU3) to display either PFD, MFD,
to test the system functions. Depressing the or EICAS formats. The EICAS format will
test button will command both a system test normally be displayed on DU2 and a MFD for-
of the display units and a radio altimeter mat on DU3, but they can be changed if desired
test (Figure 16-29). See also PFD TEST or if necessary due to display unit failure.
MODE page 16-74.
With both reversion selector switches in
DU DIM – The test knob has two concentric NORM, an EICAS format is displayed on DU2
rings, each of which controls the bright- and a MFD format is on DU3. Depressing the
ness of an on-side display unit. Turning the selector knob on either reversion panel flip-
inner dimming knob counter-clockwise flops the DU2 and DU3 displays, reversing the
dims the inboard display unit, and turning MFD and EICAS display locations.
the outer knob controls the brightness of
the outboard display unit.

Placing the reversion selector to the PFD po- display configuration will occur. Navigation
sition on either side causes the PFD format to information, as desired, can be monitored as
move to the inboard display tube on that side above on the PFDs/RMU.
and the outboard display unit to blank.
Additionally, if PFD is selected on the pilot’s Should DU4 fail, the copilot's PFD format can
side the displaced EICAS display will auto- be transferred to DU3 replacing the MFD.
matically move to DU3 and replace the MFD Navigation data can then be selected, as above,
display. If PFD is selected on the copilot’s side, with DU1 failure.
the PFD display moves to DU3 and the MFD
display is not available. Should it become nec- In all cases, with a single display unit failure,
essary for both pilots to select the PFD dis- the MFD display will be lost on the DUs, leav-
plays to the inboard DUs, page 1 of the ing both PFDs and the primary EICAS display.
engine/system displays will automatically be
displayed on RMU1. Also, through default Multiple Display Unit Failures:
logic, the #1 RMU will automatically display
page 1 of the engine and system pages if nei- Should the two inboard display units fail, both
ther IC-600 is outputting the EICAS display for- PFDs remain displayed on the outboard DU's.
mat to one of the large display units. The engine/systems pages can be selected for
display on either RMU. The other RMU con-
The DU2 reversion selector also has an OFF tinues to function as a radio management unit,
position, since it is not controlled with the and the navigation information can be dis-
avionics master switches (electrical control played on the PFD formats, or time shared on
panel). The OFF position is used for electri- the RMU, as desired.
cal load shedding in the event of dual gener-
a t o r f a i l u r e . T h e c o p i l o t ’s d i s p l a y u n i t If any combination of two of the four display
reversion switch does not have an OFF posi- units fail, it should still be possible to either
tion since it is selected off with the right avion- display two PFDs and display the engine in-
ics master switch. struments on the RMU, or in some cases, it will
be possible to display one PFD and the EICAS,
It is important to note that when selecting dis- and flight instruments with the standby flight
play unit reversion, the bezel controllers on instruments. If three DUs fail, the pilot can ei-
DU1 and DU4 continue to work with the PFD ther put a PFD display on the remaining CRT
display when it is transferred to an inboard and put the engine instruments on the RMU or
display unit. leave the EICAS (if DU2 or DU3 remaining)
and fly the airplane using the standby instru-
Single Display Unit Failure: ments.
Should the pilot's DU1 fail, the PFD format can Should the airplane experience a dual gener-
be transferred to DU2, and the EICAS format ator failure, most of the EFIS displays will be
automatically replaces the MFD format, previ- selectively disabled via checklist procedures
ously displayed on DU3. Navigation informa- to prolong emergency and main airplane bat-
tion is displayed on the PFDs or either RMU. tery life. In this scenario, the AFM procedure
c a l l s f o r s e l e c t i n g t h e Av i o n i c s M a s t e r
Should DU2 experience a failure, the EICAS switches off, which turns off power to DUs 1,
information must be transferred to DU3 by 3, and 4. The only display unit remaining will
pilot selection, replacing the MFD format. be DU2. The standby instrument group must
Either the DU2 or DU3 reversion switch can be relied upon for airspeed, attitude and alti-
be depressed to make the transfer. Both PFDs tude and EICAS information will be displayed
remain displayed on the outboard display units. on DU2 until it is turned off or until the left
main battery is depleted. If desired, the pilot
Should DU3 fail, no automatic changes to the can select PFD on the DU2 reversion switch.

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However, to extend battery life, the AFM pro- • Altitude (ALT) + 200 feet
cedure also calls for turning DU2 off with the
DU2 reversion switch, and selecting engine • Airspeed (IAS) + 5 knots (MCH) + .01
page 1 on the #1 RMU. The right RMU can Mach
then be used alternately for radio tuning and
for the navigation display, or the navigation • Localizer (LOC) Deviation 1/2 dot below
receivers (VHF, NAV and ADF) can be tuned 1200 feet
from the navigation display page and the VHF
Com can be tuned using the CDH (clearance • Glideslope (GS) Deviation 1/2 dot below
1200 feet
delivery head). It would be necessary to use
one of the RMUs to change the transponder • Instrument Landing System (ILS) - Active
code, if required. when both LOC and GS comparators have
already been tripped.
COMPARISON MONITOR
A comparison of each sides CAS messages is
Comparison monitors provide indications to the also performed. Each IC-600 will process the
pilots that there is a difference between the data CAS messages even though only one will be
displayed on each PFD. This monitoring is a driving the actual display. Each IC-600 will
function within the IC-600(s) that compares perform a check of the active messages and
what is being displayed on one side with either compare the list with the other IC-600. Should
the cross-side displayed data or secondary a discrepancy be detected between the two
source data, depending on certain conditions. computers, an amber “CAS MSG” compara-
tor monitor warning will illuminate on the
The comparison is made when the pilot and PFDs (Figure 16-32).
copilot have the same type, but different sources
selected for display. If the comparison check Engine parameters that are monitored are N1,
indicates that the displayed information is out N2 and ITT. Should an engine miscompare be
of tolerance, then a comparison monitor an- detected between Channel A and B of it’s on-
nunciation will be displayed on the PFD(s) for side DAU the respective amber CAS message
that particular item. Both engine and airplane "L R DAU ENG MISCMP" will be displayed.
systems are monitored.
The miscompare monitor also compares the
The comparison monitor annunciators, shown following airplane system items:
in Figure 16-32, are located in various posi-
tions on the PFD. They are cleared when the • DC Bus Volts
miscompare situation has been corrected.
When annunciated, the amber signal(s) flash • Emergency Bus Volts
for 10 seconds on the PFD(s), then go steady.
• DC Bus Current (amps)
Airplane flight performance is compared
• Battery Temperature
within each IC-600. The following parameters,
along with their annunciation, are monitored: • Main Hydraulic Pressure
• Attitude (ATT) - Active when pitch and • Brake Accumulator Pressure
roll comparators have tripped.
• Oxygen Temperature
• Pitch (PIT) Attitude + 5 degrees
• Roll (ROL) Attitude + 6 degrees • Oxygen Pressure
• Heading (HDG) + 6 degrees

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When a system parameter miscompare be- PRIMARY FLIGHT DISPLAY (PFD)

tween Channel A and B of it’s on-side DAU,
the respective CAS message "L R DAU SYS The PFD is a single display in which all of the
MISCMP" will be displayed. required flight and navigation data is dis-
played for each pilot. Information displayed
The IC-600 is also designed to receive and on the PFD's (Figure 16-31) include :
process signals from each of the display units.
This is a cross-check of what is actually being • Primary Attitude and Heading
displayed on-screen vs. a comparison check
of what is the source of the displayed data. • Navigation Data
Should data from the below listed items be out
of tolerance between what is being reported – Selected Course
from the source, and what is being sent to the
display units, a respective amber "L R PFD – Selected Heading
CHECK" message will illuminate on the CAS.
– Lateral and Vertical Deviations
• Pitch
– Distance (Radio and FMS)
• Roll
– Bearing Pointers
• Barometric Altitude
• Reference and Alerting Data
• Mach
• Comparison Monitor Alerts
• Indicated Airspeed
• Primary Airspeed, Altitude, and Vertical
• Baro Set (in-hg) Speed
• Baro Set (hPa) • Autopilot Data
Engine information being displayed is mon- – Flight Director

itored against the actual DAU’s sensor data.
The IC-600 that is not displaying EICAS per- – Mode Annunciation
forms the comparison function for the fol-
lowing: – Excessive Deviation Alerts
• N1 • Radio Altitude
• N2 • Marker Beacons
• ITT • Altitude Select and Alert
Should exceedances be detected a “CHK

EICAS” message is displayed on the MFD by
the CAS (Figure 16-38).

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Table 16-2. AVIONICS CAS MESSAGES
Type
C AHRS 1-2 OVHT AHRS 1, 2, or both overheat or shutdown

C CNFG MISMATCH Config strapping between IM-600's does not agree
C DAU 1A-1B FAIL 1A or 1B, or combination, DAU channel failed
C DAU 2A-2B FAIL 2A or 2B, or combination, DAU channel failed

C DU 1-2 OVHT DU 1, 2 or 1 & 2 overheat > 120°C
C DU 3-4 OVHT DU 3, 4 or 3 & 4 overheat > 120°C
C EICAS CHK* EICAS display data may be corrupted
C IC BUS FAIL IC Bus invalid, or off-side IC-600 failure

C IC 1-2 OVHT IC-600 (1, 2 or 1 & 2) overheat, ( > 110°C)
C LBS/KGS CONFIG Error between IC-600 and DAU strap config.
C L R PFD CHECK L or R PFD is displaying incorrect data
C L R DAU ENG MISCMP DAU engine miscompare logic (N1, N2 & ITT)
C L R DAU SYS MISCMP DAU misc. systems miscompare logic
A AHRS 1-2 BASIC AHRS 1 or 2, or both reverted to basic mode

A CKLST MISMATCH Different checklists loaded into each IC-600
A DAU A REV DAU reversion switch on Channel A
A DAU B REV DAU reversion switch on Channel B
A DU 1-2 FAN FAIL DU 1, 2 or 1 & 2 cooling fan failure
A DU 3-4 FAN FAIL DU 3, 4 or 3 & 4 cooling fan failure
A IC 1-2 CONFIG FAIL Communication failure between IC-600 and IM-600

A IC 1-2 FAN FAIL IC-600 1 or 2, or 1 & 2 cooling fan failure
A IC 1-2 WOW INOP Validity monitor detects IC-600 WOW fault
A LBS/KGS CONFIG Error between IC-600 and DAU strap config.
A INSTR PNL TEMP Thermal switch in instrument panel > 135° F
A NOSE BAY TEMP Thermal switch in nose avionics bay > 158° F
W = Warning
C = Caution
A = Advisory
* = Annunciation on MFD display only

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AUTOPILOT MESSAGE
ARMED LATERAL DISPLAY
FLIGHT DIRECTOR ("AP TEST" - AMBER)
MODE ANNUCATIONS ("AP FAIL" - AMBER)
("AP YD" - GREEN)
( "YD" - AMBER/GREEN) LOW BANK ARC
AIRSPEED COMMAND ("AP" - RED/AMBER/GREEN) ROLL SCALE
("RB" - AMBER/GREEN)
("TCS" - WHITE)
FD COUPLE
ROLL POINTER ARROW PARKED ALTITUDE
PRESELECT BUG
SINGLE CUE
AIRCRAFT SYMBOL 160 LOC HDG SPD GS 50 00
AP YD VERTICAL DEVIATION
180 SCALE, POINTER, AND
AIRSPEED LABEL (SCALE WHITE)
COMMAND 20 20 POINTER/LABEL-
BUG GS GREEN/WHITE/
160 YELLOW)
10 10 4500
ALTITUDE TREND
1 20 VECTOR
140 43 00
9 80 SINGLE CUE FLIGHT
10 DIRECTOR BAR
10
120 LOW ALTITUDE
AWARENESS
NAV SOURCE
ANNUCATION
150 (BROWN RASTOR)
(LINE - WHITE)
(SRN-GREEN/YELLOW) 100
(LRN-WHITE/YELLOW) 180 RA
.400 M 29.92 IN RADIO ALTITUDE
HDG
359 CRS 001 3
ILS1 N
33 3 2
CURRENT HEADING
HEADING BUG
13.1 NM 1 LUBBER LINE
30
1000
W
25 0
DISTANCE DISPLAY
DRIFT BUG
12
(SRN- GREEN/YELLOW)
24
(LRN-WHITE/YELLOW) TGT 15 1
21 S 2
VOR1
3
WEATHER RADAR ADF2
WARNINGS
BEARING 2 BEARING 1
POINTER LATERAL DEVIATION TO/FROM POINTER POINTER
SCALE (GREEN/WHITE/YELLOW)
Figure 16-31. Primary Flight Display/HSI Display Format

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The PFD format is divided into two main sec- PFD Displays
tions. The top half displays an attitude direc-
tor indicator (ADI) with an indicated airspeed The following is a description of the major dis-
tape to the left, and a barometric altitude tape plays within the display. Refer to Figures 16-
to the right. 31 thru 16-36 for supporting illustrations.
A horizontal situation indicator (HSI) is located Attitude

on the lower half of the PFD. The HSI can be
displayed in three different formats which will The aircraft symbol is fixed at the center of the
be referred to as HSI, ARC and MAP. HSI is ADI display, and the annotated sphere moves
used to identify that area of the PFD that con- to display the airplane attitude. The ADI dis-
tains the horizontal situation indicator and it play is as illustrated in Figure 16-31. Within
is also used when referring to the full 360° the ADI sphere is a pitch tape, a roll pointer
compass rose format. The different formats and sky/ground shading. A roll scale is also
are selected with the HSI button on the display displayed on the top of the ADI sphere. The
controller. The three options are a full 360° on-side AHRS normally provides the infor-
compass rose (HSI), a 90° compass arc display mation to drive the attitude display. The flight
(ARC), and a 90° map display (MAP). Weather director provides the pitch and roll command
information can be displayed on the PFD ARC bars. Failure of either the pitch or roll data is
or MAP format. To the right of the HSI, a ver- indicated by removing the pitch scale mark-
tical speed indicator (VSI) is displayed, and to ings, turning the entire attitude sphere to cyan
the left, navigation information is annunci- and displaying a red "ATT FAIL" in the top
ated. center of the ADI.
Pitch Attitude Tape

On the ADI sphere, a pitch attitude tape indi-
cates the pitch attitude of the aircraft. Pitch
index lines are displayed in +5° increments
from level flight to +30°, then at +40°, +60°,
and at +90°. Red excessive pitch chevrons are
displayed, as a reference for rapid determi-
nation of the horizon, for pitch attitudes greater
than 17.5° nose up/down (Figure 16-34).
Roll Attitude Scale

A roll scale is displayed above the ADI sphere
and provides index ticks at 10, 20, 30 and 60°
of roll attitude. Unfilled triangles are located
at 0 and 45°. When "BNK" is selected on the
flight guidance controller, a green 14° roll
arc, or low bank arc, is displayed on the ADI
roll scale. BNK automatically engages at
41,600 feet if HDG or NAV (VOR) modes are
active.
Roll Attitude Pointer

This pointer is a filled triangle and moves in-
side the top edge of the ADI sphere to indicate

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FMS
REFERENCE AIR DATA SOURCE
OVERSPEED SPEED BUG ANNUNCIATION
INDICATOR ARMED VERTICAL
SYMBOL
GENERATOR FLIGHT DIRECTOR
IAS/MCH SOURCE MODE ANNUNCIATIONS
COMPARISON ANNUNCIATION ATTITUDE SOURCE
MONITORING ANNUNCIATION VERTICAL SUBMODE
WARNING ANNUNCIATIONS
(WHITE/YELLOW)
ATTITUDE COMPARISON
MONITOR WARNING
(ATT, PIT, ROL) ALTITUDE
OVERSPEED COMPARISON
ANNUNCIATION MONITOR WARNING
VERTICAL TRACK
VSPEEDS 160 FMS VS ASEL 140 00 ALERT MESSAGE
V2 (GREEN) I 80 ADC2
AP YD A
A L CROSS POINTER
VR (CYAN) ATT2 VPTH
S RF SG2 T FLIGHT DIRECTOR
V1 (WHITE) 20 20
VTA COMMAND BARS
160
RADIO ALTITUDE M ATT 10 10 14500
COMPARISON CROSS POINTER
1 A 20
MONITOR WARNING AIRCRAFT SYMBOL
X
14 0 S 14300
LOW AIRSPEED 9 2 P 80 RA/BARO
AWARENESS R D 10 10 MIN ANNUNCIATOR
INDICATION 120 1
14000
LOC/GS/ILS
COMPARISON
RA
LOC
2500 M BARO SET BUG
MONITOR WARNING 100 CAS MSG 13850 BARO MARKER
.400 M HDG 29.92 IN BEACON
CREW ALERTING MSG
SXTK 360 MAG2
(I-WHITE)
SYSTEM COMPARISON HDG 3000 (M-AMBER)
MONITOR WARNING 359 DTK HDGSEL 001 3 (O-CYAN)
FMS1 APP N
FMS MESSAGE 2
KDVT 3
FLAG 25.9 H 33 1
HEADING
PBDO1
COMPARISON
CROSS- TRACK INTEG
LL01 MONITOR
(SXTK) 25 WX KDVT 0 1000
WARNING
FMS APPROACH (APP) WX 50
-3° TO 1
GPS APPROACH (APP) TGT
TERMINAL AREA (TERM) HEADING SOURCE
2
VOR1 TCAS ANNUNCIATION
"TO" WAYPOINT TEST 3 (AMBER/WHITE)
VOR2 0.50R
INDENTIFIER
WEATHER
WAYPOINT (WPT)
RADAR
DEAD RECKON (DR)
PATCH
DEGRADE (DGR)
GPS INTEGRITY TCAS MODE VOR/DME
(INTEG- AMBER) ANNUNCIATIONS NAVAID
FMS BEARING
WEATHER RADAR
LATERAL SYMBOL 2
DME HOLD MODES RANGE
DEVIATION
RING
WEATHER RADAR
VALUE
TILT ANNUNCIATION
FMS LATERAL FIELD FLIGHT PLAN
SUBMODES TO/FROM (TO/FR)
VOR/DME (LEG-WHITE)
ANNUNCIATION
NAVAID BEARING WEATHER RADAR (TO WAYPOINT-MAGENTA) (WHITE/YELLOW)
SYMBOL 1 VIDEO INVALID (WAYPOINTS-WHITE)
Figure 16-32. Primary Flight Display/Map Display Format

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the roll angle of the airplane. The display will • V speed bugs and readouts
blank from the PFD for invalid attitude roll in-
formation. • All failure flags for the above listed items
Attitude Reference Aircraft Symbol • The following comparison monitor an-

nunciations:
Two types of aircraft symbols are available. The
airplane symbol displayed will depend on – Heading
which flight director cue is selected via the dis-
play controller CUE button. If the “single- – Radio altitude
cue” is selected the airplane is represented by
a flat yellow triangle and the flight director – Localizer
command bars are a pair of opposing, wedge
shaped, magenta bars (Figure 16-31). If the – Glideslope
“cross-pointer” flight director cue is selected
(Figure 16-32), the airplane symbol consists – ILS
of two horizontal “L” shaped symbols (repre-
senting airplane wings) and a single small The symbology will be restored when the roll
square in the middle (representing airplane attitude has been reduced to less than 63° and
fuselage). The command bars in this case are the pitch attitude is less than 28° nose up and
a pitch steering bar (horizontal magenta bar) less than 18° nose down.
and a bank steering bar (vertical magenta bar).
Autopilot Annunciations
Attitude Declutter System
Autopilot and yaw damper status is displayed
When an excessive attitude situation exists, above the ADI, as illustrated in Figure 16-31.
certain symbology is automatically removed
to declutter the PFD. An excessive or unusual Flight Director
attitude is defined as: a roll attitude that ex-
ceeds 65° or a pitch attitude in excess of 30° Flight director (FD) annunciations are dis-
nose up or 20° nose down. The following sym- played as illustrated in Figures 16-31, 16-32
bology is removed from display: and 16-34. The FD provides the following in-
formation:
• Flight director mode annunciations com-
mand bars and couple arrow • Left and right couple arrow status
• Low bank limit arc • Lateral and vertical flight director modes
capture and arm status
• Vertical deviation scale, pointer and label
• Flight director command bar display data
• Marker beacons
• Low bank arc limits
• Radio altitude digital readout and box
• Autopilot overspeed warning
• Decision height digital readout and label
In the event of a flight director failure, an
amber FD FAIL is displayed in the lateral
• Minimum descent altitude digital readout,
mode annunciation box above the ADI, and the
label and bug
flight director mode annunciations and cue
are removed.
• Selected airspeed bug, digital readout
and outline

FlightSafety
international
FLIGHT PATH ANGLE SYMBOL

W/FPA ACCELERATION
MACH COMMAND
(GREEN - NORMAL)
(AMBER - PARKED)
ADI SPHERE ALTITUDE TAPE

AIRSPEED TAPE (RASTER - CYAN/BROWN) PITCH TAPE (TAPE RASTER - GRAY)
(TAPE RASTER - GRAY)
.86 M 140 00
.90
20 20 ALTITUDE
.86 ROLLING
DIGIT
10 10 14500 WINDOW
.82 1 20
.8 0 14300 ALTITUDE
AIRSPEED ROLLING .78 9 80 PRESELECT
DIGITS WINDOW
(DIGITS - WHITE/
10 10 BUG
AMBER/RED) .74 14000
20 20
IAS DIGITAL .70
READOUT BAROMETRIC
(DIGITS - WHITE/ 240 KTS 29.92 IN CORRECTION
AMBER/RED) 060 (IN/HPA)
HDG
359 CRS 001 3
VOR2 6 VERTICAL
2 SPEED
CURRENT HEADING 3 E POINTER
DIGITAL DISPLAY 17.5 NM 1 (WHITE/RED)
25 0 1000
VERTICAL
SPEED
1 DIGITAL
CRS/DTRK READOUT
POINTER 2 (WHITE/RED)
(GREEN/WHITE/
YELLOW) 3
VERTICAL
SPEED
TO/FROM TRIANGLE HEADING SCALE INDICATOR
(GREEN/WHITE/
SCALE
YELLOW)
CRS/DTRK
DEVIATION BAR HEADING BUG
AIRCRAFT SYMBOL (GREEN/WHITE/ OUT-OF-VIEW
YELLOW) ARROW
Figure 16-33. Primary Flight Display/ARC Display Format

FlightSafety
international
Vertical Deviation the "D" to the right edge of the altitude tape.
BARO minimums are set with the RA/BARO
Aircraft vertical deviation is displayed to the switch and minimums set knob of the PFD
right of the ADI sphere. The vertical deviation bezel controller. For low altitude awareness,
scale indicates glideslope (GS) or VNAV de- the same alerts for RA, as previously de-
viation. This scale is also used to display mi- scribed, apply to BARO minimums.
crowave glidepath (GP) deviation if MLS is
installed. The pointer indicates a "fly to" con- Marker Beacons
dition. When the selected navigation source is
VOR, LOC or LOC BC, the vertical deviation Marker beacons are displayed as illustrated in
scale, label and pointer are removed from Figure 16-32. An active marker will only be
view. When the navigation source is ILS, and displayed if the navigation source is LOC/ILS
ILS frequency is tuned on the corresponding and an ILS frequency is tuned on the corre-
NAV receiver, the GS vertical deviation scale sponding NAV receiver.
and pointer are displayed, with a "GS" above
the scale. For excessive deviations, the GS Altitude
pointer changes color from white to amber, and
the scale turns amber and flashes. The barometric altitude display is presented
as a vertical tape. The tape provides single
Radio Altitude chevrons in 500 foot increments, double
chevrons in 1000 foot increments, tick marks
Radio altitude (RA) is displayed on the ADI in 100 foot increments, and a rolling digital
sphere and on the altitude tape (Figure 16- readout for accurate interpretation of baro-
31). On the ADI, RA is a digital readout at the metric altitude. The altitude tape also includes
bottom of the sphere. On the altitude tape, the following:
proximity to the ground is illustrated as brown
shading once the RA is within 550 feet. The • Altitude trend vector – A thin vertical
digital readout range is up to 2500 feet. Once bar to the left of the altitude tape repre-
the upper limit has been exceeded the digital sents the altitude the aircraft will attain
display will blank. For low altitude aware- in 6 seconds if the present vertical speed
ness, a radio altitude (RA) reference (decision is maintained.
height) can be set with the PFD bezel mounted
RA/BARO switch and minimums knob (Figure • Altitude preselect – The digital readout
1 6 - 2 6 ) . O n c e R A m i n i m u m s h av e b e e n appears above the altitude tape. The al-
reached, the characters "MIN" will flash in- titude preselect bug, is a notched ma-
side the RA/BARO annunciator box in the genta rectangle which is set on the left
lower right quadrant of the ADI. An aural side of the altitude scale. The bug and dig-
vo i c e a l e r t w i l l a l s o s o u n d “ M i n i m u m s , ital altitude preselect are set simultane-
Minimums.” ously on both PFDs using the altitude
select knob (ASEL) on the guidance con-
BARO Minimums troller panel. When outside 550 feet of the
currently displayed altitude, a portion of
BARO minimums are displayed as a digital the bug will be blanked from view. This
readout, as a bug on the altitude tape, and as is referred to as the “parked” position.
a MIN annunciation in the RA/BARO annun-
ciator box in the lower right quadrant of the • Altitude alert – This function is driven
ADI (Figure 16-26). The displayed range is by the flight director, and is displayed on
from 10 feet to 16,000 feet. The BARO bug is the PFD as a color change to the digital
displayed as a magenta rectangular "D" shape selected altitude and the ASEL annunci-
box, positioned to the left of the altitude tape, ator. As the aircraft approaches within
with a line extending from the middle edge of 1000 feet of the selected altitude, the

FlightSafety
international
CAPTURED LATERAL CAPTURED VERTICAL ALTITUDE PRESELECT

FLIGHT DIRECTOR FLIGHT DIRECTOR (BOX - CYAN/AMBER)
MODE FIELD MODE FIELD (DIGITS - MAGENTA/AMBER)
EXCESSIVE PITCH
CHEVERON
160 HDG VS 140 00

AIRSPEED
180
TREND 500 FOOT
VECTOR CHEVRON
160
40 14500
1 30 20
140 14300 1000 FOOT
20 30 80
EYEBROW 9 CHEVRON
(BLUE OR
BROWN) 10 20
120 14000
MACH SPEED 10
(DIGITS - WHITE/
AMBER/RED)
100
.400 M 29.92 IN VERTICAL
SPEED
COURSE/DESIRED SET DISPLAY
TRACK DIGITAL HDG 3000
READOUT 359 CRS 001 3
(GREEN/WHITE/ VOR1 N
YELLOW) 33 3 2
TCAS "FLY TO"
13.1 NM 1 ZONE
30
(GREEN)
25 0 1000
W
WIND DISPLAY
TCAS "NO-FLY"
12
24
1 ZONE
15 (RED)
21
BEARING #1 S 2
ANNUNCIATOR VOR1
3
ADF2
BEARING #2 ANNUNCIATOR HEADING SELECT

DIGITAL READOUT
Figure 16-34. Primary Flight Display/TCAS Display Format

FlightSafety
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aural tone sounds, and the preselect dig- tape if Mach is at or above .40M I (Figure
ital display and box change to amber. 16-34) and when the Mach tape is dis-
When the aircraft is within 250 feet of the played, the equivalent IAS will be digi-
selected altitude the digits change to ma- tally displayed at the bottom of the tape
genta and the box to cyan. Once the alti- (Figure 16-33).
tude has been captured, deviations greater
than 250 feet will alert the pilot by sound- The IAS tape (Figure 16-34) is annotated
ing an aural tone and the altitude prese- in 20 knot increments, beginning at 40
lect display changes to amber (Figure knots, with tick marks in 10 knot incre-
16-34). ments. The Mach tape(Figure 16-33) is in-
dexed from 0 to 1.10 Mach, with digits
Barometric Correction Readout at 0.04 Mach increments, and tick marks
in 0.02 Mach increments. The rolling
This display is directly beneath the baromet- drum digital display is in 1 knot or .01
ric altitude tape display and can be set to ei- Mach increments.
ther inches of mercury or HectoPascals.
• Airspeed trend vector – As illustrated
Airspeed in Figure 16-34, the airspeed trend vec-
tor represents the airspeed the aircraft
The airspeed display is presented as a verti- should attain in 10 seconds if the current
cal tape to the left of the ADI. The airspeed acceleration schedule is maintained. The
indicator provides a scrolling tape and a rolling trend vector is the same symbology for
digital readout for accurate interpretation of IAS or Mach, and is inhibited on the
airspeed. The airspeed information provided ground.
consists of the following:
• Selected airspeed – Selected airspeed is
• IAS/Mach – Indicated airspeed is the displayed digitally at the top of the air-
same as calibrated airspeed received from speed tape, and as a notched rectangular
the ADC for this airplane. The display magenta bug that travels along the air-
shows indicated airspeed or Mach as a speed tape vertically. This reference is set
vertical tape and rolling drum, as selected using the SPD button and SPD set knob
on the Flight Guidance Controller (FGC). on the guidance controller.
The SPD knob on the FGC panel has an
integral pushbutton which is used to tog- • Overspeed indicator – The overspeed in-
gle between the display of the IAS tape dicator is overlaid on the airspeed tape as
and the Mach tape on the PFD. The Mach a red bar thermometer that extends from
tape cannot be selected on the ground or the top of the airspeed/Mach tape to the
inflight below .40M I . overspeed value. If an IAS tape is dis-
played, the indicator represents
The airspeed display will automatically Vmo/Mmo (Mach trim On or Off) or flap
switch to the appropriate mode (IAS or overspeed, whichever is less. If a Mach
Mach) when using the FLC mode of the tape is displayed, the indicator will dis-
FD and the climb or descent schedule play the Mmo value provided by the ADC.
switches from IAS to Mach or vice-versa The bar tape will grow or shrink as the
(Figure 16-48). Also, the airspeed scale configuration and airspeed of the air-
will automatically switch from Mach to plane changes. The digital airspeed value
IAS if the Mach tape is displayed and the changes to amber when the airspeed trend
airspeed decreases to below .40M I . vector reaches the Vmo cue and changes
to red when the airspeed exceeds Vmo.
When IAS is selected on the vertical Overspeed limits for the flaps are as il-
tape, the equivalent Mach number will be lustrated in Table 16-3.
digitally displayed at the bottom of the

FlightSafety
international
CAT2
ADC TEST ANNUNCIATION
ANNUNCIATION (GREEN/AMBER)
160 LOC GS 50 00
AP YD
ADC TEST CAT2 1500
360 20 20
GS
10 10
340
1 20
330 10 00
80
3209
VSPEED DIGITAL
READOUTS
10 10
(V2 - GREEN)
(VR - CYAN)
(V1 - WHITE)
135 2 0
125 R
120 1
.81 M 29.92 IN
HDG
359 CRS 001 3
ILS1 N
33 3 2
2.2 NM 1
30
25 0 5000
W
E
12
24
TGT 15 1
21 S 2
VOR1
3
ADF2
Figure 16-35. Primary Flight Display/ADC Test/CAT II Display Format

FlightSafety
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Table 16-3. FLAP POSITION OVERSPEED DISPLAY
FLAP POSITION FLAP OVERSPEED VALUE
8° 250 Knots
20° 200 Knots
40° 150 Knots
• Low speed awareness (LSA) The low ences will come into view (Figure 16-
speed awareness bar tape overlays the air- 32). V1 and VR are removed from the
speed/mach tape and extends upwards airspeed tape when the airplane becomes
f r o m t h e b o t t o m o f t h e d i s p l a y. airborne and V2 is automatically removed
Representing the stick shaker speed, the at V2 + 40 KIAS.
low speed limit is calculated by the IC-600
based upon angle of attack, as provided With FMS as the default, pilot access to
by the stall computer. Both low speed the MFD Vspeed bezel menu is not nec-
awareness displays are removed with essary, but can be used if desired to man-
weight on wheels except during stall test. ually set the Vspeed.
• Vspeeds – Airspeed references (V1, VR With FMS installed, a white “T”, rotated
and V2) can be displayed on the airspeed 90° and labeled “RF” (VREF), reference
scale. The references can be set auto- mark can also be displayed on the air-
matically by the FMS or manually through speed scale (Figure 16-32). When land-
the MFD bezel menu controller. Upon ing performance is confirmed on the FMS
power-up of the avionics, the default CDU, the FMS will compute the final ap-
source for the Vspeeds will be from the proach reference speed (VREF). The sym-
FMS. Following initialization of the FMS, bol is a function of FMS computed gross
the operator will normally enter the flight weight and selected flap position and the
plan, confirm airplane fuel and weight on reference will change as flap position is
the FUEL page, and then enter takeoff changed, or the crew can select a flap
configuration and conditions on the PERF setting and the FMS will continue to com-
(performance) page of the FMS. When pute the speed for that flap setting as the
the Vspeeds are confirmed on the PERF airplane gross weight decreases. The
page, they are automatically set on the choice to display or not display the sym-
airspeed scale. This automatic function bol on the airspeed scale is selectable on
can be deselected on the MFD Vspeed the FMS. There is also the option to add
menu and the FMS speeds can be manu- a factor to the FMS computed speed for
ally overridden. wind gusts or abnormal conditions.
When on the ground and below 40 KIAS, • Mach/IAS digital readout – A digital
the Vspeeds and currently set values are readout of the indicated airspeed/mach is
listed (digital readouts) in the bottom displayed directly beneath the airspeed
half of the airspeed tape (Figure 16-35). tape (Figures 16-33 and 16-34). If IAS is
During takeoff acceleration, the digital displayed on the tape, the equivalent
readouts go out of view as the airspeed Mach will be digitally displayed beneath
tape moves down and the Vspeed refer- the tape when Mach exceeds .39M I . It

FlightSafety
international
will be removed from the display when always in display and will not overwrite the
Mach decreases below .38M I . When digital display.
Mach is being displayed on the tape,
KIAS will be digitally displayed below A digital readout is also displayed above the arc
the tape. The digital readout changes display and represents the VS target value set by
color to indicate an airplane overspeed the VS on the FD. This display corresponds to
condition. When the airspeed trend vec- the set bug value for desired VS and has a range
tor equals or exceeds the overspeed in- of + 6000 fpm. This display also annunciates
dicator, the color changes to amber. When TCAS resolution advisory information.
the displayed value equals or exceeds the
overspeed indicator, the color changes PFD HSI
to red. The color changes occur regard-
less of which airspeed computation is Heading information is presented as a compass
shown on the tape, either IAS or Mach. display on the PFD. Either a full compass rose
format (HSI), a 90° partial arc format (ARC),
• MAX SPD Warning - The autopilot in- or a 90° map format (MAP), each with a dig-
corporates an overspeed protection mode ital readout of the airplane heading can be
that is functional in the SPD and VS displayed (Figures 16-31 thru 16-33). These
modes. When overspeed protection mode display variations are selectable through the
is active, MAX SPD is annunciated on the display controller.
PFD and the system attempts to prohibit
excursions beyond VMO/MMO. During On the full compass rose (HSI), airplane head-
MAX SPD annunciation, the FD/AP will ing is marked by an inverted triangle at the top
control to a speed target to prevent over- of the display, pointing towards the stationary
speed. The engaged vertical flight di- airplane symbol at the center of the compass.
rector mode status and reference on the On the 90° ARC and MAP displays a pointer
PFD do not change, even though the com- box at the top of the arc represents the upper
puter is not providing guidance to this se- lubber line, and digitally displays the air-
lected value. Once the overspeed state is plane’s current heading. The reversion head-
exited, the MAX SPD annunciation is re- ing source, if selected, is annotated above the
moved and the flight director resumes pointer box. A heading select function is con-
the previous vertical mode reference. trolled via the flight guidance controller, and
a command heading mode may also be se-
The FMS provides overspeed protection, lected through the FMS CDU. A readout of the
with the same PFD annunciation, when in selected heading is displayed to the right of the
the VNAV mode. FMS overspeed pro- compass rose/arc, and a corresponding head-
tection is provided for VMO/MMO as ing set bug is displayed on the compass that
well as VFE (flap overspeed). travels along the outside edge. If the heading
select bug is off scale, while the compass dis-
play is in ARC or MAP, an arrow will point in
VERTICAL SPEED the direction of the heading bug. Whenever the
HDG button on the flight guidance controller
Vertical speed (VS) indications are displayed as
is depressed, both the digital heading display
an analog arc/pointer display, to the right of the
and the heading set bug will slew to the pre-
HSI (Figure 16-32). This display also provides a
sent heading. A single heading bug set knob
digital readout, at the center of the arc, to
on the guidance control panel is used to si-
indicate the vertical speed, within a range of
multaneously set the heading bug on both
+ 9900 fpm and with a resolution of 50 fpm. The
PFDs and the MFD.
arc is scaled and annotated in 1000 feet per
minute increments to + 3000 fpm, with tick
marks at every 500 ft./min. The pointer/needle is

Additional HSI annotations are as follows: dependently selectable on the pilot and
copilot sides using the two course set
• Lateral deviation – Lateral deviation in- knobs (CRS 1 and CRS 2) on the flight
formation is displayed in the center of guidance controller panel. Desired track
the heading compass. The lateral course information is displayed when the se-
deviation indicator (CDI) and scale in- lected navigation source is FMS and is not
dicate course deviation. This scale also pilot selectable with the course set knobs.
indicates invalid lateral deviation when The course select (CRS) and desired track
a red X appears on top of it. The center (DTK) are displayed as a digital readout,
of the deviation scale is the fixed wing air- to the left of the compass (HSI, ARC and
craft symbol and has two dots, evenly MAP format), and as a pointer within the
spaced to the left and right of the lubber compass display, as illustrated in Figures
line. The scale is displayed for both the 16-31, 16-32 and 16-33.
HSI display and the partial ARC display,
but not when a MAP presentation is il- • Drift bug – The drift bug is a cyan tri-
lustrated. When the MAP mode is se- a n g u l a r bu g t h a t r o t a t e s a r o u n d t h e
lected and a flight plan is displayed, a perimeter of the HSI, ARC and MAP dis-
digital course deviation (left or right of plays. The drift bug position is provided
course in nautical miles) is displayed by the FMS and indicates in degrees the
below the airplane symbol. The course amount of drift the airplane is experi-
pointer represents a "fly to" presentation. encing. This bug remains in view all the
The color of the display is dependent on time, regardless of HSI format (HSI, ARC
several source options and will be in ac- or MAP) and regardless of the navigation
cordance with the colors listed in Table source.
16-4.
• Bearing pointers – Bearing information
• Range – A range ring will appear on the is selectable on the PFDs through two
MAP display all of the time, and on the pointers displayed on the heading com-
ARC display when WX is selected for pass. The #1 and #2 pointers are displayed
display. The range ring is halfway be- as in Figure 16-31, and represent the rel-
tween the airplane symbol and the com- ative bearing to sources selected on the
pass arc and is labeled with one-half of pilot's display controller. For invalid bear-
the selected range. The range is selected ing information, or when the compass
on the WX radar control panel even if WX display includes a map presentation, both
is not being displayed. If the radar is pointers will be removed from the PFD.
OFF, the MAP and ARC range defaults
to 100 NM. Distance Annunciation
• To/From indicator – This indicator is dis- A distance display is presented on the PFD for-
played near the head or tail of the lateral mat to the left of the heading compass. This
deviation bar. The triangle indicates display shows the distance to a navigation
whether the selected course will take the source station for VOR/LOC modes, and the
airplane to or from a VOR station. When distance to the “TO” waypoint in the FMS
the selected navigation source is LOC or mode. The digital distance readout will be
ILS or the signal is invalid, the triangle displayed with a "NM" following the numer-
is removed from the display. ical value. When DME hold is selected on the
RMU, the NM is replaced with an amber "H"
• Course select/Desired track – Course annunciation. See Table 16-4 for color coding
select information is pilot selectable and of the distance readout.
displayed when the selected navigation
source is VOR/LOC/ILS. The course is in-

FlightSafety
international
Table 16-4. NAV DISPLAY COLOR LOGIC ON PFD
Vertical
NAV Information Distance CRS/DTK Deviation Bearing Select
Annunciation Display Display Display
TO/FROM Wind Drift
Digits Digits, Pointer Pointer Display Display Bug
BRG 1 BRG 2
Pilot Copilot Label & & &
(FMS1/VOR)
Label Label Label
*SRN1 *SRN2 G G G G G
W C C DW
SRN2 SRN1 G G G G G
FMS1 FMS2 W ** W ** W ** W ** W **
W C C DW
FMS2 FMS1 W W W W W
Same
Source Y Y Y Y Y W C C DW
(i.e. VOR1/VOR1)
SRN FMS G/W G/W G/W G/W G/W W C C DW
FMS SRN W/G W/G W/G W/G W/G W C C DW
* SRN (Short-range nav) = VOR, LOC, ILS, MLS

G = GREEN
** WITH SINGLE FMS INSTALLATION, THESE DISPLAYS WILL BE YELLOW.
THE COPILOT’S WILL BE WHITE IF A NAVIGATION SOURCE OTHER
C = CYAN THAN FMS IS SELECTED ON THE PILOT’S PFD.
Y = YELLOW
W = WHITE
DW = DIM WHITE
Wind Display the same field on the PFD format (Figure

16-32).
The wind display is provided by the FMS and
is presented both as a magnitude and a direc- • AHRS annunciation – AHRS failure
tion. The display includes a digital readout of will be annunciated with “ATT FAIL” in
the wind speed, and an arrow indicating the the center of the ADI and “HDG FAIL”
magnetic wind direction. in the center of the HSI (Figure 16-43).
If AHRS reversion is selected, the attitude
Miscellaneous Annunciations source will be annunciated above and left
of the ADI and heading source will be an-
Miscellaneous annunciations presented on the nunciated above the HSI heading indi-
PFD format are as follows: cator (Figure 16-32).
• ADC Source and test annunciations – • Navigation source annunciation – The
The air data source is pilot selectable on navigation source is displayed below the
the system reversion panel and will an- selected course/desired track digital read-
nunciate on the PFD if a reversionary out. The color of the annunciation will be
source has been selected. With the air as displayed in Table 16-4.
data reversion switch in NORM, no
source annunciation is present. If test is • Symbol generator source annunciation
selected, the TEST annunciation will use – This annunciation provides an indica-

FlightSafety
international
tion to the operator that IC/SG reversion – Selected heading shown as "HDGSEL"
is selected and the display processing
function is provided by a single IC-600. – Heading intercept shown as "HDGINT"
The operating IC-600 will display a nor-
mal on-side PFD and EICAS, and it will – Heading procedure turn shown as
generate a copy of the PFD and EICAS "PRCHDG"
for the cross-side display units. Both in-
board DUs will display the EICAS format. • FMS generated vertical track alert, shown
as "VTA" appears just above the vertical
• Comparison monitor annunciations – deviation scale and replaces VNV while
These annunciations are displayed in active.
Figure 16-32. All comparison monitors
will flash on the PFD for 10 seconds upon FMS Map Mode
activation, then remain steady.
With FMS selected as the active navigation
FMS Mode Annunciations source, a navigation map (MAP) can be dis-
played on the PFD. The presentation can dis-
Flight management system annunciations are play a flight plan of up to 4 waypoints (from
displayed to the left of the compass display as the FMS), and 2 VORTAC symbols on the
illustrated in Figure 16-32. "APP" or "TERM" PFD MAP display. This display is only avail-
will be displayed whenever the selected nav- able to a PFD that is not paired with an MFD
igation source is the FMS and the appropriate display. A MFD format is normally selected
approach modes and lateral scaling are ac- on DU3 and in this case, MAP can not be se-
tive. lected on the copilot PFD.
When FMS is the navigation source and the The color, approximate size and location of the
HSI or ARC format is used, a CRS/DTRK de- annunciations are as illustrated in Figure 16-
viation bar (CDI) will show deviation from de- 32. Navigation symbology that is not available
sired track. The lateral deviation scale changes with the map display include: course/desired
depending on the mode the FMS is operating track pointer, deviation bar and scale, bearing
in (enroute, terminal or approach). Enroute, pointers and the To/From triangle. To remove
full scale deflection is + 5 NM, terminal the map display from the PFD format, select
(TERM) is + 1 NM, and approach (APP) is + HSI or ARC format with the HSI button, or se-
0.3 NM. In a cross-track mode, the annunci- lect NAV1 or NAV2 nav source on the display
ation "SXTK" will appear. Should a FMS mes- controller.
sage warning be initiated to alert the pilot, an
annunciation will appear, just to the right of Additional features of the FMS map display are:
the current digital heading display.
• Waypoints – The waypoint symbol is a
• Additional FMS generated navigational four pointed star, positioned by the FMS
annunciations are: at the relative Latitude and Longitude,
referenced by the present position. Each
– Waypoint alert shown as "WPT" waypoint is connected by the flight plan
in a sequence established by the naviga-
– Dead reckoning shown as "DR" tion source. The identifier is located to the
right of the symbol.
– GPS integrity shown as "INTEG"
• Lateral deviation – Beneath the fixed
• FMS lateral submode annunciations are wing airplane symbol a digital display
displayed just beneath the cross-track of lateral deviation will appear when in
mode annunciation (SXTK), and are: map mode. Displayed will be the distance

FlightSafety
international
in nautical miles the airplane is off the de-

sired track and the direction "L" for left
and "R" for right of track.
• Range – When MAP is selected, a half-

range ring is displayed as illustrated in
Figure 16-32. Range selections are made
via the weather radar control panel range
buttons, regardless of whether or not WX
is selected for display via the display
controller pushbutton. If WX is turned
OFF the range defaults to 100 NM.
• To/From indicator – When "TO" is ac-

tive it will be displayed beneath the half-
range digital readout. When "FROM" is
active the characters "FR" will be dis-
played in place of the "TO".

FlightSafety
international
75.0 N1 75.0
89.6 89.6
ITT CAS
550 550 DISPLAY
AREA CAS DIVIDER
(15 LINES X LINES
18 CHARACTERS)
50.0 N2 50.0
76 OIL PSI 80 STATIC AIR
TEMPERATURE
FUEL QUANTITY 60 OIL °C 60 DIGITAL READOUT
DIVIDER LINE
980 FF PPH 1000 SAT °C -15
FUEL 4050 LBS PITCH TRIM 8.5 PITCH TRIM
DIGITAL READOUT
L 1400 F 1000 R 1650 FLAPS 20 (DIGITS - WHITE/
RED)
ELECT HYD/ECS FLT
VOLTS 28.5 28.0 MAIN 3000 SPLR 0 FLAPS DIGITAL
READOUT
SYSTEM PAGE EMER-V 28.0 B-ACUM 3000 PIT 8.5 (DIGITS - WHITE/
DIVIDER LINES AMBER/RED)
TEMP ° C 30 50 OXY QTY 669 RUD L1
Honeywell
Figure 16-36. EICAS Display Format – Display Areas

ENGINE INSTRUMENT AND System Display Pages

CREW ALERTING SYSTEM In the lower third of the EICAS format is an
(EICAS) area dedicated to displaying airplane major
sub-system status. Normally, the airplane sys-
The engine instrument and crew alerting system summary page (SUMRY on the menu) is
tem (EICAS) is an integrated digital com- in view, which provides brief status reports of
puter/display system that replaces the majority all of the sub-systems (Figure 16-36). Menu
of the traditional gages and warning lights lo- selectable, a system schematic of airplane
cated throughout the cockpit. The primary electrical, hydraulic, environmental control,
EICAS display (Figure 16-36) is divided into flight control, and fuel systems can be indi-
four designated areas: engine instruments, vidually selected for more detailed monitor-
CAS messages, system display pages and menu ing by the flightcrew.
items.
When sub-system data is within normal op-
Additional Displays – Included within the en- erating range, it is displayed in white. As the
gine instrument display area on the EICAS r e s p e c t ive l i m i t s a r e ex c e e d e d , t h e d a t a
beneath the CAS area, the SAT (static air tem- changes color to amber or red and the data is
perature), the pitch trim setting and the flap boxed in that same color. Displayed ex-
setting are displayed. ceedances generally are accompanied by mas-
ter warning and caution tones/lights, crew
Backup engine indications, should both in- alerting system messages, and/or warning an-
board display units fail, or if the airplane ex- nunciation lights. Once a parameter has re-
periences a dual generator failure, can be turned to normal range, or the condition is no
selected for display on either RMU. longer present, the data display changes color
back to white.
CAS Messages
When the airplane is on the ground any con-
The IC-600 monitors the status of the various trol surface indication (i.e. trim, flaps and
aircraft and avionic systems on a continuous spoilers) that is not suitable for takeoff will
basis and alerts the crew, as required, via the have a white box around it. If power is ad-
CAS (crew alerting system) display by gen- vanced for takeoff, the box and indication will
erating messages. Each message is prioritized turn red and be accompanied by the “config-
and color coded for display. Some of the mes- uration takeoff warning.”
sages will be accompanied by aural tones to
alert the flightcrew. Avionic CAS messages are Should the crew wish to declutter EICAS air-
detailed in Table 16-2. plane system displays, depressing a sub-sys-
tem bezel button a second time removes that
The CAS display is removed and replaced systems information or simplified schematic
with a red "X", covering the entire CAS dis- from view. To regain a display within this
play window for an invalid CAS display. area, the SUMRY button or another sub-sys-
tem button must be depressed.

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MULTI-FUNCTIONAL DISPLAY (MFD) source will be annunciated to the right of

the digital heading readout if AHRS or
Two basic navigation formats are available on IC/SG reversion is selected.
the multi-functional display (MFD): a partial
compass map display (MAP), and a plan dis- • Drift Bug is presented as an unfilled tri-
play (PLAN)(Figures 16-37 thru 16-39). With angle/bug that rotates around the perime-
both of these formats, a window area can dis- ter of the heading compass. The drift bug
play system information, checklist or TCAS data is provided by the FMS.
(optional) on the lower portion of the MFD.
• An amber “CHK EICAS” message is dis-
The MAP format provides a large 120° hori- played at the top of the MFD (Figure 16-
38), offset to the left of center. This message
zontal situation presentation, and places the air- is inhibited during takeoff and landing,
craft position near the center of the MFD and is tripped by the wrap-around monitor.
display. A large weather radar presentation
can be displayed on the MFD MAP along with • Lateral Deviation is displayed just above
waypoints, airports and navaids as selected by the system page display area. The digi-
the bezel controller buttons. tal display represents displacement left or
right of desired course. An "L" or "R"
The PLAN mode is similar to the MAP mode, will similarly be displayed following the
except that is has a "North-Up" orientation at distance in nautical miles. This display is
all times, and has a 360° display. The PLAN not available when TCAS or checklist
map mode may be used to construct a FMS has been selected.
flight plan or route and it may be used inflight
to monitor flight progress along a FMS flight • Navigation source on the MFD is always
plan. Radar is not available on the PLAN dis- FMS (single FMS installed). If dual FMSs
play. are installed, only the on-side FMS can
be displayed on the MFD.
MFD Map Mode
When weather radar has been selected for dis-
This format is the powerup default display on play the following items will be added to the
the MFD, and is illustrated in Figure 16-37. MFD format:
With MAP selected the following additional
annunciations and displays will be provided: • Weather Radar Status is displayed to the
left of the display window and supports
• Heading indication of the aircraft is pre- four status fields as illustrated in Figure
sented on the MAP format as a partial 16-38.
compass display. A digital readout of the
heading, enclosed in a box is displayed • WX Tilt Readout represents the tilt angle
at the top of the compass arc. A heading of the weather radar antenna and has dis-
play limits of -16° to +15°.
select bug is also displayed, and is set
with the HDG knob on the flight guidance • WX Fault Codes replace the tilt readout
controller. when the weather radar is in the test
mode. The codes indicate faults within
• Heading Scale is presented as a + 60° the radar system and should be relayed
compass arc with tick marks at 5°, and nu- to maintenance.
meric identifiers every 30° as illustrated
in Figure 16-37. • Weather Radar Video is presented in four
colors, representing different intensities
• Heading Source will be the same as se- of radar returns.
lected for the on-side PFD. Heading

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HEADING TEST
ANNUNCIATION
HEADING BUG FMS1 090 300 TAS

OUT-OF-VIEW KDVT +15 SAT
ARROW
12.5 NM 245 GSPD
12 MIN E
HDG 12
6
PLAB1 TEST NDB SYMBOL
AND IDENT
BT
PBD01 LL01
15
3
PLAB2
AIRPORT
25 KDVT SYMBOL
#TOC
NAVAID 50 FL300 50 AND IDENT
VOR/DME
SYMBOL SRP AIRPORT ON
AND KPHX ANNUNCIATOR
IDENT APT
TGT NAV
TX
NAVAID ON
0.50R ANNUNCIATOR
4050 LBS ON BOARD

FMS LATERAL
L WING R WING
DEVIATION
1400 1650
FUSELAGE
1000
RTN M/P
Honeywell
Figure 16-37. MFD Format – MAP Display

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AHRS REVERSION TRUE AIRSPEED

LRN SOURCE CHECK EICAS WX VIDEO FAULT HEADING SOURCE (LABEL - CYAN)
ANNUNCIATOR MESSAGE ANNUNCIATOR ANNUNCIATOR (DIGITS - WHITE)
HEADING DIGITAL DRIFT BUG

"TO" WAYPOINT DISPLAY
IDENTIFIER
FMS1 CHK EICAS 360 MAG2 300 TAS STATIC AIR

TEMP
KDVT +15 SAT
DISTANCE
12.5 NM 245 GSPD
TIME-TO-GO 12 MIN N
3
33
PLAB1 GROUNDSPD
HEADING BUG
PBD01 LL01 WEATHER
30
RADAR
6
WIND DISPLAY PATCH
PLAB2
AIRPLANE
WX WEATHER
25 KDVT RADAR
SYMBOL #TOC
50 FL300
50 DISPLAY
WX MODES AREA
(AMBER) TICKS
STAB
WX TARGET RA NO BRG MAP RANGE
ALERT TGT TCAS TEST
RING
ABV TA NO BRG 315
(AMBER/CYAN) WX AND DIGITAL
-4 FL -12 47.0 VALUE
WX MODES
(AMBER/CYAN)
6
WX TILT -10 DESIGNATOR
BEARING AND
-05 DISTANCE
+20
00
MENU MAP
Honeywell
Figure 16-38. MFD Format – WX on MAP Display

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MFD Plan Mode – Wind speed and vector

The following (Figures 16-39 and 16-40) is – WX modes and tilt
present with “PLAN” view selected:
• Mid-Right Side
• North Arrow is displayed to the left of the
range circle. The PLAN view is always – Map designator bearing and distance
oriented "North-up."
Common to both navigation displays (MAP
• Heading is presented as a relationship and PLAN) are the following annunciations:
between the north arrow, that represents
true north and the direction of the minia- • "TO" waypoint identifier (magenta) des-
ture airplane symbol as it rotates and trav- ignates the next waypoint on the flight
els along the flightplan. plan.
• Flight Plan Skip is a viewing option that • Distance is presented in nautical miles as
enables the operator to skip through the a value from the airplane's present posi-
waypoints in a FMS flight plan using the tion to the "TO" waypoint.
SKP menu (selection on the JOYSTICK
menu). A maximum of 10 waypoints can • Time-To-Go (TTG) provides a display in
be displayed at a time, and once the last minutes, of the time to fly to the active way-
waypoint has been selected, the display point, based upon the present groundspeed.
will advance back to the airplane present
position. • True Airspeed (TAS) is presented on the
format as a digital readout in knots as
MFD Display Areas and provided by the ADC.
Annunciations
• Static Air Temperature (SAT) is displayed
MFD common symbols annunciate naviga- as a digital readout in degrees Celsius, as
tion information to the flightcrew in four dis- provided by the ADC.
play areas:
• Groundspeed (GSPD) is presented as a
• Upper Right Area digital readout in knots as provided by the
FMS source.
– True Airspeed
• Wind Display is presented as a digital
– Static Air Temperature readout of magnitude, and a magnetic di-
rection indicator or arrow. Both displays
– Groundspeed are provided by the FMS.
• Upper Left Area • Range markers are provided for both

MAP and PLAN formats. The range
– FMS source annunciator markers provide a digital readout of the
selected range along with a range ring. In
– “TO” waypoint MAP the range ring is 1/2 the radius of
the arc. In PLAN the range ring is a full
– Distance and time-to-go to “TO” way 360° circle. The following ranges in nau-
point tical miles are available for each option:
• Mid-Left Side – MAP or PLAN ranges are: 5, 10, 25, 50,

100, 200, 300, 500, 1000

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PLAN AIRCRAFT
HEADING TEST SYMBOL
PLAN CIRCLE FLIGHT PLAN ANNUNCIATION (YELLOW)
FMS1 300 TAS

LL01 +15 SAT
12.5 NM HDG 245 GSPD
12 MIN
NORTH UP
ARROW
TEST
PLAB1
PBDO1
N LKLD0V1 T
1000 PLAB2 1000
25
PLAN RANGE
TGT
TX

28.2 28.0 28.0
SYSTEM PAGE
DIVIDER LINES 35 BATT TEMPS 38
(DIM WHITE) °C
GEN L APU A R GEN
50 AMPS 0 AMPS 65 AMPS
RTN M/P
Honeywell
Figure 16-39. MFD Format – PLAN Display

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FMS1 PBD01 300 TAS

LL01 LL01 +15 SAT
12.5 NM 245 GSPD
12 MIN KDVT
PLAB2
N 50 50
DESGNATOR DESIGNATOR
BOX
(CYAN)
25 LINE
(DASHED CYAN)
TGT
MASTER INDEX 1/1 230°
TX
1 NORMAL 40.0
PROCEDURES
2 ABNORMAL
PROCEDURES
3 EMERGENCY
PROCEDURES
CHECKLIST M/P
RTN RCL SKP PAG ENT RNG
Honeywell
Figure 16-40. MFD Format – PLAN with Checklist

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– MAP/WX ranges are: 5, 10, 25, 50, • Waypoints are symbolized as four pointed
100, 200, 300* stars, positioned at the Latitude and
Longitude of geographical locations, ref-
* Two additional ranges are available in erenced to the present position of the air-
MAP/WX, 500 and 1000, when the plane. The total number of flight plan
radar mode is selected to FP. waypoints allowed for display is 10 (in-
cluding the "FROM" waypoint). A way-
• Designator Symbol is an unfilled rect- point can also be included as a
angle with a dashed line connecting the pseudo-VOR. A flight plan can follow a
box to the origination of the designator. pseudo-VOR display if the subsequent
The designator is controlled by the cen- waypoint records are connected way-
ter pedestal mounted joystick and the points.
MFD bezel controller, discussed later in
this chapter. • Background navigation aids (VOR, DME,
co-located VOR/DME) examples are il-
• Bearing and Distance Readout is the mag- lustrated in Figure 16-37. The navaids
netic bearing and distance from the ori- are derived through the FMS data base and
gin of the designator dashed line to the are positioned in relation to the FMS de-
designator box. termined present position. A maximum of
eight navaids will plot on the MFD (4
• FMS MAP/PLAN symbols are charac- VORs and 4 NDBs). NAVAIDs may also
teristic to standard instrument charts and be included in the flightplan and are in-
to the Primus 1000 avionics system cluded in the total waypoint count (max-
(Figure 16-41). i m u m o f 1 0 ) . NAVA I D d i s p l a y s a r e
selected or deselected with the NAV bezel
key on the MFD menu.
STANDARD
INSTRUMENT PRIMUS 1000
CHARTS • Non-Directional Beacon (NDB) is sym-
bolized as an unfilled circle and repre-
VORTAC VOR/DME sents the position of the NDB relative to
the airplane present position.
TACAN DME • Airports are displayed as a circle and rep-

resent the position of the airport symbol
relative to the present position. A maxi-
VOR VOR mum of four airports can be plotted on the
MFD. The airport identifier is displayed
AIRPORT
to the right of the symbol. Airports dis-
plays are selected or deselected with the
APT bezel key on the MFD menu.
TOC/TOD
• Altitude Profile Points are displayed as
a diamond and represent the location for
WAYPOINT
a preplanned descent to a pre-determined
altitude. If they are included in the flight-
plan, they will be counted towards the
NDB
waypoint total. Disconnected altitude
profile points are limited to two.
Figure 16-41. MFD MAP Symbols

MENU MAP M/P

SYS MFD CKLST TCAS WX PLAN RNG
MAIN MENU
RTN M/P MENU NAV M/P CHECKLIST M/P

SUMRY ELEC HYD ECS FLT FUEL RNG RTN SPDS JSTK APT DATA RNG RTN RCL SKP PAG ENT RNG
SYSTEM MENU MFD MENU CHECKLIST MENU
RTN M/P V1 VR V2 FMS JOYSTICK M/P

SUMRY ELEC HYD ECS FLT FUEL RNG RTN 106 115 133 VSPDS SET RTN RCL SKP ENT RNG
SYSTEM MENU VSPEEDS MENU JOYSTICK MENU
Figure 16-42. MFD Menu Tree
MFD Selectable Window Displays MFD Bezel Menu

Within the display window beneath the navi- The MFD bezel controller provides a selection
gation display additional flightcrew informa- of menu functions (Figure 16-42). There are
tion may be selected. The optional TCAS three functions the bezel buttons can perform:
system can be displayed within this field.
• Selection of a submenu
Learjet 45 normal operational and abnor-
mal/emergency procedure checklist pages may • Toggling selection of a menu item
also be displayed within this area. The check-
list pages are arranged procedurally and are • Selection of a variable parameter for set-
menu selectable. ting with the bezel knob.
Airplane sub-system displays may also be When a menu item is selected on any of the
viewed within this display area. The system menus and then the menu is changed, the item
schematic information is identical to the sys- selected is not affected, e.g. if WX is selected
tem displays viewed on the EICAS format on the main menu and then a submenu is se-
(lower display area). lected, the WX radar display remains in view
on the MFD. The operator has to return to the

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main menu, or the menu that created the dis- System Menu
play, to deselect or change a display option.
The system menu (Figure 16-42) gives the
MFD Main Menu operator the capability to select a summary of
systems indications (SUMRY) or a system
A submenu selection is made by pressing the schematic of the listed systems for display at
bezel key located beneath the desired menu the bottom of the MFD display. This is the
item on the MFD main menu (Figure 16-42). same menu and display options that are avail-
The main menu is the default menu at power- able at the bottom of the EICAS display.
up and all of the submenus have a RTN (return) Illustrations of the systems schematics are
option on them that returns the operator to found in the related chapters of this manual,
the main menu. The main menu has three op- i.e. electrical, hydraulic, environmental con-
tions for submenus and three options (two if trol systems (Air Conditioning chapter), flight
TCAS is not installed) for controlling the controls, and fuel. When a system is selected
M F D d i s p l a y. I t a l s o h a s a M / P R N G for display, the menu label is boxed (in white)
(MAP/PLAN range) label above the bezel set and a RTN label appears above it. If that bezel
knob whenever WX is not selected for display button is depressed a second time, the main
on the MFD. The bezel set knob is multi-func- menu is displayed.
tional. It is used to select range on the MFD
MAP or PLAN displays when WX is not se- MFD Menu
lected and it is used to manually set speeds
when the VSpeed menu is being used. The MFD menu (Figure 16-37) provides the
opportunity to select two other sub-menus,
TCAS – If the optional TCAS is installed, de- and three other menu items to control the MFD
pressing the bezel button beneath TCAS on the MAP/PLAN displays. Using the second and
main menu causes a white box to appear third button SPDS (speeds) and JSTK (joy-
around “TCAS”. This indicates that TCAS is stick) is selectable.
selected for display in the window on the bot-
tom half of the MFD (Figure 16-38). The The NAV and APT labels, above the fifth but-
TCAS is then controlled through the ton, allow selection of NAVAIDs and airports
ATC/TCAS window on the RMU. on the MFD MAP or PLAN display. NDBs
will not plot on the MFD on initial production
WX – Weather radar can be displayed on the airplanes, but the plan is to add this capabil-
MFD MAP by selecting the bezel button be- ity in the future. The bezel button action is a
neath WX on the main menu. The radar, in- four step toggle with the power-up default
cluding range, is controlled from the radar being OFF. The first press of the button will
control panel on the center pedestal. If WX is box NAV (NAVAIDs) on the menu and display
selected on the menu for display, but radar is up to eight of the closest VORs/VORTACs or
OFF, the range defaults to 100 NM. NDBs on the MFD. The second press of the
button will box APT (airports) on the menu and
MAP/PLAN – The bezel button beneath the display up to four airports on the MFD. The
MAP and PLAN menu items is used to toggle third press, both NAV and APT are boxed and
between the MAP (Figure 16-38) and PLAN displays on the MFD are as above.
(Figure 16-40) displays on the MFD. MAP is NAVAID/Airport information is provided from
the power-up default selection. the navigation data base in the FMS. The
fourth activation of the bezel button deselects
both NAV and APT.

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Checklist Menu only the first 10 waypoints of a flight

plan. When actuated with the designator
An optional electronic checklist can be in- at the last displayed waypoint or the 10th
stalled in each IC-600 for display on the cor- waypoint if the flight plan contains more
responding MFD. The checklist can be defined than 10 waypoints, the designator returns
and installed by the customer using to present position.
H o n ey w e l l ’s “ P r o g r a m m a b l e E l e c t r o n i c
Checklist” software program. The checklist is • ENT – When the designator is offset, ac-
entered into the IC-600s using a RS 232 in- tuation of this key causes the LAT/LON
terconnect cable and laptop computer. of the designator to be transmitted to the
FMS for use as a waypoint. The desig-
VSpeed Menu nated position can be accessed on the
FMS CDU using the LIST function.
The VSpeeds (V1, VR and V2) can be set on
the airspeed scale automatically via the FMS
or manually using the MFD bezel menu (Figure
16-42). The bezel button beneath “FMS” on
the VSpeed menu is used to select or deselect
the FMS for setting of the VSpeeds. A white
box will be drawn around “FMS” when the
FMS is the source for the VSpeeds. This is the
power-up default but can be deselected by de-
pressing the FMS button or any one of the
VSpeed buttons. The VSpeeds can then be
manually set by first depressing the bezel but-
ton beneath the VSpeeds one at a time and
setting each one with the bezel knob.
Joystick Menu
Selecting the joystick submenu provides a
means to control the designator on the map or
to move the designator through the waypoint
list and view the flightplan. Figure 16-40,
shows the designator box and dashed line that
connects the box and the airplane symbol.
The bearing and distance from the airplane to
the designator is digitally displayed on the
MFD to the right of the TCAS/Checklist win-
dow. The power-up home position of the des-
ignator is present position. Movement of the
designator is controlled by the joystick and the
SKP. RCL and ENT keys located on the joy-
stick MFD submenu.
• RCL – This key “recalls” the designator

to the home position.
• SKP – This key steps the designator’s

home position to the next displayed way-
point. The MFD is limited to displaying

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EDS SELF-TEST EICAS Test Mode

PFD Test Mode The EICAS test mode, illustrated in Figure 16-
44, provides for failure mode annunciations for
Depressing the test button on the display con- each display on the format. The test is initi-
troller causes the PFD display to enter the test ated when the TEST button on the appropri-
mode. In the test mode, flags and cautions are ate display controller is pushed and held. The
displayed along with a check of the radio al- test page format remains displayed as long as
timeter. The following, as illustrated in Figure the test mode is active. This test does not trig-
16-43, test routine is displayed: ger the master warning or any voice aural
alerts.
Ground test mode:
MFD Test Mode
• Course select, heading select, distance
and, SAT, TAS and GSPD/TTG digital The MFD format in the test mode is illustrated
displays are replaced with amber dashes. in Figure 16-45. The test is initiated via the dis-
play controller test button (push and hold), and
• ATT and HDG displays are flagged (ATT is functional only while the airplane is on the
FAIL and HDG FAIL). ground. The display will remain in view as long
as the test mode is active.
• All pointers/scales are flagged.
• All heading related bugs/pointers are re-

moved.
• Radio altimeter digital readout displays

100' + 10'.
• All comparison monitors are annunciated.
• The word "TEST" is displayed in the

upper left portion of the ADI.
• All FD information and FMS map data is

removed from display.
• All three marker beacons are displayed.
Flight test mode:
• RA 100' + 10'

FlightSafety
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INVALID VERTICAL
FLIGHT DIRECTOR DEVIATION
FAIL ANNUNCIATION (RED "X")
INVALID SPEED INVALID ATTITUDE INVALID ALTITUDE
SET DIGITS TEST MODE (RASTOR - CYAN) PRESELECT DIGITS
(AMBER DASHES) ANNUNCIATION (ATT FAIL - RED) (AMBER DASHES)
––– TEST FD FAIL –––--

I A
A L
INVALID SPEED S T
TAPE ATT
(RED "X") FAIL INVALID ALTITUDE
ATT TAPE (RED "X")
INVALID AOA
INPUT
(AMBER)
INVALID MACH
VALUE
A RA 100 I M O INVALID BARO
(AMBER DASH) O LOC CORRECTION
(AMBER DASHES)
A CAS MSG
––– M 180 RA – – –.– IN
INVALID CRS/DTK HDG INVALID HEADING
DIGITAL READOUT HDG SELECT
(AMBER DASH) – – – CRS ––– 3
(AMBER DASHES)
ILS1 N 3 2
33
– – –.– NM HDG
1
30
FAIL
6
INVALID DISTANCE
(AMBER DASH) V
0
W
S
12
24
INVALID HEADING
15 1 INVALID VERTICAL
21 SPEED
S 2 (BOX - RED)
(LABEL - RED)
3
INVALID LATERAL
DEVIATION
(RED "X")
Figure 16-43. Primary Flight Display – Test Format

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DEP DEP LEARJET 45EICAS TST

1LEARJET 45ABCDEFG
---.- N1 - - - . - 12LEARJET 45HIJKLM
MAN SYNC MAN 123LEARJET 45NOPQR
1234LEARJET 45STUV
12345LEARJET 45WXY
IGN IGN 123456LEARJET 45ZA
---- ITT ---- 12345LEARJET 45BCD
1234LEARJET 45EFGH
123LEARJET 45IJKLM
FIRE FIRE 12LEARJET 45NOPQRS
SYNC 1LEARJET 45TUVWXYZ
S ---.- N2 - - - . - S LEARJET 45EICAS TST
T T END
A - - - OIL PSI --- A
R - - - OIL °C --- R
T T
---- FF PPH ---- SAT °C ---
FUEL ---- LBS PITCH TRIM --.-
L ---- F ---- R ---- FLAPS --
INVALID
SYSTEM PAGE
DISPAY AREA
MENU INOP
Figure 16-44. EICAS Display Format – Invalid Signals/Test Display

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INVALID HEADING INVALID

DIGITAL DISPLAY TRUE AIRSPEED
(AMBER DASHES) (AMBER DASHES)
INVALID
STATIC AIR
INVALID
DISTANCE FMS1 --- --- TAS TEMPERATURE
(AMBER DASHES)
(AMBER DASHES) --- SAT
--.- NM --- GSPD
--- MIN N
INVALID
TIME-TO-GO 33 HDG 3 INVALID
(AMBER DASHES) FAIL GROUNDSPEED
(AMBER DASHES)
30
6
50 50 INVALID HEADING
DISPLAY
WX
INVALID WX
(AMBER)
INVALID
SYSTEM PAGE
DISPAY AREA
MENU INOP
INVALID BEZEL
MENU DISPLAY
Figure 16-45. MFD Format – Test Display

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Honeywell
FD1 HDG NAV AP SPD FLC ALT FD2
CRS 1 HDG SPD ASEL CRS 2

APP XFR VS
BNK YD VNV
PUSH SYNC PUSH SYNC PUSH IAS/M PUSH SYNC
Figure 16-46. Flight Guidance Controller (FGC)
FLIGHT GUIDANCE AND is controlled through the pilot’s INSTR rheo-

stat. The S/I legends and green indicators are
CONTROL SYSTEM dimmed through the NAV lights switch.
The autopilot is single channel with a fail pas-

GENERAL sive design. The monitor system provides for
The Primus 1000 system includes an autopi- automatic disconnect in the event of a mal-
lot, yaw damper and dual synchronized flight function in the flight director or the autopi-
directors. These functions are all co-located lot/yaw damper.
in two IC-600 Display Guidance Computers
(DGCs) located in the nose avionics bay. Each Both attitude heading reference systems
IC-600 houses a flight director; however, (AHRS) must be functioning for autopilot op-
only the copilot (right) IC-600 is connected eration and both avionics master switches
to the pitch, roll and yaw servos (Figure 16- must be on.
3) for the autopilot/yaw damper and rudder
boost functions. The autopilot provides airplane control in re-
sponse to pitch and roll steering commands
A flight guidance controller (FGC)(Figure from either flight director.
16-46), located in the center of the glareshield
panel, provides the means of engaging the au- The yaw damper (YD) provides yaw rate
topilot/yaw damper and controlling both flight damping and turn coordination, but makes no
director (FD) systems. Lighting of this panel effort to control the flightpath of the airplane.

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SERVO ACTUATORS AP/YD Annunciation

The pitch and roll servos position the eleva- At the top center of the PFDs is a field dedi-
tors and ailerons in response to commands cated to flight director and autopilot annun-
from the autopilot. The autopilot then uses ciation (Figure 16-31). A horizontal arrow
the secondary pitch trim system to zero pitch appears between the flight director vertical
servo effort. The autopilot does not trim in the and lateral mode annunciators. This arrow
roll or yaw axis. points left or right, as selected on the FGC XFR
switch, to indicate which flight director the au-
Although the yaw damper circuit card is lo- topilot will couple to when engaged. It also in-
cated along with the autopilot card within the dicates which flight director has priority when
right IC-600, it performs the yaw damping the AP is not engaged. This arrow is a repeater
function independent of the autopilot. When of the arrows on either side of the FGC XFR
the yaw damper is engaged, the yaw servo is switch.
energized to position the rudder in response
to yaw rate information from the AHRSs. Just below the arrow is a line reserved for au-
topilot, yaw damper and rudder boost annun-
The pitch, roll and yaw servos are each con- ciation. A green “AP” and “YD” appear when
nected through electrical clutches to capstan the autopilot and/or yaw damper is/are en-
drive mechanisms which are connected via gaged. Other annunciators related to the AP,
cables to the respective flight controls. The YD and RB that may appear in this area are AP
clutches on the pitch, roll and yaw servos are T E S T ( a m b e r ) , A P FA I L ( a m b e r ) , T C S
energized closed when the autopilot is en- (white), AP (green, amber or red), YD (green
gaged. Only the clutch on the yaw servo is or amber), RB (green or amber), and FD FAIL
energized closed when the yaw damper is en- (amber).
gaged without the autopilot. The YD can be
engaged independent of the AP but the AP The AP/YD/RB does a power up self-test
cannot be engaged without the YD. The when power is turned on. “AP TEST” an-
clutches are de-energized open when the au- nunciates during the self-test. If the test
topilot and yaw damper are disengaged. The passes, there is no annunciation until the AP
pitch and roll servo clutches are also depow- or YD is engaged. If the self-test fails, an
ered open when the Touch Control Steering amber “AP FAIL” annunciates. The crew can
(TCS) button is held depressed or the Control attempt to correct a failed test by checking the
Wheel Master Switch (MSW) is depressed. AFCS SERVOS circuit breaker in and cycling
The TCS button is the upper switch on the in- the IC/SG 2 circuit breaker on the copilot’s
board horn of each control yoke and the MSW CB panel.
is the lower switch on the outboard horn
(Figure 16-47). When the autopilot is engaged, “AP” and “YD”
are annunciated in green. “RB” will only an-
nunciate in green when it becomes active
AUTOPILOT/YAW DAMPER (RUDDER BOOST switch – ON, a force > 25
CONTROLS AND OPERATION pounds rudder pressure applied by pilot and/or
copilot, airspeed less than approximately 180
General knots, and flaps are greater than 3°).
The autopilot and yaw damper are engaged When the AP or AP and YD are disengaged by
on the FGC (Figure 16-46) using the AP and the crew, an aural alert (cavalry charge) sounds
YD buttons. When they are engaged, the green once. “AP” or “AP” and “YD” also turns amber
vertical bar on the switches is illuminated. and flashes for 5 seconds. If the yaw damper
is not disengaged, the green “YD” remains
displayed.

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Table 16-5. AUTOMATIC FLIGHT CONTROL SYSTEM CAS MESSAGES
Type
C AP AIL MISTRIM Autopilot aileron servo torque excessive
C AP ELEV MISTRIM Autopilot elevator servo holding excessive torque

C AP FAIL Autopilot/yaw damper inoperative
A AP ELEV MISTRIM Autopilot elevator servo holding torque

W = Warning
C = Caution
A = Advisory
The autopilot and yaw damper have a contin- a steady amber “AP” displayed, the yaw
uous monitor that, in the event of a malfunc- damper and the rudder boost should still be op-
tion, causes a system disconnect in the AP, YD, erational. If a steady “YD” is displayed, nei-
RB or in all three. In the event of a monitor dis- ther the yaw damper or rudder boost are
connect, the “AP” caption turns red, flashes for operational.
5 seconds, then goes steady. The disconnect
aural alert (cavalry charge) sounds, and will The crew may be able to clear a steady amber
continue to sound until acknowledged by ei- “AP,” “YD,” or “RB” by cycling the IC/SG 2
ther pilot depressing the MSW (Figure 16- circuit breaker on the copilot’s CB panel.
47) for at least 2 seconds (until the “WHEEL
MSTR” message is displayed on CAS). Mistrim Annunciation
An AP self-monitored disconnect is not always When the autopilot is engaged and the roll or
accompanied by a YD or RB system fail- pitch servo remain energized for a longer than
ure/disconnect. The yaw damper may not dis- normal period (mistrim), the condition will be
connect with an autopilot monitor disconnect, annunciated with a CAS message.
but after a crewmember depresses the MSW
to silence the AP disconnect aural alert, the A white “AP ELEV MISTRIM” message will
yaw damper will disengage also. In this case, be displayed by the CAS when there is a
the amber “YD” will flash for 5 seconds and mistrim in the pitch axis (Table 16-5). If the
then disappear if the malfunction was not in mistrim continues (more than 10 seconds),
the yaw damper. If the AP monitor discon- or current drawn by the pitch servo is exces-
nect was due to a YD malfunction, the amber sive the message will turn amber and it will
“YD” turns steady and remains displayed. be necessary for the crew to correct the
mistrim condition. Further servo loading will
After either crewmember depresses the MSW result in a AP monitor disconnect.
following an AP monitor disconnect, the red
“AP” may extinguish if the malfunction is The autopilot does not have a capability to trim
cleared, or it will turn to a steady amber “AP” in the roll axis; therefore, if there is a mistrim
if the problem still exists and, in this case the in the roll axis, an amber “AP AIL MISTRIM”
autopilot will not reengage. message will be displayed by the CAS and
there will be no white advisory message (Table
A steady amber “AP,” “YD,” or “RB” will not 16-5). Further servo loading will result in a
allow the autopilot to be reengaged. With only AP monitor disconnect.

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XFR (Transfer) AP/YD Engage

The center section of the FGC (Figure 16-46) The autopilot and yaw damper are engaged
contains a transfer (XFR) button which is used using AP and YD select buttons located on the
to select the desired flight director (left or FGC (Figure 16-46). Each button has a verti-
right) to command the autopilot. This switch cal green bar that illuminates when engaged.
is also used to select which flight director has When the AP button is depressed, the YD will
priority. The system defaults to the pilot’s also engage, if not previously selected. The YD
side at power-up illuminating (green) the left can be engaged independent of the AP, but
arrowhead. After power-up, each time the XFR the autopilot system will not engage without
button is depressed, the arrowhead toggles to the YD.
the opposite side. At the top center of each PFD
a horizontal arrow reflects the XFR button The autopilot can be engaged with bank angles
choice. The arrows (3) should normally be up to 45° and pitch attitudes between + 30°.
pointing to the side from which the airplane If engaged outside of the normal envelope,
is being flown. the AP will return to the maximum limits of
+ 20° to -10° pitch and + 30° bank.
XFR may be selected before or after AP en-
gagement. However, when XFR is selected When the AP is engaged with no flight direc-
with the autopilot engaged, any flight director tor modes engaged and the roll attitude is
modes that were engaged will be canceled and within 6° of wings level, the autopilot will
the AP will revert to the PIT and ROL hold roll the airplane to a wings level attitude and
modes. Verify the desired side selected on the hold the existing pitch. This mode is referred
XFR button prior to engaging the autopilot. to as the heading hold mode, and will be an-
nunciated on the PFD with “ROL” appearing
in the flight director lateral mode field and
“PIT” in the vertical field.
If the bank is greater than 6° when the AP is

IDENT SWITCH engaged, and with no flight director modes ac-
(NOT SHOWN) TOUCH
AP PITCH/ROLL CONTROL tive, the autopilot holds the airplane in the
COMMAND SWITCH STEERING
(TCS)
existing bank and pitch attitude. The flight
director command bars will also sync to the ex-
CONTROL WHEEL
TRIM SWITCH
ARMING
BUTTON
isting attitude and the ROL and PIT annunci-
(CWTS) ations will illuminate.
When the autopilot is engaged, the coupled

side flight director command bars are dis-
played. The uncoupled side’s flight director
may be toggled on/off with the FD button on
the top left/right corner of the FGC (Figure
CHECKLIST
16-46).
LINE ADVANCE
MIC
SWITCH If any flight director modes are selected be-
(NOT SHOWN) fore the autopilot is engaged, the AP auto-
CONTROL WHEEL
matically couples to the selected FD modes.
MASTER SWITCH (MSW)
Figure 16-47. Pilot’s Control Yoke Touch

Control Steering Button (TCS)

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Manual AP Control pressed and held. Applying aileron or eleva-

tor control wheel pressure without depressing
The airplane can be controlled manually when the TCS may result in an AP monitor discon-
the autopilot is engaged. The bottom portion nect.
(barrel) of the control wheel trim switch
(CWTS) can be used as a manual controller if While the TCS button is held depressed (AP
the arming button, on top of the switch, is not engaged), a white “TCS” annunciator appears
depressed (Figure 16-47). Manual control is at the top of the PFDs. In addition, selected
only possible from the CWTS on the coupled FD modes remain engaged and the command
side. bars sync to the existing airplane attitude.
Once released, the pitch and roll clutch ser-
Moving the barrel forward or aft, without de- vos re-engage and give airplane control back
pressing the arming button, commands cor- to the autopilot. Previously engaged vertical
responding pitch changes through the modes (SPD, VS or ALT) will synchronize to
autopilot. Left or right movement (arming the new existing flight conditions and lateral
button not depressed) commands roll changes. modes will attempt to recapture. If flight level
Once the AP is engaged, depressing the arm- change (FLC) was engaged, the FD will re-in-
ing button and moving the barrel in any di- tercept the previously selected profile.
rection disengages the autopilot (but not the
YD). If FD lateral modes were not engaged (ROL
hold), and the TCS button is released at bank
When manual control is used to command roll, angles greater than 30°, the autopilot will roll
any FD lateral modes previously captured (ex- the airplane to 30° and maintain that bank
cept APP and LOC) will be cleared and the AP angle. If the bank angle is within 6° of level
will maintain the new roll attitude, existing flight, when the TCS button is released, the AP
when the barrel is released. Similarly, when will roll the airplane to a wings level attitude.
a pitch change is commanded, any FD pitch
modes that were captured (except glideslope) When the AP is not engaged, the TCS button
will be cleared and the AP will maintain the also acts as a pitch or roll sync switch. If the
new pitch attitude, existing when the barrel is airplane is in a pitch hold mode (PIT), de-
released. pressing the button synchronizes the com-
mand bars to the existing pitch attitude. If
Once glideslope, approach or localizer has SPD, VS or ALT vertical modes are engaged,
been captured, manual control barrel pitch they will sync to the existing values when the
and roll commands will not be followed. TCS button is depressed and released. The
SPD bug will also synch to the current airspeed
Touch Control Steering (TCS) when the TCS button is momentarily depressed
while in the basic pitch mode (with a lateral
The touch control steering (TCS) switch is mode).
used to temporarily take control from the au-
topilot when it is engaged. It can also be used
as a FD pitch or roll sync switch when the AP
is disengaged.
With autopilot engaged, depressing and hold-

ing either TCS button disengages the clutch on
the pitch and roll servos. This does not dis-
engage the AP, but allows the airplane to be
maneuvered as desired. The crew should not
apply control wheel pressure when the AP is
engaged unless the TCS button is first de-

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AP Disengage YD Disengage
Normally, the autopilot is disengaged by de- The YD can be disengaged by depressing the YD
pressing the arming button on either Control select button on the FGC. There is no discon-
Wheel Trim Switch (CWTS) and momentar- nect tone if only the YD is disengaged. When
ily moving the barrel in any direction. the YD is disengaged by the operator, the green
However, the AP will disengage with any of YD on both PFDs will turn amber for 5 seconds
the following additional operator actions: and then extinguish. If the AP is also engaged,
it too will disengage along with the YD. There
• Depressing the AP or the YD button on is no provision for having the AP engaged with-
the FGC. out the YD. The AP and YD can both be si-
multaneously disengaged by momentarily
• Depressing the go-around (GA) button depressing either MSW.
on the left thrust lever.
A system initiated (monitor) disconnect of the
• Momentarily depressing the Control YD is annunciated with an amber “YD” on the
Wheel Master Switch (MSW).
PFDs which will remain illuminated until a
• Turning the trim selector switch off. MSW is depressed for at least 2 seconds.
• Activating the secondary trim switch with

trim selection in SEC position.
• Activation of elev/roll disconnect.
• Power interruption to either IC-600.
• Autopilot monitor trip.
• AP disconnect (not YD) with stick shaker
activation.
• AHRS failure.
When the autopilot is disengaged by the op-

erator a disconnect tone, similar to the first few
notes of a cavalry charge, momentarily sounds.
Also, the green AP annunciators on the PFDs
turn amber and flash for 5 seconds, then blank.
Additionally, the green bar light next to the AP
select button extinguishes.
If an AP disconnect is due to autopilot mon-

itor trip, the disconnect tone will repeat until
acknowledged, and the “AP” will turn red.
Momentarily depressing (at least 2 seconds)
the MSW acknowledges the monitor discon-
nect and silences the disconnect tone. When
reset, the red AP will either disappear or turn
steady amber. An amber AP indicates that the
autopilot cannot be reengaged. Pulling and re-
setting the IC/SG #2 circuit breaker may clear
the fault.

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Table 16-6. FLIGHT DIRECTOR MODE ANNUNCIATIONS
FD
NAV SOURCE
FD MODE SELECTED SELECTED
ANNUNCIATION
ON PFD
LATERAL MODES
None Selected ROL

HDG – heading N/A HDG
BNK – reduced bank limit to 14° Green

Any
(HDG or VOR NAV Only) Eyebrow
NAV – navigation enroute (VOR or FMS) VOR/FMS 1 or 2 VOR or FMS

APP – approach (Localizer) LOC 1 or 2 LOC
APP – approach (back course) LOC 1 or 2 BC BC
APP – approach (VOR or FMS) VOR/FMS 1 or 2 VAPP or FMS
LATERAL AND VERTICAL MODES
APP – approach w/VNAV program'd FMS 1 or 2 FMS & VNV
APP – approach (ILS) ILS 1 or 2 LOC & GS
VERTICAL MODES
None selected Any PIT

SPD – speed ( MACH above 32,000' )
IAS to 32,000'
Any IAS/MACH
VS – vertical speed Any VS
ALT – altitude hold Any ALT
FLC – flight level change ( normal
high speed )
or
Any FLC/FLCH
VNV – vertical nav FMS FMS 1 or 2 VNAV
GA – go around None GA
ASEL – altitude select Any ASEL

FLIGHT DIRECTOR CONTROLS FD Cue

AND OPERATION The flight director symbology is selectable on
the display control panels. The button labeled
General “CUE” will alternately select the single cue or
The dual flight directors (FDs) provide com- the cross pointer. It defaults to single cue at
puted steering commands to the autopilot and power-up. The CUE will be the same on both
to the command bars on the PFDs. With the au- PFDs and the selection is determined by power
topilot not engaged, either pilot can manually up default or the last selection made on either
fly the steering commands. The flight director display controller.
modes are synchronized in a manner that allows
selection of the modes to be accomplished by FD 1/2 Switches
the single set of FD mode select buttons on the
flight guidance controller (FGC) panel. The flight director select switches (FD 1 and
FD 2) are located on the upper left/right cor-
Since there is only one flight guidance controller n e r s o f t h e f l i g h t g u i d a n c e c o n t r o l l e r.
(FGC), both FDs will be selected to the same Depressing these switches alone will not bring
lateral and vertical modes if not deselected the FD command bars into view. Any FD mode
with the FD1 or FD2 switch. The FD on the side selection causes the FD command bars to ap-
the XFR arrow is pointing toward will have pear on both PFDs. When the FD command
priority when both FDs are on and the opposite bars are in view on both PFDs and the autopi-
side FD annunciation and command bar steer- lot is not engaged, depressing the FD 1 or FD
ing will be a copy of the side having priority. 2 button will remove the command bars from
If the selected navigation source and desired the PFD on that side, acting as a flight direc-
course are not the same on both PFDs, the FD tor “clear” function. Pressing the opposite side
steering commands for the NAV or APP modes FD switch will disengage all FD modes and
will not be valid on the non-priority side. remove the command bars on that side as well.
With the autopilot engaged, the FD command

FD Annunciation bars will be in view at all times on the coupled
A field at the very top, center of the PFDs, is side and cannot be removed from the PFD. The
dedicated to FD annunciation and the AP/FD opposite side FD command bars can be re-
XFR arrow (Figure 16-31). The lateral modes moved from view by depressing the appropri-
annunciate to the left side of the arrow and the ate FD 1 or FD 2 button (as desired). If desired,
vertical modes annunciate to the right side. both sides can be selected off when the AP is
Armed mode annunciators are outboard on each not engaged.
side of the arrow and captured mode annunci-
ators are inboard. Course Set Knobs
Armed mode annunciators appear in white, A course set knob (CRS 1 and CRS 2) is located
captured or active modes are displayed in green. at each end of the FGC panel. These knobs are
Newly captured modes are boxed with a white used to individually set the courses on the left
box for eight seconds to bring attention to the and right PFD HSI displays. They are used pri-
change. If a nav signal is lost, the annunciator marily to set the course for a VOR radial or LOC
will turn to amber. See Table 16-6 for a list of course. The course knobs have a push button in
lateral and vertical mode annunciations. the center to synchronize the display to the air-
planes “direct-to” course.
The FD mode select buttons on the FGC panel
have a vertical green bar that illuminates when-
ever the mode is selected (armed or captured).

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Heading Set Knob Depressing the FD “HDG” select button en-

gages the heading mode and displays a green
Heading is selected via a rotary knob. The HDG “HDG” annunciation on the PFDs. The FD
knob controls the heading bug and digital dis- command bars will command a turn in the di-
play on both PFDs and the bug on the MFD rection the heading bug was moved to achieve
MAP display. Depressing the HDG knob will the set heading.
synchronize the HDG bug on all display units
to the airplane’s current heading. If the heading knob is tuned so as to move the
heading bug the long way (over 180°) to a
Basic AP/FD Modes new heading, the FD will command the turn
in that direction (only when airborne).
Heading Hold Mode (Wings Level)
The heading select mode is canceled when any
This is the basic lateral mode when the au- armed lateral mode captures or if GA is selected.
topilot is engaged, no other lateral FD mode is
selected and the bank angle is less than 6°. The BNK (Bank)
AP will roll the airplane to wings level and an-
nunciate “ROL” on the PFD. Pressing this button alternately selects or de-
selects a reduced maximum bank angle of 14°
Roll Hold Mode on both FDs when in FD HDG mode. When se-
lected, a green low bank arc appears on the top
The autopilot roll hold mode is operational of the ADIs.
when the autopilot is engaged, no lateral FD
mode is selected and the bank angle is greater BNK automatically engages at 41,600 feet if
than 6°, but less that 34°. The AP maintains the HDG or NAV (VOR) modes are active.
established bank angle. The ROL annunciator
will be displayed on the PFD. NAV (Navigation)
Pitch Hold Mode Pressing the FD NAV button alternately selects
and deselects the navigation mode. The NAV
If no vertical modes are captured, the AP holds mode is normally used to intercept route seg-
the pitch attitude that existed at the time the AP ments identified with VOR radials and to in-
was engaged. tercept and fly desired FMS tracks (SIDs,
routes, holding and STARs). NAV or APP can
If the autopilot is not engaged, selecting a FD also be used to intercept and track LOC and
lateral mode with no active FD vertical mode LOC BC, but for a full ILS (LOC and GS) the
displayed will cause the FD command bars to APP mode must be used.
sync to the existing pitch attitude. The “PIT”
annunciator will be displayed on the PFD in this NAV (VOR)
vertical FD mode.
When using the FD NAV mode to intercept and
FD Lateral Modes track a VOR radial, it is first necessary to tune
one of the nav receivers to the desired station,
HDG (Heading) select VOR 1 or 2 (whichever was tuned) as the
nav source and set the desired course. Normally,
Heading select is used to maintain a magnetic the on-side nav receiver will be used as the ac-
heading. The heading bug is positioned to the tive nav source. The operator must establish an
desired heading on the HSI using the HDG knob intercept heading and then the flight guidance
on the FGC. The heading bug may be sync’ed computer will generate lateral commands to
to the existing heading by depressing the inner capture (intercept), and fly the selected course.
button on the HDG set knob. Deselecting NAV (VOR/ILS) with NAV armed
results in HDG only.

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If the FD NAV button is depressed when es- with the lateral command gains optimized for
tablished on an intercept heading to a selected operation within 10 miles of the VOR station.
VOR radial and the airplane is outside of the When selected, the VAPP arm annunciator is
normal capture range of the selected course, displayed on the PFD. Intercept and capture
the FD HDG and NAV buttons both illumi- logic is the same as described for VOR.
nate. In the FD annunciation field on the PFD,
“HDG” annunciates in green and, to it’s left, APP (LOC or LOC BC)
“VOR” annunciates in white (armed). When
the course is captured, the HDG mode will Using the FD APP mode for LOC or LOC BC
drop-out and the “VOR” annunciation on the is much the same as described for VOR; ex-
PFD changes to green (indicating capture) cept, the FD annunciation on the PFD will be
and moves inboard. A white box will also a white “LOC” when APP is armed and
overlay the VOR annunciator for 5 seconds to changes to green when it captures. Do not ex-
emphasize the capture phase. The operator ceed 105° to 110° intercept or the system may
can select HSI or ARC for display on the PFD intercept the back course.
to monitor the CDI for course intercept and
tracking. LOC BC is set up and flown much the same
as a front course LOC, and the front course
NAV (FMS) must still be set in the HSI course. The FD will
automatically establish internal reverse po-
When using the FD NAV mode to fly a desired larity of the course error and localizer signals
FMS track, it is first necessary to identify a when it senses aircraft heading more than 105°
DTO waypoint, holding pattern, or FROM–TO from the front course. Caution should be ex-
leg on the CDU. The FMS can establish the in- ercised to detect possible erroneous front
tercept heading or the operator can set the course capture in situations where the inter-
FMS command heading for intercept on the cept is near 90°, during procedure turns, or on
CDU. When FD NAV is selected with FMS as a close-in downwind. Glide slope steering is
the nav source, a green “FMS” appears in the locked out in the back-course mode.
lateral FD annunciation field.
APP (ILS)
APP (Approach)
Pressing the APP button arms both localizer
The intended function of the FD APP mode is and glideslope modes when the navigation re-
that APP be used for all approaches, regard- ceiver is tuned to an ILS frequency and ILS is
less of nav source or whether a vertical mode selected as the active navigation source. LOC
is also associated with the approach. The APP and GS arm annunciators will appear on the
mode is normally used to select lateral and ver- PFD. Localizer capture will be the same as de-
tical steering for ILS or LOC. APP can also scribed for LOC. With the GS armed, the flight
be used with FMS as the active nav source director remains in any previously selected
when VNAV has been programmed for the ap- vertical mode until GS capture.
proach. Also, the APP mode should be used
for VOR approach to improve VOR lateral GS capture can be from above or below the
steering. glideslope. Glideslope capture is interlocked
so that the localizer must be captured prior to
APP (VOR) glideslope capture.
The VOR approach mode is selected by press- APP (FMS)

ing the APP mode button with the navigation
receiver tuned to a VOR frequency and se- Selection of the FD APP mode when the nav
lected as the active nav source. Mode opera- source is FMS engages the FMS lateral mode
tion is identical to the VOR mode (NAV), but the same as described for NAV (FMS). This

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will also arm the FMS vertical mode if a VNV the vertical speed bug position.
profile has been programmed. The pilot should
select the FD APP button when established The integral PUSH IAS/M button within the
on or intercepting the final approach segment, SPD knob is used to toggle the airspeed tape
while outside the FAF. The FMS lateral mode between IAS and Mach.
must be engaged prior to VNV engaging the
final approach path. SPD (Speed)
If a VNV profile is not programmed, selection Depressing the SPD button engages the speed
of APP engages the FMS lateral mode, but hold mode (IAS or Mach) on both FDs. The
not the vertical mode. FD will command pitch change as necessary
to maintain the speed that existed at the time
At a radial distance of 50 NM from the desti- of engagement. The airspeed bug is positioned
nation airport (not distance along the flight- on the right side of the airspeed tape at the
plan route), the FMS approach mode is speed that existed at engagement (Figure 16-
available. When the FMS has sequenced onto 31). A magenta digital readout of that speed
the first leg of a STAR procedure or the FMS also appears at the top of the airspeed tape.
approach has been armed, “TERM” is annun-
ciated next to the nav source annunciator on Depressing the SPD button holds the speed ref-
the PFD (Figure 16-32). This annunciation erence as displayed on the tape. If IAS is dis-
indicates a change in CDI scaling from 5 NM played, then SPD is IAS referenced; if Mach
to 1 NM for full scale deflection. is displayed, SPD is Mach referenced. The
SPD mode will not automatically switch from
At a distance of 2 NM inbound to the final ap- IAS to Mach or vice-versa.
proach fix, or if “ACTIVATE APPROACH” is
selected, “APP” is annunciated (replacing VS (Vertical Speed)
“TERM”) next to the nav source annunciator
(Figure 16-32). This annunciation change in- Depressing the VS button engages the verti-
dicates the approach is valid and activated, and cal speed hold mode on both FDs. The FD
there is a change in CDI scaling from 1 NM commands pitch changes to hold the vertical
to 0.3 NM for full scale deflection. If the ap- speed that existed at the time of engagement.
proach is canceled, the FMS has sequenced to Once engaged, the vertical speed bug posi-
the missed approach, or GA is selected, tions on the inner side of the vertical speed
“TERM” will again annunciate indicating the scale and a digital readout appears above the
scaling has changed from 0.3 NM to 1 NM for vertical speed indicator (Figure 16-34). The
full scale deflection. maximum selectable vertical speed is + 6,000
fpm.
FD Vertical Modes
FLC (Flight Level Change)
SPD Knob
Depressing the FLC button once engages the
The rotary SPD knob (Figure 16-46, page 16- normal climb/descent profile on both PFDs.
78) is used to change the IAS/Mach speed ref- Depressing it a second time selects the high
erence (SPD mode) and the vertical speed speed climb/descent schedule. A third de-
r e f e r e n c e ( V S m o d e ) . T h e a i r s p e e d bu g pression deselects the mode. The FD chooses
(IAS/Mach) is always in view on the airspeed between the climb and descent schedule based
tape, even when the SPD mode is not selected. upon the airplane’s present altitude and the pre-
The speed knob changes the bug airspeed at selected target altitude.
any time, as long as VS is not selected. When
VS mode is engaged, rotation of the SPD knob The FD annunciation on the PFD is FLC for
changes the digital vertical speed reference and the normal climb/descent profile and FLCH for

FlightSafety
international
the high speed profile. The IAS/Mach refer-

ence display and bug indicate the commanded .70
.73
MA
MA CH
speed reference. The speed reference cannot CH
be changed with the SPD knob in this mode.
32,260 FT
When FLC/FLCH is selected for climb to (PRESSURE 30,000 FT
ALT) (PRESSURE
higher altitude, the airspeed scale on the PFD ALT)
will automatically switch to Mach when the
profile (Figure 16-48) intercepts the Mach
schedule. Also, when FLC/FLCH is selected NORMAL HIGH SPEED
CLIMB CLIMB
for descent from a higher altitude the PFD air- PROFILE
PROFILE
speed scale will indicate Mach until the descent DISPLAYED 12,000 FT
profile (Figure 16-49) switches to IAS. ALTITUDE 10,000 FT (BAROMETRIC
(BAROMETRIC ALT)
ALT)
VNV (Vertical Navigation) IAS 250 KTS
275 KTS
Depressing the VNV button arms, then cap-

tures the FMS pitch steering commands of the Figure 16-48. Climb Profile (FLC/FLCH)
FDs if FMS is selected as the NAV source, the
FMS is programmed for a vertical navigation
profile, the altitude preselector is set below ex- is annunciated by a magenta digital display at
isting altitude and the airplane is within the the top of the altitude tape on the PFD, and by
TOD (top of descent) window. a magenta bug located on the left side of the
altitude tape that corresponds to the digital
When the VNV mode is armed, a white VNAV readout. If the preselected altitude is above or
is annunciated on the PFDs in the FD vertical below the range shown on the tape (approxi-
mode annunciation field. The FMS automat- mately 550 feet) the bug is parked at the
ically initiates capture of the descent path if top/bottom of the tape and is partially blanked.
VNV is engaged and the airplane has reached
the TOD point. When the vertical navigation The altitude preselect mode arms automatically
beam has been captured, the annunciation when the altitude is set to an altitude that is
turns green. Fifteen (15) seconds prior to ini- different from the existing altitude. The white
tiating the descent (5 seconds if on FMS ap- “ASEL” displays on the PFD to the left of the
proach), the amber “VTA”(vertical track alert) altitude preselect display when armed (Figure
annunciator appears on the PFDs. 16-32). Selecting another vertical mode other
than altitude hold (ALT) will not disconnect
The vertical deviation scale appears when the altitude preselect arm mode. When altitude
VNV is programmed. Enroute vertical navi- select captures, the white ASEL is removed and
gation scaling is + 1,500 feet full scale, and a green ASEL appears as the captured FD
the terminal scaling is + 500 feet, and ap- mode. The FD automatically transitions to al-
proach is + 200 feet. titude hold (ALT) after the airplane has lev-
eled off at the selected altitude.
ASEL (Altitude Select) Rotary Knob
ALT (Altitude Hold)
The altitude preselect mode provides a means
for FD/AP to climb or descend to a prese- Altitude hold may be engaged by depressing
lected altitude and then level off and maintain the ALT button on the FGC. Also, altitude
the preselected altitude. The ASEL knob is hold (ALT) automatically engages after cap-
used to set the altitude preselect function, and turing an altitude using ASEL. When within
also provides the altitude reference for the al- 20 feet of the pre-selected altitude, the green
titude alerter function. The preselect altitude ASEL FD annunciation will be replaced with

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Figure 16-49. Descent Profiles (FLC/FLCH)
a green ALT. The green bar next to the ALT The GA pitch attitude has no significance in
mode switch will also illuminate. relation to airplane performance. It is strictly
a pitch reference for takeoff or go-around.
When ALT is engaged, the FD commands pitch When selected, “GA” is annunciated on the
to hold the existing altitude at the time the ALT PFDs in the vertical mode area and “ROL” is
button was depressed, or at the ASEL refer- annunciated in the lateral mode area.
ence altitude if ALT automatically engages.
GA is canceled with ASEL capture or by en-
ALT may be disengaged by depressing the gaging any other vertical mode. It can also be
ALT button a second time or by selecting an- canceled by depressing the TCS button.
other vertical mode (SPD, FLC, VS, or VNV).
If the autopilot is engaged, ALT will also dis- Maximum Speed (MAX SPD)
engage if a pitch change is commanded through
the AP manual pitch control (i.e. moving the The FD/AP incorporates an overspeed pro-
control wheel trim switch forward or aft with- tection mode that is functional in the SPD and
out depressing the arming button. VS modes. When overspeed protection mode
is active, MAX SPD is annunciated on the PFD
GA (Go-around) and the system attempts to prohibit excursions
beyond VMO/MMO. During MAX SPD an-
The go-around (GA) button is located on the nunciation, the FD/AP will prevent overspeed
side of the left thrust lever. Depressing the by commanding a nose up pitch change. The
GA button disconnects the AP (not YD), if en- engaged vertical flight director mode status
gaged, and cancels all other vertical modes ex- and reference on the PFD do not change, even
cept altitude preselect arm. With GA selected, though the computer is not providing guid-
the FD provides a wings level command bar ance to this selected value. Once the overspeed
with a fixed pitch attitude of + 9°. is exited, the MAX SPD annunciation is re-

moved and the flight director resumes the pre- The FMS interfaces with the IC-600s for a
vious vertical mode reference. transfer of information to the lateral and ver-
tical steering commands.
On aircraft 45-170 and subsequent and on ear-
lier aircraft modified by SB 45-22-4, the over-
speed protection mode (MAX SPD) also
FMS FUNCTIONS
functions when the AP/FD is in the pitch mode
(PIT).
FLP (Flight Plan)
Before using the FMS for navigation, an active
The FMS provides overspeed protection, with flight plan must be defined within the FMS. The
the same PFD annunciation, when in the operator may select a previously stored route or
VNAV mode. FMS overspeed protection is create a new one to load as the active flight plan.
provided for VMO/MMO as well as VFE (flap
overspeed). A route or the active flight plan can be created
on the FMS. Once the departure airport is
identified, the UNS-1C will successively pre-
FLIGHT MANAGEMENT sent tailored lists from which the current run-
way, SID and transition can be selected. Also,
SYSTEM (FMS) both low and high altitude airways can be ac-
cessed for route or flight plan creation using
GENERAL the LIST function. Routes or the flight plan
may also be constructed waypoint by way-
The UNS-1C is a navigation computer, a point, or by combining stored route segments.
twelve channel GPS receiver and control/dis- When enroute and nearing destination, a pro-
play function all combined into one unit
(Figure 16-50). In this manual, the FMS unit
will be referred to as the CDU (control display
unit). The CDU contains a color, flat panel dis- UNIVERSAL
play, a full alpha-graphic keyboard, ten line
select keys (LSK) and dedicated function keys. TUNE 1 / 1
–COM 1 COM 1 COM 2–
The UNS-1C contains a data base with full pro- –NAV 1 121.65 NAV 2–
cedures for SIDs, STARS and instrument ap- RCL 133.75
1 123.85
proaches, along with airways and –ADF 1
2 119.30
ADF 2–
plain-language references for navaid and air- –ATC 3 131.25 RCL–

port identifiers. 4 124.95
RTN–
THEORY OF OPERATION DATA NAV VNAV DTO LIST PREV 1 2 3

The FMS provides for great circle navigation FUEL FPL PERF TUNE MENU NEXT 4 5 6
along a predefined flightplan. The navigation 8 9
A B C D E F G 7
computer receives navigation sensor infor-
mation from the VOR, DME and GPS re- H I J K L M N
BACK 0 MSG
ceivers. From the sensor information, the FMS ON/OFF +

computes a single “best” position. The “best” O P Q R S T DIM -
position is used as the basis for the FMS com-
U V W X Y Z ENTER
putations, such as course, bearing, desired
track, distance, estimated time enroute, esti-
mate time of arrival, wind speed and direction, Figure 16-50. Flight
ground speed, etc.
Management System (FMS)

FlightSafety
international
gression of smart prompts similar to those Holding Patterns

used on departure may be utilized to input a
STAR, the approach and landing runway. The holding pattern definition page provides
a graphic depiction of the holding pattern.
Fuel The pattern is defined with some crew input,
and when the ACTIVATE line select key is
Before takeoff, input from the fuel quantity pressed, the airplane will proceed from its
computer provides the FMS with fuel quan- present position directly to the fix and make
tity on-board. The pilot must accept or change the appropriate entry (direct, parallel or
the transmitted fuel quantity on the CDU fuel teardrop), all automatically calculated and
page. After starting engines, input from fuel flown by the FMS. The holding pattern can also
flow sensors provides real time fuel infor- be programmed and armed to enter holding at
mation for the computer independent of the a designated waypoint.
airplane quantity indicating system. Specific
range and endurance are provided along with Approach Mode
fuel, time and distance predictions for the
destination. Once near the destination, the appropriate
approach for the active runway can be linked
PER (Performance) to the flight plan. FMS approaches can be
made using published procedures for stand
An optional performance program in the FMS alone GPS, GPS-overlay (VOR/DME, VOR
can compute takeoff speeds, takeoff distance and NDB), RNAV, LOC, BC, VOR/DME and
and landing speed. The operator enters perti- VOR approaches. ILS data based approaches
nent data such as takeoff configuration and en- are advisory only. With FMS selected as the
vironmental conditions through menu nav source on the PFD and the FD APP mode
selections. VSpeeds and balance field data is selected, the lateral and vertical steering sig-
calculated and displayed. For landing, Vref is nal will be provided by the FMS.
calculated along with approach speeds for dif-
ferent flap settings. Tune
NAV (Navigation) All communications and navigation frequen-
cies and transponder codes can be set through
All pertinent enroute navigation data is dis- the TUNE function of the FMS. An active,
played on the first NAV page of the CDU. and up to four preselects, can be stored for each
radio. VOR and ADF frequencies can be tuned
DTO (Direct TO) by navaid identifier.
A dedicated function key can be used to nav- DATA BASE

igate from present position directly to any
point on or off the present flight plan. The data base can be worldwide coverage or
regional coverage depending on the operator
VNAV (Vertical Navigation) needs. The data is updated every twenty eight
days. The airplane is equipped with a data
Vertical navigation pages allow the operator transfer unit (DTU) which is used to load the
to define waypoints with altitudes or Flight data into the FMS. The DTU can also be used
Levels. Features such as computed top-of-de- to download and upload route information.
scent, target vertical speed and vertical di-
rect-to are included.

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WEATHER RADAR Radar Mode Control

A switch is provided on the radar control panel
GENERAL for selecting the different radar modes:
The Primus 660 is the standard radar installed OFF – This position removes electrical power
in the Learjet 45. It is an X-band radar system from the system.
designed for weather detection and analysis.
The radar can also be used for ground mapping. SBY (Standby) – When standby is selected,
The unit incorporates the receiver, transmit- the RTA is powered up but it does not radiate
ter and antenna (RTA) into a single unit, lo- any RF energy nor does the antenna scan. The
cated in the nose of the airplane. The only system performs a warm up for approximately
remaining radar component is the cockpit con- 45 seconds when SBY is selected.
trol panel which is mounted on the center
pedestal. The antenna is a 12" flat-plate that The radar has a forced standby feature (FSBY).
is stabilized from the #1 AHRS. Weather pat- This permits the WOW (weight-on-wheels)
terns can be displayed on both PFDs, on the switch to force the radar into standby auto-
ARC or MAP format, and on the MFD MAP matically whenever the airplane is on the
format. ground. FSBY can be overridden by depress-
ing both range buttons on the radar control
The radar should only be operated with cau- panel simultaneously. On some versions of
tion while on the ground. When operating on the radar, the operator must depress the STAB
the ground, position the nose of the airplane switch 4 times within 4 seconds to override
so that the antenna scan sector is free of large forced standby.
metallic objects such as hangars or other air-
planes for a distance of at least 100 feet. Avoid WX (Weather radar) – Selects the weather
radar transmission during refueling of the air- radar main operating mode. The receiver and
plane or any refueling operations within 100 transmitter become active at the selected range
feet. Do not operate the radar when personnel and tilt, and the antenna sweeps 120° in front
are within 9 feet of the antenna. of the airplane. Although the RTA is operat-
ing when WX is selected to ON, the crew still
DESCRIPTION AND needs to select WX for display on the DUs.
OPERATION Storm intensity levels are displayed in the four
Weather is selected for display on the PFDs standard radar colors. Areas of heaviest rain-
by selecting the ARC or MAP display on the fall appear in magenta, next heaviest is red,
PFD and depressing the WX button on the rainfall of medium intensity in yellow, and
display controller. Weather is selected for areas of weak rainfall appear in green. See
display on the MFD MAP by depressing the Table 16-7 for a description of the intensity
WX bezel button on the MFD main menu levels.
(Figure 16-51).
If WX is selected for display prior to the ex-
When the radar is being displayed on the PFDs, piration of the initial RTA warm up period
the radar primary mode of operation is an- (approximately 45 seconds) the “WAIT” an-
nunciated at the left end of the mid-range ring nunciation is displayed on the PFDs/MFD.
(Figure 16-32). On the MFD, the radar mode Upon completion of the warm up period, the
is annunciated approximately halfway down system will automatically switch to WX mode.
on the left side of the display.
GMAP (Ground map) – In the ground map-
ping mode, the system internal parameters are
set to enhance returns from ground targets

FlightSafety
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FMS1 CHK EICAS 360 MAG2 300 TAS

KDVT +15 SAT
12.5 NM 245 GSPD
12 MIN N
3
33
PLAB1
PBD01 LL01
30
6
PLAB2
WX
25 KDVT
#TOC
50 FL300
50
STAB
TGT TCAS TEST RA NO BRG
ABV TA NO BRG
WX 315
FL 47.0
-4 -12
6
-10
-05
+20
00
MENU MAP
RCT STAB TGT SECT
PULL WX GMAP PULL

VAR SBY FP AUTO
+
OFF TST 0 15
MIN MAX –
GAIN RADAR TILT
Honeywell
Figure 16-51. WX-Radar Controller
and reduce returns from weather targets. In this this, the pilot should not attempt to use GMAP
mode, prominent landmarks are displayed for weather detection. As a constant reminder
which enable the pilot to identify coastlines, that GMAP is selected, the “GMAP” annun-
mountainous regions, cities and even large ciation is displayed and the color scheme
structures. changes to cyan, yellow and magenta. Cyan
represents the least reflective return, yellow
Weather type targets are not calibrated when is a moderate return and magenta is a strong
the radar is in the GMAP mode. Because of return.

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Table 16-7. WX RADAR STORM INTENSITY LEVELS
DISPLAY RAINFALL RATE STORM

LEVEL (IN/HR) CATEGORY
4 GREATER THAN
MAGENTA 2.1 EXTREME/INTENSE
3
0.5 – 2.1 STRONG
RED
2
0.17 – 0.5 MODERATE
YELLOW
1
GREEN 0.04 – 0.17 WEAK
0
LESS THAN 0.04 N/A
BLACK
FP (Flight plan) – Selecting this mode Gain – The rotary control knob varies the re-
places the radar in the flight plan mode per- ceiver sensitivity (gain). The system is in the
mitting the singular display of navigation data variable gain mode with the control knob
on the PFDs/MFD. There is no radar data pre- pulled out and preset (fixed) gain with it
sent. In FP, the radar is put into the STANDBY pushed in. The “VAR” legend is displayed
mode and the “FLT PLN” legend is displayed. when the system is in the variable gain mode.
If target alert (TGT) is selected, the radar will Preset gain is the recommended setting for
continue to transmit. The normal limit for WX mode. Gain, fixed or variable does not an-
range selection on the radar (PFD/MFD dis- nunciate on the radar displays.
plays) is 300 NM, but with FP selected, ranges
up to 1,000 NM can be selected. Engaging RCT or TGT overrides the variable
gain selection and puts the system into the
TST (Test) – When this mode is selected the fixed gain mode.
weather depiction will be a special colored
test pattern to allow verification of system Tilt – A rotary control knob on the right side
operation (Figure 16-52). of the radar control panel is used to select tilt
angle of the antenna. Clockwise rotation tilts
Additional Controls the beam upward from 0° to + 15°, and counter-
clockwise rotation tilts the beam downward
Range – Two pushbutton switches on the from 0 to - 15°. Autotilt is enabled by pulling
radar control panel are used to select the op- out on the tilt knob. Autotilt automatically ad-
erating range of the radar (Figure 16-51). One justs tilt during altitude and range changes.
switch has an up-arrow to increase the range, Manual tilt commands through the tilt knob
and the other has a down-arrow to decrease the may be made with AUTO selected. Tilt is in-
range. The range selections when WX is dis- dicated just below the weather mode annun-
played on the PFDs or MFD are 5, 10, 25, 50, ciator at the left end of the mid-range arc on
100, 200, or 300 NM. One-half of the selected the PFDs (Figure 16-51). On the MFD, tilt is
range value is annunciated next to the mid- indicated just below the weather mode an-
range arc on the DUs. With FP selected on nunciation on the left side of the display.
the radar mode switch, a 500 and 1,000 NM
range can be selected.

FlightSafety
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Honeywell
FMS1 360 300 TAS

KDVT +15 SAT
12.5 NM N 245 GSPD
12 MIN
33 3
PLAB1
PBD01 LL01
30
100
6
PLAB2 80
25 KDVT 60
50 #TOC 40 50
FL300
20
TEST 315°
0° --.-- 47.0
Figure 16-52. Weather Radar Test Pattern
RCT (REACT) cipitation (magenta). A “RCT” replaces the

weather operating mode annunciation on the
The RCT switch is used to add or delete the PFDs/MFD radar displays when this mode is
cyan (light blue) REACT field to the radar selected.
d i s p l a y. R C T i s a n a b b r ev i a t i o n f o r t h e
a c r o n y m R E AC T, w h i c h i s R a i n E c h o STAB
A t t e n u a t i o n C o m p e n s a t i o n Te c h n i q u e .
Attenuation compensation is always on with This switch on the radar control panel is used
WX and preset gain selected but the RCT to disable antenna stabilization from AHRS #1.
pushbutton allows the operator to add or delete When STAB is selected off, the antenna stabi-
the cyan REACT field. Selecting RCT also lization is disabled and an amber “STAB” is
overrides variable gain, if selected, and forces annunciated above the radar mode annunciator
the system into preselect gain. on the MFD.
The REACT function permits the radar re- TGT (Target Alert)
ceiver to adjust it’s own sensitivity automat-
ically to compensate for attenuation losses as The TGT switch is used to enable and disable
the radar pulse passes through weather tar- the radar target alert feature. Target alert is
gets on the way to illuminate other targets. The selectable in all but the 300 NM range. When
cyan field indicates area where further com- selected, target alert monitors for red level 3
pensation is not possible. Any target detected or greater returns beyond the selected range and
within the cyan field cannot be calibrated and 7.5 degrees on each side of the airplane head-
should be considered hazardous. All targets in ing. The cyan TGT annunciator on the MFD and
the cyan field are displayed as 4th level pre-

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Table 16-8. TARGET DEPTH AND RANGE CHARACTERISTICS
SELECTED TARGET TARGET

RANGE (NM) DEPTH (NM) RANGE (NM)
5 2 5 – 55
10 2 10 – 60
25 4 25 – 75
50 4 50 – 100
100 4 100 – 150
200 6 200 – 250
300 Inactive
PFDs change to amber when a target of the re-

quired characteristics is detected. See Table 16-
8 for the target depth and range characteristics
that trigger the target alert annunciator. Upon
receiving the target alert annunciation, the op-
erator should select an extended range to view
the questionable target. Target alert is func-
tional (if selected) even when radar is not se-
lected for display on the PFDs/MFD.
SECT (Sector Scan)

The SECT pushbutton is used to select either the
normal 14 looks per minute 120° scan or the
faster update 28 looks per minute 60° scan.
When sector scan is selected the radar looks +
30° from the airplane heading.

TCAS (TRAFFIC ALERT For similar Mode S equipped traffic, the air-
plane’s TCAS II system coordinates evasive
AND COLLISION maneuvers for both aircraft. TCAS I can pro-
cess transponder information from other air-
AVOIDANCE SYSTEM) planes equipped with Mode A, C or S
transponders, but does not compute or coor-
GENERAL dinate a resolution advisory (RA).
The TCAS I or TCAS II is manufactured by
Allied Signal. The controls and displays are CONTROLS AND DISPLAYS
integrated with the Primus 1000. Controls are Mode
through the RMUs and TCAS/annunciator dis-
plays are on the MFD and PFDs. On those air- Selection of the TA or TA/RA modes is ac-
planes equipped with TCAS II, the RA complished through the transponder window
(resolution advisories) are integrated with the on either RMU main radio tuning page (Figure
vertical speed indicator display on the PFDs. 16-53). After the cursor is placed over the
There is no RA display on TCAS I equipped transponder mode line, the desired mode is se-
airplanes. Aural commands and advisory mes- l e c t e d w i t h t h e R M U t u n i n g k n o b.
sages are through the audio control system. Subsequently depressing the adjacent LSK
(line select key) alternately switches the
The TCAS interrogates other airplane ATC/TCAS between STANDBY and the op-
transponders and analyzes the replies to de- erating mode selected with the RMU tuning
termine range and bearing of the intruder. In knob.
addition, if the intruder’s transponder is re-
porting altitude, the relative altitude is also de-
termined. If the system predicts that safe Honeywell
boundaries may be violated, it issues a TA
which is displayed on the MFD. Should the COM 1 NB NAV 1
TCAS II processor determine that a possible
collision hazard exists, it issues visual and 123.20 110.25
audio advisories to the crew to initiate ap-
propriate vertical avoidance maneuvers. TCAS 131.27 DME IPHX
is unable to detect an airplane without an op- MEMORY-3 108.30
erating transponder. If an airplane has a ATC/TCAS ID ADF 1
transponder, but does not have altitude re-
porting, the TCAS will depict it on the TA 1471 162.5
display, but without the altitude information 1 TA/RA ANT
tag, and without the capability of providing TCAS DSPY
evasive commands. The pilot should not ma- RANGE: 40
neuver the aircraft based on the traffic display
only. Pilots are authorized to deviate from BELOW
their current ATC clearance to the extent nec-
essary to comply with a TCAS resolution ad-
visory (RA). TUNE
SQ DIM 1/2 STO
With TCAS II installed, the Learjet 45 will also

be equipped with a Mode S ATC Transponder. ID PGE TST DME
TCAS II is capable of generating a TA display

of traffic from Mode A transponder equipped
airplanes, and it is also capable of generating Figure 16-53. Altitude Band
RA signals to avoid Mode C equipped traffic. Select on RMU

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Honeywell

KDVT +15 SAT
12.5 NM N 245 GSPD
12 MIN
33 3
PLAB1
PBD01 LL01
30
6
PLAB2
25 KDVT
50 #TOC 50
FL300
STAB
TCAS TEST RA NO BRG
TGT ABV TA NO BRG
WX FL 315°
-4° -12 47.0
6
-10
-05
+20
00
MENU MAP
Honeywell
Figure 16-54. TCAS Display on MFD

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OFF SCALE
INTRUDER
MAP/PLAN
TCAS II MODE
DISPLAY AREA
ANNUNCIATIONS TCAS ZOOM
(TCAS TEST - WHITE) WINDOW
(TCAS FAIL - AMBER) (DIM WHITE)
(TCAS OFF - WHITE)
(TA ONLY - WHITE)
(TCAS - WHITE)
TCAS RANGE
TCAS I MODE SCALE
ANNUNCIATIONS TCAS TEST RA NO BRG
(TCAS TEST - WHITE) ABV TA NO BRG
(TCAS FAIL - AMBER) FL
(TCAS OFF - WHITE)
(TA ONLY - WHITE) -12
PA SYMBOL
-10
6
RA SYMBOL -05
2 NM RANGE
RING (WHITE)
+20
TA SYMBOL
OT SYMBOL
00
AIRPLANE SYMBOL BEZEL MENU DISPLAY AREA

(WHITE)
Figure 16-55. TCAS Annunciations Short Range

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MAP/PLAN
DISPLAY AREA RA NO BEARING
DISPLAY (RED)
ABOVE/BELOW
DISPLAY MODE
(ABV - WHITE)
(BLW - WHITE)
TA NO BEARING
DISPLAY
(AMBER)
TCAS TEST RA NO BRG

ABSOLUTE ALTITUDE TA NO BRG
ANNUNCIATION
ABV
(WHITE) FL
TCAS RANGE
DIGITAL READOUT
TCAS SCALE 20
HALF-RANGE
ARC
-12
-05 10
RELATIVE
ALTITUDE 00 VERTICAL
DISPLAY SENSE
ARROW
BEZEL MENU DISPLAY AREA
Figure 16-56. TCAS Annunciations Long Range

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Table 16-9. TCAS DISPLAY SYMBOLS
OTHER PROXIMITY TRAFFIC RESOLUTION RELATIVE TREND

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

Hazard Threat
+ 20
ABSOLUTE
ALTITUDE TAG
Open Filled
Cyan Diamond Cyan Diamond Filled Filled > + 500 fpm
> + 1,200 feet
or
< + 1,200 feet
and
Amber Circle Red Square 060
(6,000 feet)
> 6 NM < 6 NM
The transponder selection options for a TCAS pop up anytime a TA or RA is detected. The
I equipped airplane will be STANDBY, ATC TCAS display cannot be removed from the
ON, ATC ALT and TA. Selections available MFD until the conflict has passed and no RAs,
with TCAS II include the same as TCAS I TAs, or proximity traffic are displayed. When
plus TA/RA. The selected TCAS mode will be MANUAL mode is selected, the TCAS bezel
annunciated in the top left corner of the TCAS button on the MFD is alternately depressed to
display. See Figures 16-54, 16-55 and 16-56 display and remove the TCAS display.
for TCAS annunciations.
Range
Relative/Absolute
TCAS range is selected on the RMU main
Intruder altitude information is normally de- radio tuning page. The TCAS window pro-
picted as relative, and is expressed as a plus vides for annunciation and control of range and
or minus number in hundreds of feet. The crew altitude band selection. Placing the cursor
can switch the altitude display to absolute for over the RANGE field allows the operator to
short periods if desired. Absolute can be se- adjust the TCAS range display on the MFD to
lected on the ATC/TCAS CONTROL PAGE either 6, 12, 20 or 40 NM using the RMU tun-
(Figure 16-14). When selected, the absolute ing knob, or depressing the adjacent line se-
altitude is displayed in place of the relative al- lect key multiple times. On aircraft 45-170
titude data tag and will consist of three digits and subsequent and earlier aircraft modified
indicating hundreds of feet. Whenever abso- by SB 45-22-4, ranges of 80 and 120 NM may
lute altitude is being displayed, a “FL” (flight be selected.
level) annunciator appears in the upper left cor-
ner of the TCAS display. When selected, ab- Whenever TCAS range is selected to less than
solute altitude is only displayed for 20 seconds, 20 NM, a ring of twelve small circles (or dots)
then automatically returns to a relative display. are placed in a radius of two nautical miles
around the airplane symbol. A full range arc
Auto/Manual TCAS Display is displayed at the top limit of the display
(Figure 16-55). The two mile range ring is
The TCAS traffic map can be displayed on displayed proportional to the current TCAS
the MFD automatically or manually. Use the range selection. The range selected is annun-
TA DISPLAY function on the ATC/TCAS ciated at the right end of the full range arc.
CONTROL PAGE of the RMU (Figure 16-14) When the range is set to 20 or 40 NM, a half-
t o s e l e c t b e t w e e n AU TO a n d M A N UA L range arc replaces the 2 NM ring. The range
modes. When AUTO mode is selected, the is still annunciated at the full range arc (Figure
TCAS window on the MFD will automatically 16-56).

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Altitude Band If the depicted traffic is reporting altitude and

is climbing or descending at a rate of at least
Placing the cursor over the band select line in 500 feet per minute, a trend arrow is displayed
the RMU TCAS window, (Figure 16-53) allows beside the traffic symbol indicating that the
the operator to select between three different airplane is climbing or descending. If the in-
bands with the RMU tuning knob: truder is not reporting altitude, the traffic sym-
bol appears without an altitude tag or trend
• NORMAL – The TCAS displays traffic arrow.
between 2,700 feet above to 2,700 feet
below the current altitude. A maximum of twelve (12) symbols can be dis-
played at one time (including two without
• ABOVE – The TCAS displays traffic be- bearing).
tween 7,000 feet above to 2,700 feet
below the current altitude. Should TCAS direction-finding techniques
fail to determine the azimuth of an intruder a
• BELOW – The TCAS displays traffic “NO BEARING” message is displayed in the
between 2,700 feet above to 7,000 feet top right corner of the TCAS display (Figures
below the current altitude. 16-55 and 16-56).
The band selected annunciates in the TCAS RA Displays

window of the RMU and also in the top left cor-
ner of the TCAS display. The RA displays are incorporated into the ver-
tical speed indicator on the PFDs (Figure 16-
TCAS TA Display Symbols 57). Green “fly-to” zones and red “no-fly”
zones are placed on the vertical speed arc by
The traffic symbols on the TCAS display meet the TCAS for collision avoidance. The zones
the industry standard and are as depicted in are not displayed on the arc until the TCAS de-
Table 16-9. Table 16-10 details voice an- tects a RA intruder and computes the collision
nouncements. avoidance data.
TCAS II MODE 3 TCAS "FLY TO" ZONE

ANNUNCIATIONS
(TCAS TEST - WHITE) 2 (GREEN)
(TCAS FAIL - AMBER)
(TCAS OFF - WHITE) 1 VERTICAL SPEED
(TA ONLY - WHITE) IN RED BAND
(RA FAIL - AMBER/RED) (POINTER - RED)
(TCAS INOP - WHITE)
0 1000 (DIGITS - RED)
(NOT IN RED BAND)
(POINTER - WHITE)
(DIGITS - WHITE)
TCAS I MODE 1
ANNUNCIATIONS
(TCAS FAIL - AMBER) 2 TCAS RA BAND
(TCAS OFF - WHITE) "NO FLY"
(TA ONLY - WHITE) TCAS 3 (RED)
(TCAS INOP - AMBER) TEST
Figure 16-57. TCAS Symbology on PFD

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Table 16-10. TCAS RESOLUTION ADVISORIES AND VOICE ANNOUNCEMENTS
CONDITION ADVISORY MESSAGE

TRAFFIC ADVISORY "Traffic, Traffic" *
RA CLEARED "Clear of Conflict"
SELF-TEST PASSED "TCAS System Test OK"
SELF-TEST FAILED "TCAS System Test Fail"
RA CATEGORY CORRECTIVE ADVISORY PREVENTIVE ADVISORY
"Monitor Vertical Speed,
CLIMB "Climb, Climb, Climb"
Monitor Vertical Speed"
"Monitor Vertical Speed,
DESCEND "Descend, Descend, Descend"
Monitor Vertical Speed"
"Climb, Crossing Climb; "Monitor Vertical Speed,
CROSSOVER CLIMB Climb, Crossing Climb" Monitor Vertical Speed"
"Descend, Crossing Descend; "Monitor Vertical Speed,
CROSSOVER DESCEND Descend, Crossing Descend" Monitor Vertical Speed"
"Increase Climb,
INCREASE CLIMB RATE (N/A)
Increase Climb"
"Increase Descent,
INCREASE DESCENT RATE (N/A)
Increase Descent"
CHANGE FROM "Descend, Descend NOW;
(N/A)
CLIMB TO DESCENT Descend, Descend NOW"
CHANGE FROM "Climb, Climb NOW;
(N/A)
DESCENT TO CLIMB Climb, Climb NOW"
VERTICAL SPEED "Reduce Climb, "Monitor Vertical Speed,
RESTRICTED (CLIMBING) Reduce Climb" Monitor Vertical Speed"
VERTICAL SPEED "Reduce Descent, "Monitor Vertical Speed,
RESTRICTED (DESCENDING) Reduce Descent" Monitor Vertical Speed"
* Inhibited below 1,100 feet AGL.

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AVIONICS COOLING COCKPIT VOICE

The instrument panel cooling fan is located for- RECORDER (CVR)
ward of the throttle quadrant and is provided
to draw air from the center pedestal area and A Sundstrand solid state cockpit voice recorder
directs it to the area behind the instrument is installed in the Learjet 45. The three chan-
panel to prevent overheating of the avionics nel CVR provides 30 minutes of recording.
displays and instruments. The system con- Two of the channels are used to record pilot
sists of an avionics cooling fan, an ON/OFF and copilot audio. The third channel is used
thermostat switch and an overtemperature for the area mic. A 2 hour CVR is available as
thermostat circuit. an option.
If the temperature sensing switch reaches 90° Located in the tailcone, the CVR is painted in-
F (32° C) the avionics cooling fan is activated. ternational orange with reflective tape added
The fan automatically turns off when the tem- to aid in recovery. It also has an underwater
perature has been reduced below 70° F (21° C). locator beacon installed on one end of the
If the temperature reaches an extreme of 135° unit. The recording is converted to a digital for-
F (57° C) the overtemperature circuit is ener- mat and stored in crash protected memory.
gized and the white advisory CAS message,
“INSTR PNL TEMP” is annunciated on The area mic is located in the upper center area
EICAS (Table 16-2). The CAS message re- of the instrument panel. An erase button and
mains illuminated until the temperature has headphone jack are located on the CVR panel
been reduced to 125° F (51.7° C) and below. just beneath the copilot audio control panel.
The cooling system was designed primarily for The CVR performs a self-test at power-up and
ground use and operations in high outside air has a continuous self monitor. If a fault is de-
temperatures. It is unlikely that the cooling sys- tected at any time, a “CVR FAIL” message is
tem would activate inflight. displayed on the CAS.
The system is powered from the left main bus The erase function is initiated by pressing the
and protected by the INSTR FAN circuit erase button on the CVR panel. An interlock-
breaker located on the pilot circuit breaker ing device only allows this function to work
panel in the ENVIRONMENTAL group. Since when the airplane is on the ground and the
the on/off switch is remotely located and ther- parking brake is set. When the erase function
mostat controlled, the only crew action avail- is complete, a 3 second tone is output to the
able to either enable or disable the system is headphone jack.
through the circuit breaker.
The temperature in the nose avionics bay is

monitored by a thermal switch. If the tem-
perature reaches 158° + 5° F, a white “NOSE
BAY TEMP” CAS message will be displayed.
This message will remain on until the tem-
perature decreases to below 148° + 5° F.
The nose section avionics bay is cooled in

flight by the air outflow from the pressurized
section and is exhausted into the nose wheel-
well.

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M850
CHRONOMETER
GMT
03:48
LT FT ET
SELECT CONTROL
SEL CTL
DAVTRON
Figure 16-58. Multi-Function Chronometer
CLOCKS
The instrument panel is equipped with two
multi-function chronometers (Figure 16-58).
The clocks are located outboard of the pilot and
copilot PFDs. Each clock displays GMT, local
time (LT), flight time (FT) and elapsed time
(ET).
For operation, each clock has two buttons and

an LED display. The “SEL” (SELECT) button
selects what is displayed, and the “CTL” (CON-
TROL) button resets FT to zero when held de-
pressed for 3 seconds. To reset and start ET the
CTL button is pushed momentarily.
To set the clock to GMT or LT, both the CTL

and the SEL buttons must be pressed simulta-
neously. The CTL button is then pressed to in-
crement the flashing digit to the desired value.
Pressing the SEL button enters the selected
value and toggles to the next digit to be set.
The clocks receive 28 VDC power through

the 1 amp L and R CLOCK circuit breakers,
located within the INSTRUMENT/INDICA-
TIONS group on the pilot and copilot circuit
breaker panels.

REVIEW QUESTIONS
1. Simultaneous failure of both large display 4. How is the backup navigation display se-
units on one side of the cockpit could be lected for display on either RMU?
an indication of what? A. Depress the NAV button on the display
A. The on-side IC-600 has failed and controller.
IC/SG reversion should be selected B. Depress the NAV MEMORY LSK on
to the opposite side. the RMU PAGE MENU.
B. The DAU has failed on that side and C. Depress the NAVIGATION LSK on
DAU reversion should be selected to the RMU PAGE MENU.
the opposite side. D. It cannot be selected; it only comes on
C. The AHRS has failed on that side and automatically when the DUs have
AHRS reversion should be selected to failed.
the opposite side.
D. Dual tube failure on that side and re- 5. When is page 1 of the engine backup dis-
version should be selected for DU2. play automatically displayed on the #1
RMU?
2. Which of the following statements is true A. When DU2 fails
concerning use of the Radio Control Hot
B. When DU2 and DU3 fail
Bus?
C. When either DAU fails
A. With the radio control bus on, COM1
D. When neither IC-600 is out-putting
is usable through the left RMU and ei-
the EICAS display to one of the DUs.
ther audio control panel.
B. With the radio control hot bus on,
6. Which of the following is not displayed
COM1 is usable through the CDH and
on the RMU backup engine pages?
pilot’s audio control panel.
C. The radio control hot bus is hot any A. Engine oil pressure
time the batteries are on and there is B. Fuselage fuel quantity
no APU or GPU connected to the elec- C. Spoiler and flap extension
trical system. D. Pitch trim, aileron trim and rudder
D. Both b. and c. are correct. trim position
3. When the VOR and DME frequencies are 7. Which of the following statements is cor-
split on the RMU and VOR is selected as rect regarding use of the Radio Control
the navigation source, what indication Hot Bus?
will be on the PFD to remind the pilot? A. It can only be selected when airplane
A. An amber H will be located behind the batteries are off.
DME display. B. It can be selected on anytime the air-
B. The DME digits will be in red. plane is on the ground.
C. A “SPLIT” annunciator will appear C. It can be used any time the airplane
behind the navigation source annun- generators or GPU/APU are not being
ciator. used.
D. There is no indication on the PFD. D. I t c a n b e s e l e c t e d i n f l i g h t i f t h e
Avionics Master switches are OFF.

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8. The overspeed indicator on the airspeed 12. Which of the following statements is true
tape represents: regarding AHRS power source?
A. VMO limit only A. Both systems can be powered from
B. VMO and MMO limit only either Ess Bus.
C. VMO, MMO limit and max speed for B. Both systems are powered from the
flap setting Emer Batt Bus.
D. VMO, MMO limit and max speed for C. Both systems are powered from the
gear and flap configuration Ess Avionics Busses (L & R).
D. Each system is powered by the on-
9. How is an ADC failure indicated? side (L & R) Main Avionics Busses.
A. Loss of airspeed, altitude and vertical
display on the corresponding side 13. AHRS failure would be indicated by:
PFD. A. ATT Fail and HDG FAIL annuncia-
B. A red “ADC 1 or 2 FAIL” annunciators on the on-side PFD.
tor illuminates. B. Loss of attitude and heading infor-
C. “ADC 1 or 2 FAIL” message appears mation on the on-side PFD.
on the CAS. C. “AHRS 1 or 2 BASIC” CAS messages
D. All of the above will be annunciated.
D. Both a. and b. are correct.
10. Which of the following is true regarding
ADC failure? 14. If both channels of one DAU fail, which
A. The corresponding side stall warning of the following statements is true?
system will be non-functional. A. The engine indications section of the
B. Air data can be recovered on the failed EICAS will go black.
side PFD by selecting ADC reversion. B. All EICAS indications can be restored
C. The corresponding side DEEC will by selecting DAU reversion.
lose air data information and will re- C. Engine indications from the side cor-
vert to manual mode. responding to the failed DAU will be
D. Both a. and b. are correct. lost.
D. The operating DAU automatically
11. What is/are the AHRS(s) normally used provides all engine indication infor-
for? mation for the EICAS display.
A. To provide attitude and heading in-
formation for the on-side PFD. 15. The PFD format can be displayed on
which display units?
B. To provide heading information for
the MFD display. A. DU 1 and DU 4 only
C. To provide attitude reference for fuel B. DU 1, 2 and 4 only
quantity computer. C. DU 1, 3 and 4 only
D. All of the above. D. DU 1, 2, 3 and 4

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16. Which of the following statements is/are 20. The PFD navigation source is selected
true regarding the EICAS display? where?
A. Any of the display units can be se- A. On the FGC panel.
lected to display the EICAS format. B. On the display controller panel.
B. With the DU reversion switches in C. On the FMS NAV menu page.
the NORM position and not de- D. On the bezel controller.
pressed, the EICAS display will nor-
mally be on DU2.
21. Which switch on the display controller is
C. Selecting IC/SG reversion will cause used to select LOC as the navigation
the EICAS to be displayed on the two source?
inboard DUs.
A. FPA
D. Both b. and c. are correct.
B. HSI
17. If an AHRS malfunction causes the ADIs C. NAV
to disagree by 5 degrees or more in pitch, D. FMS
what indication will the crew have?
A. An amber “PIT” annunciator will ap- 22. If both Avionics Master switches are
pear on both ADIs. turned off due to dual generator failure,
which displays are available?
B. An amber “ATT” annunciator will ap-
pear on both ADIs. A. PFD or EICAS can be displayed on
C. An “AHRS 1 or 2 FAIL” CAS message DU 2, until it is turned off or the left
will appear on the PFDs. main battery fails.
D. All of the above. B. The engine backup pages can be dis-
played on RMU #1 or #2.
18. The amber “ALT” comparison monitor C. The backup navigation page can be
illuminates when? displayed on RMU #1 or #2.
A. The baro altimeters disagree by 1,000
feet or more.
23. If ILS 1 is selected as the navigation
B. The radio altitude on the left and right
source on both PFDs, what color will the
PFD disagrees by 200 feet or more.
navigation source annunciator be?
C. The baro altimeter on the left and right
PFDs disagree by 200 feet or more. A. Green
D. The baro altimeter on the PFD is + 200 B. Cyan (Blue)
feet or more from the preselect alti- C. Yellow
tude. D. White
19. If DU 1 fails and the pilot selects the DU 24. If the AHRS reversion switch is placed in
2 reversion switch to PFD, how is the al- the #2 position:
timeter correction set? A. “AHRS 2” will annunciate on both
A. With the BARO set knob on DU2. PFDs.
B. With the BARO set knob on DU1. B. “AHRS 2” will annunciate on the
C. With the BARO set knob of DU4. pilot’s PFD and “AHRS 1” will be an-
D. BARO correction can not be made on nunciated on the copilot’s PFD.
that PFD. C. “ATT 2” and “MAG 2” will be an-
nunciated on both PFDs.
D. “ATT 2” and “HDG 2” will be an-
nunciated on both PFDs.

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25. The FMS reference speed bug is selected 29. Which of the following would discon-
for display on the PFD airspeed tape: nect the AP but not the YD?
A. With the SPD knob on the FGC panel. A. Depressing the AP engage button on
B. With the bezel knob on the PFD. the FGC panel.
C. Through the Performance page of the B. Depressing the arming button on the
FMS CDU. CWTS and moving the barrel in any
D. With the SPD button on the FGC direction.
panel. C. Depressing the GA button.
26. The amber “IAS” annunciator at the top
of the airspeed tape on the PFD indicates: 30. Which of the following statements is true
A. The IAS SPD hold mode is engaged. regarding the function of the TCS switch
when the AP is engaged?
B. IAS overspeed.
C. IAS disagreement of + 5 KIAS be- A. Depressing and holding the TCS
tween the two PFD airspeed displays. switch on either control yoke will
open the roll and pitch servo clutches,
D. Mach disagreement of + .01 Mach be-
allowing the pilot to hand-fly the air-
tween the two IC-600s.
plane.
B. Depressing and releasing either TCS
27. The TCAS TA display can be selected
switch will cancel all flight director
for display where?
modes.
A. On either PFD with the ARC format. C. Depressing either TCS switch will
B. On the MFD below the MAP or PLAN turn the autopilot off.
display. D. Depressing and holding the TCS
C. On the PFD vertical speed indicators. switch on the coupled side will open
D. All of the above. the roll and pitch servo clutches, al-
lowing the pilot to hand-fly the air-
28. When the radar is turned on and selected plane.
for display on the MFD, what does the
“FSBY” annunciation mean?
A. Forced standby, but the radar can be
selected on by depressing both range
buttons simultaneously.
B. The radar cooling fan is in standby.
C. The radar is in forced standby and
cannon be turned on while on the
ground.
D. The radar display on the MFD is in
forced standby but can be selected for
display on either PFD.

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
OXYGEN SYSTEM.............................................................................................................. 17-1
General........................................................................................................................... 17-1
Oxygen Storage Cylinder............................................................................................... 17-1
Overboard Discharge Indicator...................................................................................... 17-4
Oxygen System Indications ........................................................................................... 17-4
Crew Distribution System.............................................................................................. 17-6
Passenger Distribution System .................................................................................... 17-10
Oxygen Duration ......................................................................................................... 17-12

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System Diagram ....................................................................................... 17-2
17-2 Oxygen Supply Cylinder........................................................................................ 17-3
17-3 Oxygen Pressure Gage ........................................................................................... 17-4
17-4A Remote Filler and Pressure Indicator..................................................................... 17-4
17-4B Overboard Discharge Indicator and Oxygen Service Door ................................... 17-4
17-5 Oxygen System Indications.................................................................................... 17-5
17-6 Crew Oxygen Masks .............................................................................................. 17-7
17-7 Crew Mask Storage Area ....................................................................................... 17-8
17-8 Audio Control Panel............................................................................................... 17-8
17-9 Harness Inflation Tab ............................................................................................. 17-9
17-10 Crew Oxygen Mask In Place.................................................................................. 17-9
17-11 Passenger Oxygen Mask ...................................................................................... 17-11
17-12 PAX OXYGEN and PRESSURIZATION Control Panel .................................... 17-11
TABLES
Table Title Page
17-1 Oxygen System CAS Message Data Base ............................................................. 17-6
17-2 Oxygen Quantity Low/Invalid CAS Message Data ............................................... 17-6
17-3 Average Time of Useful Consciousness .............................................................. 17-12

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CHAPTER 17
MISCELLANEOUS SYSTEMS
12
16
8
4
0
OXYGEN SYSTEM
GENERAL
The Learjet 45 oxygen system (Figure 17-1) quire oxygen. The system is not intended for
consists of system storage, the crew distribu- extended periods of use during flight at alti-
tion system and the passenger distribution tudes requiring oxygen, or as a substitute for
system. Oxygen system components include the normal pressurization system. Smoking
an oxygen storage cylinder (bottle) with a is prohibited on the airplane whenever oxygen
shutoff valve/regulator assembly, an over- is in use by the crew or the passengers.
board discharge indicator, and an oxygen pres-
sure indicator. Oxygen is available to the crew
at all times (when the oxygen bottle shutoff
OXYGEN STORAGE CYLINDER
valve is open) and can be made available to the The oxygen storage cylinder is located in the
passengers, either automatically (when cabin forward nose avionics compartment (Figure
pressure altitude exceeds 14,500 feet), or at any 17-2) and the standard cylinder contains ap-
altitude by manual activation. The oxygen proximately 22 cubic feet (669 liters) of pres-
system is designed for use during an emer- surized oxygen. The oxygen cylinder shutoff
gency descent to an altitude that does not re- valve is connected to the oxygen cylinder and

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OXYGEN
CYLINDER OVERBOARD
SHUTOFF VALVE DISCHARGE
INDICATOR
OXYGEN CYLINGER
OXYGEN CYLINDER
CHARGING VALVE
CREW OXYGEN CREW OXYGEN

MASK CONNECTION MASK CONNECTION
CPCS PASSENGER OXYGEN

CONTROL VALVE
* ALTITUDE COMPENSATING
REGULATOR
PASSENGER
OXYGEN
BLEED FITTING
PASSENGER
OXYGEN OUTLET
PAX OXYGEN CONTROL PANEL
PASSENGER
OXYGEN MASK
CONTAINER
(CABIN AREA)
PASSENGER
OXYGEN MASK
CONTAINER
(LAVATORY AREA)
* STANDARD ON 45-170 AND
SUBSEQUENT. OPTIONAL ON
EARLIER AIRCRAFT.
Figure 17-1. Oxygen System Diagram

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provides the means of isolating the oxygen output to between 60 and 80 psig. It also in-
supply from the distribution system. With the corporates ports for servicing the cylinder, a
manually positioned shutoff valve closed, oxy- low pressure outlet, a pressure/transducer con-
gen flow to the crew and passengers is inhib- nection, temperature sensor, high pressure re-
ited and an amber CAS message, “OXYGEN lief, and low pressure relief.
OFF” is annunciated to alert the crew.
Whenever the oxygen cylinder shutoff valve
The oxygen shutoff valve is manually posi- is open, oxygen is only available to both crew
tioned with a flip tab on the end of the regu- masks. Oxygen will not be available to pas-
lator/shutoff valve (Figure 17-2). There are senger masks unless selected by the crew or
placards indicating the OFF and ON positions. automatically if cabin pressure is lost.
When opened, and a demand for oxygen is Under normal conditions, the shutoff valve
initiated, the shutoff valve regulates oxygen should always remain in the open (ON) posi-
tion and is normally safety-wired to this po-
PRESSURE
GAGE
CHARGING
VALVE
LOW PRESSURE
RELIEF VALVE
CABIN SUPPLY
LINE
OXYGEN CYLINDER
SHUTOFF/REGULATOR OXYGEN CYLINDER
VALVE
OXYGEN CYLINDER OVERBOARD

TRANSDUCER DISCHARGE
LINE
ELECTRICAL
CONNECTOR
Figure 17-2. Oxygen Supply Cylinder

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OVERBOARD DISCHARGE
INDICATOR
The overboard discharge indicator (green
blowout disk) (Figure 17-4B) provides the
crew with a visual indication that there has
been an overpressure condition of the cylin-
der. The green disk is designed to fracture
when the oxygen pressure is between 2,500 to
2,775 psig, releasing all oxygen cylinder con-
tents. The blowout disk is located on the for-
ward right side of the nose section. An amber
CAS message, “OXY PRESS HI” is also dis-
played when pressure exceeds 2,500 psi.
Figure 17-3. Oxygen Pressure Gage
sition. During cockpit preflight, ensure that the

system is available by checking to see that
the “OXYGEN OFF” CAS message is not dis-
played.
When the oxygen shutoff/regulator valve is

closed, oxygen pressure that is in the distri-
bution lines is bled to ambient. The pressure
switch in the passenger oxygen control valve
(Figure 17-1) also trips, and sends a signal to
the EICAS that displays an amber “OXYGEN
OFF” message in the CAS window (Figure
17-5).
The oxygen cylinder pressure gage (Figure 17-

3) is also connected to the shutoff valve, and Figure 17-4A. Remote Filler and
provides a direct reading visual indication Pressure Indicator
of oxygen pressure. The gage displays pres-
sures between 0 and 2,000 psig.
On aircraft modified with SB 45-12-1, an

oxygen filler valve has been located just in-
side of the oxygen service door on the right
side of the nose (Figure 17-4A). Also located
in this compartment is an electrical remote
reading oxygen pressure gage. Located aft
of the gage is a switch with a red guarded
cover that is used to turn on power to the
gage. This power is supplied by a battery hot
bus.
Figure 17-4B. Overboard Discharge

Indicator and Oxygen Service Door

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OXYGEN OFF
OXYGEN QTY LOW
OXY PRESS HI
PAX OXY FAIL
PAX OXY DEPLOY
ENGINE MULTI-
INSTRUMENT FUNCTIONAL
CREW ALERTING DISPLAY
SYSTEM (EICAS) (MFD)
ELECT HYD/ECS FLT

VOLTS 28.5 28.0 MAIN 3000 SPLR 0 DELTA P 9.4
EMER-V 28.0 B-ACUM 3000 PIT 0 TEMP CONT CABIN ALT 1300
H OXY QTY
AMPS 50 65 CAB ALT 1300 AIL R0 669 LTR
TEMP °C 30 50 OXY QTY 669 RUD L0 C LDG ALT 2600
RTN
SUMRY ELEC HYD ECS FLT FUEL CAS SUMRY ELEC HYD ECS FLT FUEL
Figure 17-5. Oxygen System Indications
OXYGEN SYSTEM ECS system schematic on the EICAS/MFD

INDICATIONS provides oxygen quantity in a different format.
EICAS Indications Oxygen duration is determined by entering a

duration chart in the Airplane Flight Manual
The oxygen cylinder transducer, located on the or oxygen duration chart and tables in the
shutoff valve and regulator, transmits both S u p p l e m e n t s e c t i o n o f t h e F l i g h t C r ew
oxygen cylinder temperature and bottle pres- Checklist with oxygen quantity expressed in
sure to data acquisition unit number 1 (DAU liters.
1). The DAU then interfaces through the IC-
600s and the symbol generators to display System Malfunction Displays
quantity values in liters on the EICAS/MFD.
As illustrated in Figure 17-5, those indica- On the EICAS and MFD displays, as long as
tions can be displayed in a variety of locations. the oxygen system operates normally, the
cylinder quantity reports are displayed in white
On the EICAS display, with the SUMRY dis- digits. Since the oxygen cylinder is located in
play option selected, quantity in liters is re- an unpressurized area of the airplane, the nor-
ported at the bottom of the center column mal operating pressure ranges are affected by
under the HYD/ECS heading. Selecting the temperature changes.

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Table 17-1. OXYGEN SYSTEM CAS MESSAGE DATABASE
TYPE
MSG CAS MESSAGE LOGIC SUMMARY
C OXYGEN OFF Oxygen line pressure < 50 psi, or regulator OFF
C OXYGEN QTY LOW Oxygen quantity is low (See Table 17-2)
C OXY PRESS HI Oxygen bottle is over-pressurized (> 2,500 psi)
C PAX OXY FAIL Pax oxygen deploy fail, or not available
A PAX OXY DEPLOY Pax oxygen mask drop commanded (auto or manual)
W = Warning
C = Caution
A = Advisory
When oxygen system high pressure is detected inflatable harnesses. The masks are stored in
the quantity display digits change to amber stowage containers located on the upper out-
dashes and the amber “OXY PRESS HI” CAS board corner of the crew seat backs (Figure
message is displayed. The “OXYGEN QTY 17-7).
LOW” CAS illuminates if the oxygen quantity
decreases to 555 liters. At the same time, the Each mask is connected to an outlet and in-
d i g i t a l d i s p l a y o f OX Y Q T Y o n t h e corporates a regulator. The regulator controls
EICAS/MFD SUMRY/ECS displays turns oxygen flow to the mask, and provides for
from white to amber and is boxed with an normal, 100% oxygen, and emergency oper-
amber box. Extremely low quantities and in- ation (Figure 17-6). Each mask incorporates
valid signal reports are annunciated as amber a microphone. When the masks are donned
dashes. and the MASK switch is out (extended) and the
INPH switch is out (extended), the interphone
is “hot” and the on-side speaker is on, even if
CREW DISTRIBUTION SYSTEM the SPKR ON-OFF switch is in the OFF (de-
The crew distribution system incorporates a pressed) position.
quick-donning mask for each pilot that regu-
lates oxygen on demand (Figure 17-6). Both the Puritan-Bennett and the Eros masks
contain a red harness inflation lever that in-
Puritan-Bennett masks are installed as a stan- flates the mask harness when squeezed.
dard or Eros masks may be installed as an
option. The standard and optional masks are The Puritan-Bennett mask/regulator contains
of similar design and both have pneumatic a rotating control on the front of the regula-
Table 17-2. OXYGEN QUANTITY LOW/INVALID CAS MESSAGE DATA
CONFIGURATION LITERS QTY LOW CAS INVALID CAS
22 cubic ft. 669 555 91

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Puritan-Bennett Sweep-On 2000 Mask
OXYGEN MASK STOWAGE BOX INFLATABLE HARNESS

OXYGEN LINE
MASK
MASK REGULATOR
LH SHOWN, RH TYPICAL MICROPHONE LINE
OXYGEN LINE
Eros Quick-Don Mask
Figure 17-6. Crew Oxygen Masks

The Puritan-Bennett mask, incorporates a

purge valve, which will automatically bias
open when the mask is used in conjunction with
smoke goggles. The EMER position can be
used to quickly purge the goggles of smoke.
The Eros mask/regulator contains a red, up-

down oxygen selector lever to provide 100%
(UP) or normal (DOWN) flow and a PRESS
TO TEST, rotating, two-position (half-dot and
full-dot), EMERGENCY button/knob (Figure
17-6). With the oxygen selector lever ex-
tended (down) and the PRESS TO TEST but-
ton/knob rotated to the half-dot position, the
mask delivers diluted oxygen from Sea Level
Figure 17-7. Crew Mask Storage Area to 30,000 feet cabin altitude, 100% oxygen
above 30,000 feet, and automatic pressure
breathing above approximately 37,000 feet.
tor, which can be set at NORM, 100%, or
EMER (Figure 17-6). With the regulator set in
The Eros regulator can be selected to deliver
the NORM position, the regulator provides
100% oxygen at any altitude by depressing
automatic oxygen dilution from Sea Level to
( p u s h i n g u p ) t h e o x y g e n s e l e c t o r l eve r.
33,000 feet, above this level the regulator will
Pressure breathing is selectable at any altitude
provide 100% oxygen in the NORM position.
by rotating the EMERGENCY/PRESS TO
Rotating the selector knob to 100% will pro-
TEST knob to the full-dot position. With this
vide 100% oxygen at any altitude. The EMER
position selected, 100% oxygen will be sup-
position provides 100% oxygen with positive
plied under pressure at any cabin altitude for
pressure. Positive pressure will also be pro-
respiratory protection from smoke and fumes.
vided in the NORM or 100% positions at cabin
altitudes above 39,000 feet.
TRANSMIT EMER
VHF 1 VHF 2 HF 1 HF 2 COMM 3 PA

MIC MASK
V
NAV 1 NAV 2 ADF 1 ADF 2 DME MLS BOTH O
I I
1 2 1 2 D C
E
Honeywell
LO HI
SENS SENS
SPKR SPKR
SPEAKER ON OFF DIGITAL AUDIO PANEL HEADPHONE
Figure 17-8. Audio Control Panel

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Figure 17-9. Harness Inflation Tab Figure 17-10. Crew Oxygen Mask
(Puritan-Bennett Sweep-On 2000 Mask) In Place (Eros Quick-Don Mask)
The EROS mask has a “comfort control” fea- 4. Place the thumb and middle fingers on
ture that allows tension on the harness to be the levers located on the levers located
adjusted by adding or reducing the amount of on opposite sides of the regulator.
pressure in the harness. This feature has a
two-position NORM-COMF toggle and a roller 5. Depress and hold the red lever firmly to
that can be adjusted between MIN and MAX. inflate the harness assembly.
The mask should be stored with the NORM-
COMF toggle in the NORM (down) position. 6. Place the harness assembly over the-
If the mask is donned in a non-emergency con- head (Figure 17-10).
dition, the harness tension can be adjusted by
placing the toggle to the COMF (up) position 7. Place the face seal over the nose and
and rotating the roller to the MAX position. mouth.
Then, depress the inflation control tab (Figure
17-9) to inflate the harness until a comfortable 8. Release the red lever. The harness as-
mask tension is achieved. The comfort feature sembly will deflate and assume a safe,
is manually controlled and in an emergency, secure and tight position on the head
the toggle must be switched to the NORM po- and face.
sition to deflate the harness to full tension.
WARNING
Crew Mask Operation
To prevent injury to crew members
The crew should be able to don the oxygen
and passengers from a potential
mask within 5 seconds.
flash fire, all smoking material must
be extinguished prior to the use of
To use the oxygen mask:
oxygen.
1. Remove hats and headsets.
When stowed, the harness must not be tucked
2. Grasp the mask with the palm of the inside of the face cone or the harness may not
hand against the regulator. inflate for donning. The crew masks should be
stowed with 100% oxygen selected on the reg-
3. Pull the assembly from its stowage con- ulator so they are ready to use in the event of
tainer. smoke or fumes in the airplane.

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The masks must not be set to EMER while fectively increases the oxygen duration. The
stowed, or the oxygen supply will be quickly AFM/Checklist provides oxygen duration
depleted. However, once the mask is donned, charts for modified and unmodified aircraft.
if the diluter demand function does not appear The checklist also provides tabular oxygen
to be working properly, or if smoke/fumes duration for flights above FL410 when one
are present, the emergency position should be crewmember is wearing an oxygen mask and
selected. cabin pressure is normal. This data is pro-
vided for modified and unmodified aircraft.
PASSENGER DISTRIBUTION The passenger oxygen bleed fitting is used to
SYSTEM relieve pressure in the distribution system,
following deployment of the masks, to allow
The passenger distribution system (Figure 17-
the masks to be replaced inside the contain-
1) is used to provide oxygen to the passengers
ers (Figure 17-11).
in case of a pressurization system malfunction
or any other time deemed necessary. Oxygen
Two passenger oxygen masks are stowed in
is available to the crew, on demand, provided
each passenger oxygen mask container, lo-
the oxygen cylinder shutoff valve is open, but
cated within the passenger cabin and the lava-
oxygen is not available to the passengers until
tory headliners. The masks drop from the
it is required.
containers when the passenger oxygen control
valve is opened. Each passenger must pull the
The passenger oxygen system consists of the
oxygen mask lanyard to remove a pin and ini-
passenger oxygen control valve, passenger
tiate the flow of oxygen to their mask.
oxygen bleed fitting, six passenger oxygen
mask containers, and twelve passenger oxy-
gen masks. WARNING
The passenger oxygen control valve is a two- To prevent injury to crew members
way latching solenoid actuated valve and is lo- and passengers from a potential
cated above the headliner in the cockpit. The flash fire, all smoking material must
valve is opened automatically by the cabin be extinguished prior to the use of
pressure controller (when cabin pressure oxygen.
reaches approximately 14,500 feet) or manu-
ally by the crew if oxygen is required by the
passengers. The passenger oxygen distribution system can
be manually or automatically controlled to
The valve is solenoid actuated and DC current deploy the passenger oxygen masks.
is required. A physical handle is not provided
and DC electrical power from the EMER BATT Operation of the passenger oxygen distribu-
BUS is required to automatically or manually tion system is controlled through two
deploy the passenger oxygen masks. switch/indicators (S/I) on the PAX OXYGEN
Automatic operation of the valve is controlled and PRESSURIZATION control panel (Figure
by the cabin pressure controller (CPCS), which 17-12). The PAX OXY/AUTO switch is blank
also provides failure detection. when the automatic feature is armed, and il-
luminates OFF when depressed. When the
On aircraft 45-170 and subsequent, and some PAX OXY/AUTO switch is depressed it dis-
earlier aircraft, an altitude compensating reg- engages the automatic mask deployment fea-
ulator has been added downstream of the pas- ture of the system. “OFF” will be illuminated
senger oxygen control valve. This regulator in the PAX OXY/AUTO switch/indicator when
reduces the oxygen flow to the passenger the switch is selected to OFF.
masks when at lower cabin altitudes. This ef-

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When armed, the passenger oxygen distribu-

tion system is automatically controlled by the
cabin pressure controller (CPCS). Upon sens-
ing a cabin altitude at 14,500' or above, the
controller opens the passenger oxygen control
valve and initiates deployment of the passen-
ger oxygen masks. The automatic deployment
also illuminates the ON caption within the
DEPLOY switch on the control panel and ini-
tiates a white “PAX OXY DEPLOY” message
on the CAS.
Manual deployment of the masks occurs when

the DEPLOY switch/indicator is depressed
(Figure 17-12). The DEPLOY switch illumi-
nates ON when it has been manually depressed Figure 17-12. PAX OXYGEN and
or automatically activated. Activation of the PRESSURIZATION Control Panel
DEPLOY switch opens the passenger oxygen
control valve and initiates deployment of the outward, opening each compartment door.
passenger oxygen masks. Once activated, a When the doors open, the passenger masks
white “PAX OXY DEPLOY” message will be fall free and are available for passenger don-
displayed on the CAS. The DEPLOY switch ning. Each passenger must pull the oxygen
can be used to deploy the passenger masks supply lanyard to initiate oxygen flow. The
even if the PAX OXY/AUTO switch is “OFF.” reservoir bag may seem to inflate slowly, but
The OFF annunciation in the PAX OXY/AUTO this is normal.
switch would extinguish if the passenger oxy-
gen was manually deployed. The passenger oxygen distribution system is
28 VDC powered from the airplane emergency
The passenger mask storage compartment battery bus. It is protected by the PAX OXY
doors are normally held closed with latches. circuit breaker located within the environ-
When oxygen is admitted to the passenger mental group on the pilot circuit breaker panel.
distribution system, the oxygen pressure System operation is unaffected with either a
causes the door actuators (plungers) to push single or a dual generator failure. Passenger
Figure 17-11. Passenger Oxygen Mask

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Table 17-3. AVERAGE TIME OF USEFUL CONSCIOUSNESS
45,000 feet............................................................9 to 15 seconds

40,000 feet..........................................................15 to 20 seconds
35,000 feet.............................................................1/2 to 1 minute
30,000 feet...............................................................1 to 2 minutes
28,000 feet...............................................................2 to 3 minutes
25,000 feet...............................................................3 to 5 minutes
22,000 feet.............................................................5 to 10 minutes
mask deploy and oxygen supply is not avail- The pilot must remember that the crew and pas-
able if DC electrical power is not available. senger masks are not approved for use above
40,000 feet cabin altitude; therefore, if a pres-
Depressing the airplane system test switch surization problem is encountered at high al-
with the LTS position selected illuminates the titude, an immediate descent should be
passenger oxygen deploy switch ON annun- initiated. Also, prolonged operation of pas-
ciator and the passenger oxygen automatic senger masks above 25,000 feet cabin alti-
mode switch OFF annunciator. tude is not recommended.
Should the doors be opened inadvertently, Table 17-3 lists the average time of useful
oxygen pressure must be bled from the pas- consciousness at various altitudes when the
senger distribution system before the masks oxygen system is not used.
can be re-stowed. This is accomplished by
opening the passenger oxygen bleed fitting,
after insuring the passenger oxygen control
valve is closed.
OXYGEN DURATION
Before an overwater flight is made, the pilot
should plan oxygen requirements to provide
sufficient oxygen supply for all occupants in
case of a pressurization failure. Additional
oxygen, in the form of carry-on portable units,
may be required to ensure that oxygen dura-
tion and fuel requirements are met. See
Airplane Flight Manual, Section IV or
Supplement section of the Crew Checklist for
Oxygen Duration Charts. Charts are provided
for aircraft 45-170 and subsequent and some
earlier modified aircraft that have the altitude
compensating regulator installed as well as
unmodified aircraft.

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REVIEW QUESTIONS
1. During preflight, the pilot can determine 4. If the oxygen cylinder shutoff valve was
if the oxygen cylinder is turned on by: inadvertently left closed, the crew would
A. Reading the quantity indicated on the be alerted by:
oxygen pressure indicator gage on the A. A maintenance technician.
storage cylinder. B. An “OXYGEN OFF” CAS message
B. Reading the quantity indicated on the on the EICAS.
EICAS SUMRY display for oxygen C. An aural voice message, “Turn the
pressure. shutoff valve ON.”
C. Reading the quantity indicated on the D. Both b. and c.
EICAS ECS display for oxygen pres-
sure. 5. Oxygen system quantity is displayed on:
D. Ensuring the “OXYGEN OFF” CAS
A. EICAS SUMRY or ECS display.
message is not displayed.
B. MFD SUMRY or ECS display.
2. Which of the following statements is true C. RMU Engine Pages.
if the PAX OXY/AUTO switch/indicator D. Both a. and b.
is in the automatic position and electri-
cal power is available? 6. Normal oxygen system pressure readings
A. Oxygen is automatically supplied to change and are affected most by:
the passenger masks if the cabin alti- A. Altitude
tude reaches 10,000 feet. B. Temperature
B. Passenger masks will deploy and oxy- C. Airspeed
gen will be supplied in the event of a D. Bleed air pressure
dual generator failure.
C. Passenger masks will automatically 7. In the event of total electrical failure or
deploy if the cabin altitude reaches loss of power to the emergency battery
14,500 feet + 250 feet. bus:
A. Passenger masks can be dropped and
oxygen provided by depressing the
3. Raising the protective safety cover and de- DEPLOY switch.
pressing the DEPLOY switch/indicator on
B. Passenger oxygen is not available.
the passenger oxygen and pressurization
control panel will: C. Crew and passenger oxygen is not
available.
A. Open the passenger oxygen control
D. Crew and passenger oxygen and mask
valve.
deployment is provided above 14,750
B. Deploy all of the passenger oxygen feet cabin altitude.
masks.
C. Not provide oxygen flow to individ-
ual passenger masks until the attached
mask lanyard is pulled.

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WALKAROUND
The following section is a pictorial walkaround. It shows each item called out in the
exterior power-off preflight inspection. The fold-out pages at the beginning and end
of the walkaround section should be unfolded before starting to read.
The general location photographs do not specify every checklist item. However, each
item is portrayed on the large-scale photographs that follow.
FOR TRAINING PURPOSES ONLY W-1

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WALK-AROUND
21 1a. Left Pitot-Static Probe – Cover removed and clear of obstructions,

22 Stall Warning Vane – Freedom of movement, and Ice Detect Probe – Check.
1
4
5
2a. Right and Standby Pitot-Static Probes – Covers removed and clear of obstructions,
Stall Warning Vane – Freedom of movement, and Static Air Temp Probe – Check.
9
8 7
2 6
3a. Controls Lock –Remove and Stow. 3b. Gear – Down.
W-2 FOR TRAINING PURPOSES ONLY

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3c. L and R BATT Switches – On. 3d. EMER BATT Switch – EMER.
3e. Fuel Quantities – Check. 3f. AUX HYD Switch – ON.
3g. SUMRY Page B-ACUM Pressure – 3h. AUX HYD Switch – Off.
2610-3600 psi.

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3i. EMERGENCY/PARKING BRAKE – Set. 3j. SUMRY Page B-ACUM Pressure –

1200 psi or greater.
3k/l. AUX HYD Switch – ON/OFF. 3m. Exterior Lighting – Exterior Light
Switches – ON (Check Illumination)/OFF.
12a. Hydraulic Service Panel – Check 3a. L and R BATT Switches – OFF.
FILTER (MAIN or AUX) and RESERVOIR 3b. EMER BATT Switch – OFF.
(ADD or OVER) lights not illuminated.
Access Panel – Secure.

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4a. Windshield – Condition. 4b. Gear and Wheel Well – Hydraulic

leakage, condition, and cooling vents clear.
4c. Nose Compartment Doors, Wheel and Tire – Condition and nose gear uplock forward.
4d. Ground Wire – Disconnected. 5a. Radome and Radome

Erosion Shoe – Condition.

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6a. Windshield – Condition. 6b. Oxygen System Discharge Indicator

and Service Door – Check and secure.
6c. Nose Compartment Doors – Secure. 6d. Wing Inspection Light and Lens–
Condition.
6e. Standby Pitot and Static Drains –

Push up to drain. Required if moisture is known or suspected.

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7a. Emergency Exit – Secure.
7b. Upper Fuselage Antenna, and Dorsal Inlets – Condition.

7c. Upper Fuselage, Gravity Fueling Door – Check and secure.
7d. Right Engine Inlet and Fan – Clear of 7e. Right Generator and Alternator
obstructions and condition. Cooling Scoops – Clear.

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7f. Lower Fuselage Antennas, Landing Light Fairing and Lens – Condition.
7g. Fuel Drains and Access Door – Drain

if contamination is suspected and secure.
7h. Toilet Servicing Door – Secure.

7i. Right Main Gear – (1) Wheel Well – Hydraulic/fuel leakage and condition.
7i. Right Main Gear – (1) Wheel Well – 7i. Right Main Gear – (2) Taxi Light and
Hydraulic/fuel leakage and condition. Doors – Condition (3) Wheels, Brakes and
(Continued) Tires – Condition.

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8a. Right Wing – (1) Leading Edge, Stall Strip, Triangles, Vortilons and
Ice Detect Patch – Condition.
8a. Right Wing – (2) Access Panels –

Fuel/Hydraulic leakage.

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9a. Right Winglet Navigation Light/Lens and Static Wicks (4) – Condition.
9b. Ground Wire – Disconnected.
10a. Right Aileron – Check free motion, balance tab linkage and brush seal condition.

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10b. Right Spoiler and Flap – Condition.
11a. Right Brakes and Brake Wear Indicators – Condition.
11b. Right Engine Oil – Check oil level (normal).

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12a. Single-point Fueling Access Door – Secure.
12b. Fuel Quantity Panel Access Door – Secure.
13a. Right Engine Turbine Exhaust Area – 13b. Right Thrust Reverser – Condition,
Condition, clear of obstructions. and completely stowed.

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14a. Tailcone Interior – Open access, Check for fluid leaks, main engine fire bottle
pressures, APU fire bottle pressure, security and condition of installed equipment,
remote circuit beakers set, condition of door seal, then close access.

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14b. Engine Fire Extinguisher Discharge 14c. Right VOR/LOC Antenna – Condition.
Indicators – Condition.
14d. APU Exhaust – Clear of obstructions. 15a. Vertical Stabilizer, Rudder,

Horizontal Stabilizer, Elevator, Delta Fins
and Logo Lights (if installed) –
Condition, drain holes clear.
15b. Static Discharge Wicks (6 on 15c. Beacon/Strobe Lights and Lens –

elevators, 1 above stinger, Condition.
and 4 on delta fins) – Condition.

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15d. Tailstand – Removed.
16a. APU Inlet (if installed) – 16b. Left VOR/LOC Antenna 16c. Battery Vents – Clear.
Clear of obstructions. – Condition.
16d. Baggage Compartment Door – Open. (1) Baggage Heat Switch – On, as desired.
(2) Check condition of door seal, then close.

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17a. Left Engine Turbine Exhaust Area – 17b. Left Thrust Reverser– Condition and
Condition, clear of obstructions. completely stowed.
18a. Left Engine Oil – Check oil level (normal).
18b. Left Brakes and Brake Wear Indicators – Condition.

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19a. Left Spoiler and Flap – Condition.
19b. Left Aileron – Check free motion, balance and trim tab linkage and brush seal condition.

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20a. Left Winglet Navigation Light/Lens and Static Wicks (4) – Condition.
20b. Ground Wire – Disconnected.
21a. Left Wing – Check (1) Leading Edge, Stall Strip, Triangles,
Vortilons and Ice Detect Patch – Condition. (Continued next page)

21a. Left Wing – Check (1) Leading Edge, Stall Strip, Triangles,
Vortilons and Ice Detect Patch – Condition. (Continued)
21a. Left Wing – Check (2) Access Panels – 22a. Fuel Drains and Access Door – Drain
Fuel/Hydraulic leakage. if contamination is suspected and secure.
22b. Left Main Gear – (1) Wheel Well – Hydraulic/fuel leakage and condition.

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13
22b. Left Main Gear – (1) Wheel Well – 22b. Left Main Gear – (2) Taxi Light and
Hydraulic/fuel leakage and condition. Doors – Condition.
(Continued)
15 14
12
9
10
11
17
22b. Left Main Gear – (3) Wheels, Brakes 22c. Left Engine Inlet and Fan – Clear of
and Tires – Check Condition. obstructions and condition.
15
16
20 18
19
22d. Left Generator and Alternator 22e. Upper Fuselage, Fuel Vent Inlet –
Cooling Scoops – Clear. Clear of obstructions and condition.

APPENDIX
This appendix contains the following conversion tables:
Table Title Page

APP-1 Conversion Factors ............................................................................................. APP-1
APP-2 Fahrenheit and Celsius Temperature Conversion ............................................... APP-2
Answers to Questions......................................................................................... APP-3
Glossary.............................................................................................................. APP-5
FOR TRAINING PURPOSES ONLY APP-i

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Table APP-1. CONVERSION FACTORS
FOR TRAINING PURPOSES ONLY APP-1

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Table APP-2. FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION
APP-2 FOR TRAINING PURPOSES ONLY
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ANSWERS TO QUESTIONS
CHAPTER 1 CHAPTER 4 CHAPTER 7 CHAPTER 9
1. D 1. B 1. D 1. D
2. D 2. D 2. A 2. D
3. D 3. A 3. C 3. C
4. D 4. B 4. A 4. A
5. D 5. C 5. D 5. A
6. D 6. B 6. A
CHAPTER 2 7. D 7. B 7. B
8. B 8. C 8. D
1. A 9. B 9. D
2. D CHAPTER 5 10. D 10. A
3. C 11. D 11. D
4. D 1. B 12. C 12. D
5. D 2. D 13. D
6. D 3. D 14. C
7. C 4. D 15. D CHAPTER 10
8. D 5. A 16. D
9. D 6. D 17. B 1. C
10. A 7. D 18. D 2. B
11. C 8. A 19. C 3. D
12. D 9. C 20. D 4. A
13. A 10. D 21. B 5. B
14. D 11. B 22. C 6. C
15. D 12. B 23. D 7. A
16. A 13. C 24. C 8. C
17. A 14. B 25. B 9. D
18. B 26. A 10. D
19. C 11. D
20. D CHAPTER 6 12. D
CHAPTER 8
CHAPTER 3 1. B 1. B CHAPTER 11
2. A 2. A
1. A 3. B 3. D 1. B
2. C 4. C 4. D 2. A
3. B 5. C 5. C 3. D
4. D 6. B 6. D 4. C
5. D 5. C
6. D 6. A
7. D
8. C
9. D
10. A

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CHAPTER 12 CHAPTER 15 CHAPTER 16

1. A 1. B 1. A
2. C 2. D 2. B
3. C 3. D 3. A
4. D 4. C 4. C
5. A 5. B 5. D
6. D 6. D 6. B
7. D 7. B 7. A
8. D 8. D 8. C
9. D 9. A 9. A
10. A 10. A 10. D
11. C 11. D 11. D
12. A 12. A
CHAPTER 13 13. D 13. D
14. D 14. C
1. D 15. D 15. D
2. D 16. C 16. D
3. B 17. A 17. A
4. C 18. C 18. C
5. A 19. C 19. B
6. C 20. B
7. D 21. C
8. A 22. D
9. B 23. C
10. D 24. C
25. C
CHAPTER 14 26. C
27. B
1. A 28. A
2. C 29. D
3. D 30. A
4. B
5. C
6. C CHAPTER 17
7. A
8. B 1. D
9. A 2. C
10. D 3. D
11. D 4. B
12. A 5. D
13. C 6. B
14. D 7. B
15. D
16. B

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LEAR 45 GLOSSARY
A/I PRSOV Anti-Icing Pressure BSV Brake Shutoff Valve

Regulating and Shutoff
Valve CAP Capture
ABV Above CAS Crew Alerting System
ADC Air Data Computer CCW Counterclockwise
ADF Automatic Direction Finding CDH Clearance Delivery Head
ADI Attitude Director Indicator CDI Course Deviation Indicator
ADS Air Data System CDU Control Display Unit
AFCS Automatic Flight Control CHK Check
System
COM Communication
AFIS Automatic Flight Information
System CPC Cabin Pressure Controller
AGC Automatic Gain Control CPCS Cabin Pressurization Control
System
AGL Above Ground Level
CRS Course
AHRS Attitude Heading Reference
System CVR Cockpit Voice Recorder
AHRU Attitude Heading Reference CW Clockwise
Unit CWMS Control Wheel Master Switch
ALT Altitude CWP Crew Warning Panel
AOA Angle of Attack CWTS Control Wheel Trim Switch
AP Autopilot
APM Autopilot Monitor DAU Data Acquisition Unit
APP Approach DC Display Controller
APR Automatic Performance DEEC Digital Electronic Engine
Reserve El Control
APS Altitude Preselect DEP Deployed
APT Airport DFFC Dual Fuel Flow Converter
APU Auxillary Power Unit DG Directional Gyro
ARINC Aeronautical Radio DGC Display Guidance Computer
Incorporated DGR Degrade
ASEL Altitude Select DH Decision Height
ATC Air Traffic Control DME Distance Measuring
ATT Attitude Equipment
AUX Auxillary DR Dead Reckoning
DSG Display Guidance Computer
BARO Barometric DSPY Display
BATT Battery DTK Desired Track
BCU Brake Control Unit DTRK Desired Track
BITE Built In Test Equipment DTU Data Transfer Unit
BLW Below DU Display Unit
BNK Bank
BRG Bearing EADI Electronic Attitude Director
Indicator

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ECS E nv i r o n m e n t a l C o n t r o l FPM Feet Per Minute

System FQF Fuel Quantity Fault
ECS PRSOV ECS Pressure Regulating and (CAS MSG)
Shutoff Valve FQSC Fuel Quantity Signal
ECTM E n g i n e C o n d i t i o n Tr e n d Conditioner
Monitoring FR From
ECU Electronic Control Unit FSBY Forced Standby (WX)
(Thrust Reversers) FWSOV Firewall Shutoff Valves
ECU Environmental Control Unit
EDS Electronic Display System GA Go-Around
EDS Engine Diagnostic System GC Guidance Controller
EDS BITE Engine Diagnostic System GCU Generator Control Unit
Built In Test Equipment
GD Gear Down
EFIS Electronic Flight Instrument
System GMAP Groundmapping
EI Engine Indications GP Glidepath
EICAS Engine Instrument and Crew GPS Global Positioning System
Alerting System GPU Ground Power Unit
ELEC Electrical GPWS Ground Proximity Warning
EMER Emergency System
ENT Enter GS Glideslope
ERR Error GSP Ground Service Panel
(Hydraulic)
ET Elapsed Time
GSPD Ground Speed
EXT Extend, Extended, External
GU Gear Up
FCU Fuel Control Unit
HCU Hydraulic Control Unit
FD, F/D Flight Director (T/R Control Valve)
FDR Flight Data Recorder HDG Heading
FF Fuel Flow HDG INT Heading Intercept
FGC Flight Guidance Computer HDG SEL Selected Heading
FGC Flight Guidance Controller HDGINT Heading Intercept
FGC XFR Flight Guidance Controller HDGSEL Heading Select
Transfer (switch)
HDPH Headphone
FGS Flight Guidance System
HF High Frequency
FHOC Fuel Heater Oil Cooler
HP High Pressure (Spool)
FL Flight Level
hPa Hecto Pascals
FLC Flight Level Change
(Normal Profile) HSI Horizontal Situation
Indicator
FLCH Flight Level Change High
Speed Profile HYD Hydraulic
FLT Flight
FMS Flight Management System IC/SG Integrated Computer/Symbol
Generator (IC-600)
FMS CDU Flight Management System
Control Display Unit ID Identification
FPA Flight Path Angle IFOG Interferometer Fiber Optic
Gyro
FPL Flight Plan

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IGN Ignition (EI) MDA Minimum Descent Altitude

ILS Insrument Landing System MEL Minimum Equipment List
IM Inner Marker MMEL Master Minimum Equipment
in-Hg Inches of Mercury List
INOP Inoperative MFD Multi-Function Display
INPH Interphone MIC STK Stuck Microphone
INTEG GPS Integrity MIN Minimum
ITT Interstage Turbine MISCMP Miscompare
Temperature MKR Marker
MLS Microwave Landing System
JAR Joint Aviation Requirements MM Middle Marker
JSTK Joystick MPR Manual Power Reserve
MSG Message
Kg Kilogram MW Master Warning
KIAS Knots Indicated Airspeed MW/MC Master Warning/Master
KPH Kilograms Per Hour Caution
LAT Latitude NAC Nacelle

LCD Liquid Crystal Display NAV Navigation
LCU Light Control Unit NB Narrow Band
LOC Localizer NDB Non-Directional Beacon
LON Longitude NiCAD Nickel-Cadmium Battery
LP Low Pressure (Spool) NM Nautical Mile
LRN Long Range Navigation NORM Normal
LRU Line Replaceable Unit
LSA Low Speed Awareness OSS Omega Sensor System
LSK Line Select Key
LTS Lights PAX Passenger Address
LVDT Linear Variable Differential PDP Power Distribution Panel
Transformer PGE Page
PIT Pitch
M/P Map/Plan PIT TRIM Pitch Trim
MAN DEEC Fuel Control Mode PLA Power Level Angle
(EI) PPH Pounds Per Hour (Fuel Flow)
MAP Missed Approach Point PRCHDG Heading Procedure Turn
MAX Maximum PRSOV Pressure Regulating and
mB Millibars Shutoff Valve
MC Master Caution PSI Pounds per Square Inch
MCR Maximum Recommended PWR Power
Cruise
MCR Thrust Lever Position: RA Radio Altitude
Maximum Cruise (EI) RA Resolution Advisory
MCT Thrust Lever Position: RB Rudder Boost
Maximum Continuous RCL Recall
Thrust EI

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RCT REACT TA/RA Traffic / Resolution Advisory

REACT Rain Echo Attenuation TACAN Tactical Air Navigation
Compensation Technique TAS True Air Speed
REL Relative TAT Total Air Temperature
RET Retracted TCAS Traffic Alert and Collision
REV Reversion Avoidance System
RMU Radio Management Unit TCS Touch Control Steering
RNG Range TEMPS Temperatures
ROL Roll TERM Terminal Area
RSB Radio System Bus TGT Target
RTN Return TOC Top of Climb
RUD Rudder TOD Top of Descent
RVDT Rotary Variable Differential TR Thrust Reversers
Transformer TRK Track
TST Test
S/I Switch / Indicator TURB Turbulence
SAT Static Air Temperature TX Transmit
SB Service Bulletin
SC Single Cue UNL Unlock
SECT Sector Scan
SELCAL Selective Calling VANG Vertical Angle
SG Symbol Generator VAPP VOR Approach
SKP Skip VAR Variable
SOV Shutoff Valve VDC Volts Direct Current
SPD Speed VG Vertical Gyro
SPKR Speaker VHF Very High Frequency
SPLFLP Spoiler and Flap VNAV Vertical Navigation
SPLRS Spoilers VOR Very High Frequency
SPPR Single Point Pressure Omnidirectional Range
Refueling VSPD Vertical Speed
SQ Squelch VTA Vertical Track Alert
SRN Short Range Navigation WAYPT Waypoint
SSRP Squat Switch Relay Panel WB Wide Band
STAB Stabilization WOW Weight-on-Wheels
STBY Standby WPT Waypoint
STD Standard WX Weather
STO Store
SUMRY Summary XFR Transfer
SW Switch
SXTK Selected Cross Track YD Yaw Damper
Sync Synchronize
T/O Thrust Lever Position:

T/O Thrust Setting EI
TA Traffic Advisory

Learjet 45 Pilot Traning Manual Volumen 2

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Learjet 45 Pilot Traning Manual Volumen 2

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FlightSafety international

Copyright © 1997 by FlightSafety International, Inc. All rights reserved.

The material contained in this training manual is based on in-

At the time of printing it contained then-current information. In

We at FlightSafety want you to have the best training possible.

FOR TRAINING PURPOSES ONLY

Chapter 1 AIRCRAFT GENERAL

LEARJET 45 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-i

LEARJET 45 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-iii

LEARJET 45 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-1

LEARJET 45 PILOT TRAINING MANUAL

cone as well as sections in front of the engine

Figure 1-1. Learjet 45

1-2 FOR TRAINING PURPOSES ONLY

LEARJET 45 PILOT TRAINING MANUAL

Figure 1-2. General Dimensions

FOR TRAINING PURPOSES ONLY 1-3

LEARJET 45 PILOT TRAINING MANUAL

NOTE: TURNING RADIUS EXPRESSED ABOVE IS BASED UPON 60 NOSEWHEEL DEFLECTION.

Figure 1-3. Turning Radius

1-4 FOR TRAINING PURPOSES ONLY

LEARJET 45 PILOT TRAINING MANUAL

NOTE: THE ANTENNA SCAN AREA

Figure 1-4. Danger Areas

FOR TRAINING PURPOSES ONLY 1-5

LEARJET 45 PILOT TRAINING MANUAL

FORWARD AFT PRESSURE

Figure 1-5. Fuselage Sections

In addition to the cockpit and passenger com-

Two removable access panels, one on each

The nose section avionics bay is cooled in

1-6 FOR TRAINING PURPOSES ONLY

LEARJET 45 PILOT TRAINING MANUAL

The cockpit and cabin are separated by di-

The passenger cabin extends from the cabin

The instrument panel (typical) is displayed

The two piece passenger/crew door is located

There are sixteen total cabin windows, eight

FOR TRAINING PURPOSES ONLY 1-7

LEARJET 45 PILOT TRAINING MANUAL

1. PEDESTAL AND THROTTLE QUADRANT 8. SUNVISOR

Figure 1-8. Cockpit Layout (Typical)

DISPLAY FLIGHT GUIDANCE DISPLAY

PILOT'S CWP CO-PILOT'S

LEARJET 45 PILOT TRAINING MANUAL

LEARJET 45 PILOT TRAINING MANUAL

TAILCONE ACCESS DOOR

1G OVER-CENTER MECHANISM MICROSWITCH

Figure 1-10. Airplane Doors

Doors pins forward and three aft) and two pins

1-10 FOR TRAINING PURPOSES ONLY

LEARJET 45 PILOT TRAINING MANUAL

Figure 1-11. Passenger/Crew Entry Door (Closed/Open)

FOR TRAINING PURPOSES ONLY 1-11

LEARJET 45 PILOT TRAINING MANUAL

550 ITT 550

L ENG NORMAL R ENG

ELECT HYD/ECS FLT

SUMRY ELEC HYD ECS FLT FUEL CAS

Figure 1-12. Airplane Door Messages and Warnings

1-12 FOR TRAINING PURPOSES ONLY