Learjet 31a Pilot Training Manual Volume 2 PDF

LEARJET 31/31A
PILOT TRAINING MANUAL

VOLUME 2
AIRCRAFT SYSTEMS
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the Learjet 31/31A 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
Wichita (Learjet) Learning Center

Two Learjet Way
P.O. Box 9320
Wichita, Kansas 67209
(800) 491-9807
FAX (316) 943-0314
Copyright © 1999 by FlightSafety International, Inc. All rights reserved. Printed in the United
States of America.
LEARJET 31/31A PILOT TRAINING MANUAL
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:
Original ......0 ....... January 1999
Revision .....1 ............. May 2002
Revision .....2...... February 2005
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page
that has changed in any way (grammatical or typographical revisions, reflow of pages,
and other changes that do not necessarily affect the meaning of the manual).
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
*Zero in this column indicates an original page.
Page *Revision Page *Revision

No. No. No. No.
Cover ...................................................... 0 3-i—3-1 .................................................... 0
Copyright ................................................ 0 3-2............................................................ 1
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Revision 2 FOR TRAINING PURPOSES ONLY LEP-1

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LEP-2 FOR TRAINING PURPOSES ONLY Revision 2

FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information 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.

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
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER

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SYLLABUS
CONTENTS
Page
TRAINING SCHEDULE (TYPICAL INITIAL) .............................................................. SYL-1
TRAINING SCHEDULE (TYPICAL INITIAL WITH LOFT) ........................................ SYL-3
TRAINING SCHEDULE (TYPICAL RECURRENT) ..................................................... SYL-5
TRAINING SCHEDULE (TYPICAL RECURRENT WITH LOFT)............................... SYL-7
Revision 1 FOR TRAINING PURPOSES ONLY SYL-i

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SYLLABUS
TRAINING SCHEDULE (TYPICAL INITIAL)
Listed below is a typical schedule for the pilot training curriculum. On occasion, the schedule
may be rearranged to meet the needs of the client or Center. In addition, the times allotted for
each lesson may vary due to pilot experience and class size. The schedule consists of 13 train-
ing days.
NOTE
Simulator hours reflect left-seat time for one pilot, performing all pilot flying duties.
In addition, 1.0 hour for briefing and 1.0 hour for debriefing are allocated.
Day 1 Classroom 7.0

Aircraft General
Avionics
FMS
Day 2 Classroom 7.0

Electrical
Lighting
Master Warning
Day 3 Classroom 7.0

Fuel
Powerplant
Thrust Reversers
Fire Protection
Day 4 Classroom 8.0

Pneumatics/Air Conditioning
Pressurization
Oxygen
Ice and Rain Protection
Revision 1 FOR TRAINING PURPOSES ONLY SYL-1

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Day 5 Classroom 8.0

Crew Resource Management
Hydraulics
Landing Gear and Brakes
Flight Controls
Day 6 Classroom 2.0

Weight and Balance
Flight Planning
Performance
Examination
Day 7 Simulator 2.0

Simulator Period No. 1
Day 8 Simulator 2.0

Day 9 Simulator 2.0

Aircraft Preflight Training 1.0
Day 10 Simulator 2.0


Day 12 Simulator
Simulator Period No. 6 2.0
Day 13 Briefing Room Orals 2.0

Simulator-Type Qualification Check 2.0
Aircraft Preflight Check 0.5
SYL-2 FOR TRAINING PURPOSES ONLY Revision 1

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TRAINING SCHEDULE
(TYPICAL INITIAL WITH LOFT)
each lesson may vary due to pilot experience and class size. The schedule consists of 13–14
training days.
NOTE
Day 1 Classroom 7.0

Aircraft General
Avionics
FMS
Day 2 Classroom 7.0

Electrical
Lighting
Master Warning
Day 3 Classroom 7.0

Fuel
Powerplant
Thrust Reversers
Fire Protection
Day 4 Classroom 8.0

Pressurization
Oxygen

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Day 5 Classroom 8.0

Crew Resource Management
Hydraulics
Flight Controls
Day 6 Classroom 2.0

Weight and Balance
Flight Planning
Performance
Examination
Day 7 Simulator 2.0

Day 8 Simulator 2.0

Day 9 Simulator 2.0

Aircraft Preflight Training 1.0


Day 12 Simulator
Simulator Period No. 6 2.0

Simulator-Type Qualification Check 2.0
Day 14 Simulator (if required) 2.5

LOFT (IAW AC 120.35B)

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TRAINING SCHEDULE (TYPICAL RECURRENT)

each lesson may vary due to pilot experience and class size. The schedule consists of 8–9 train-
ing days.
NOTE
Day 1 Classroom 7.0

Aircraft General
Fuel
Powerplant
Thrust Reversers
Fire Protection
Day 2 Classroom 7.0

Electrical
Lighting
Master Warning
Hydraulics
Day 3 Classroom 7.0

Pressurization
Flight Controls
Oxygen
Day 4 Classroom 8.0

Avionics
CRM
Weight and Balance
Flight Planning
Performance
Examination
Day 5 Simulator 2.0


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Day 6 Simulator 2.0

Day 7 Simulator 2.0

Day 8 Simulator 2.0


Simulator-Type Rating Qualification Check 2.0
(All—if required and not previously accomplished)

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TRAINING SCHEDULE
(TYPICAL RECURRENT WITH LOFT)
each lesson may vary due to pilot experience and class size. The schedule consists of 9–10 train-
ing days.
NOTE
Simulator hours reflect left-seat time for one pilot, performing all pilot flying duties. In addition,
1.0 hour for briefing and 1.0 hour for debriefing are allocated.
Day 1 Classroom 7.0

Aircraft General
Fuel
Powerplant
Thrust Reversers
Fire Protection
Day 2 Classroom 7.0

Electrical
Lighting
Master Warning
Hydraulics
Day 3 Classroom 7.0

Pressurization
Flight Controls
Oxygen
Day 4 Classroom 8.0

Avionics
CRM
Weight and Balance
Flight Planning
Performance
Examination
Day 5 Simulator 2.0


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Day 6 Simulator 2.0

Day 7 Simulator 2.0

Day 8 Simulator 2.0


Simulator-Type Rating Qualification Check 2.0
(All—if required and not previously accomplished)
Day 10 Simulator ( if required) 2.5

LOFT (IAW AC 120.35B)

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CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL .............................................................................................................................. 1-1
STRUCTURES........................................................................................................................ 1-2
Fuselage ........................................................................................................................... 1-5
Wing .............................................................................................................................. 1-10
Empennage .................................................................................................................... 1-10
PROTECTIVE COVERS AND PARKING EQUIPMENT .................................................. 1-11
FOR TRAINING PURPOSES ONLY 1-i

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ILLUSTRATIONS
Figure Title Page
1-1 Learjet 31/31A ......................................................................................................... 1-2
1-2 General Dimensions ................................................................................................. 1-2
1-3 Turning Radius ......................................................................................................... 1-3
1-4 Danger Areas............................................................................................................ 1-4
1-5 Fuselage Sections ..................................................................................................... 1-5
1-6 Radome .................................................................................................................... 1-5
1-7 Nose Compartment................................................................................................... 1-6
1-8 Passenger-Crew Door............................................................................................... 1-6
1-9 Door Latch Inspection Port ...................................................................................... 1-7
1-10 Emergency Exit ........................................................................................................ 1-8
1-11 Windshield ............................................................................................................... 1-9
1-12 Window Locations ................................................................................................... 1-9
1-13 Tailcone Door........................................................................................................... 1-9
1-14 Wing....................................................................................................................... 1-10
1-15 Empennage............................................................................................................. 1-10
1-16 Protective Covers and Parking Equipment............................................................. 1-12
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 31 and 31A airplanes. Learjet 31 airplanes are those with serial
numbers 002 through 034. Model 31A airplanes are those with serial numbers 035 and
subsequent.
This chapter covers the basic structure of the airplane and the protective covers and park-
ing equipment available. No material is meant to supersede any of the manufacturer’s
system or operating manuals.
GENERAL
The Learjet 31/31A is certified under FAR Part approved for all-weather operation to a max-
25 as a two-pilot, transport category airplane, imum altitude of 51,000 feet.
FOR TRAINING PURPOSES ONLY 1-1

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STRUCTURES
Figure 1-1 shows the Learjet 31/31A. The
structure consists of the fuselage, the wings,
the empennage, and flight controls. Figure 1-
2 shows the general dimensions of the air-
plane. Figure 1-3 depicts the airplane’s nose
steering turning radius. Figure 1-4 shows the
warning areas around the airplane.
Figure 1-1. Learjet 31/31A
8 FT 3 IN.
(251.0 CM)
43 FT 8 IN.
(1330.0 CM)
12 FT 3 IN.
(373.0 CM)
20 FT 2 IN.
(615.0 CM)
47 FT 8 IN. (1454.7 CM)
Figure 1-2. General Dimensions
1-2 FOR TRAINING PURPOSES ONLY

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39 FT 1 IN.
1191.0 CM
Figure 1-3. Turning Radius

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30 FEET*
(9.14 M)
WEATHER RADAR * 7 FEET

(2.13 M)
ON MODEL 31A
AIRPLANES
ENGINE INTAKE
12 FEET 12 FEET
(3.65 M) (3.65 M)
EXHAUST DANGER AREA SHOWN FOR

730° F IDLE RPM. VALUES APPROXIMATELY
(387.8° C) DOUBLE FOR TAKEOFF RPM.
ENGINE EXHAUST
40 FEET
100° F (12.19 M)
(37.8° C)
Figure 1-4. Danger Areas

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FUSELAGE Nose Section

The fuselage is constructed of stressed all-metal The nose of the fuselage (Figure 1-6) is formed
skin with stringers. It employs the area rule de- by the radome. Aft of the radome is the nose
sign to reduce aerodynamic drag, and has four compartment. Nose compartment access pan-
basic sections. (Figure 1-5) They are: els (Figure 1-7), on top of the fuselage forward
of the windshield, may be removed on the
1. The nose section which extends from ground for servicing and maintenance. On
the radome aft to the forward pressure some airplanes, the oxygen bottle is installed
bulkhead. in the nose compartment. If so, the oxygen bot-
tle will have a separate access door on the
2. The pressurized section, which in- right side of the nose compartment.
cludes the cockpit and passenger com-
partments, and extends aft to the rear
pressure bulkhead.
3. The fuselage fuel section starts just aft

of the rear pressure bulkhead and ex-
tends to the tailcone.
4. The tailcone section aft of the fuel

section.
The fuselage also incorporates attachments

for the wings, empennage, engine pylons, and
the nose landing gear. Figure 1-6. Radome
AFT PRESSURE BULKHEAD AFT PRESSURE BULKHEAD

FWD PRESSURE BULKHEAD EXTENDED RANGE MODEL STANDARD MODEL
AT FRAME 20 AT FRAME 22
FUEL
SECTION
STANDARD
MODEL
PRESSURIZED SECTION STANDARD MODEL
NOSE PRESSURIZED SECTION TAILCONE SECTION
SECTION EXTENDED RANGE MODEL FUEL SECTION
EXTENDED
RANGE MODEL
Figure 1-5. Fuselage Sections

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Passenger-Crew Door
The primary entrance and exit for passengers
and crewmembers is through the clamshell
door located on the forward left side of fuse-
lage (Figure 1-8). The standard entrance door
is 24 inches wide; an optional 36-inch wide
door is available. The upper door serves as an
emergency exit and the lower door has inte-
gral entrance steps.
The upper portion of the door has both outside

and inside locking handles connected to a
common shaft through the door. Rotating ei-
Figure 1-7. Nose Compartment ther of these handles to the closed position
drives six locking pins into holes in the door
Pressurized Section frame (three pins forward and three aft). Ad-
The pressurized section, between the forward ditionally, two pins are driven through lugs on
and aft pressure bulkheads, includes the cock- the lower door to secure the two door halves
pit and passenger compartments. The cock- together.
pit seats two pilots and is fitted with a curved,
two-piece windshield. The passenger com- The lower door has a single locking handle on
partment contains passenger seats, storage the inside. Rotating the lower door handle to
compartments, a lavatory and galley equipment the closed (forward) position drives two pins
(depending on the interior configuration). A into holes in the door frame (one forward and
baggage compartment is located at the rear of one aft). There are a total of 10 locking pins
the cabin, behind the divan. on the two door sections.
The entry door is located on the left side of the When the door handles are in the closed po-
fuselage just aft of the cockpit. An emergency sition, each locking pin contacts a microswitch.
exit is located on the aft, right side of the cabin. If any of the switches are not contacted, a red
DOOR annunciator light will illuminate in
the cockpit. If the light illuminates while the
door is closed, eight inspection ports enable
Figure 1-8. Passenger-Crew Door

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the crew to confirm the position of the locking upper door and draw the two halves together.
pins by observing the position of two white The actuator motor is operated from inside the
alignment marks (Figure 1-9). The two lock- airplane by a toggle switch on the lower door
ing pins, which connect the upper and lower and from the outside by a key operated switch.
doors, may be seen through the upholstery gap If the hook(s) are not fully released, the red
between the doors and do not have white lines. DOOR annunciator light illuminates in the
cockpit.
In summary, the red DOOR light illuminates

if one, or more, of the locking pins has not con-
tacted its microswitch or the door hook(s) are
not fully released.
Any time the airplane is occupied, with the

entry door locked, the hook(s) must be re-
leased so the upper door may be used as an
emergency exit.
Should the door motor fail, the hooks can be op-

LOCKED erated manually from inside the airplane. By
opening an access panel in the lower door, a
ratchet handle, provided in the airplane tool
kit, may be used to engage or release the hook(s).
A secondary safety catch, on the lower door,

consists of a notched pawl attached to the
door. The pawl engages a striker plate on the
door frame when the door is closed. This
holds the lower door closed while the locking
handle is positioned to the locked position. It
also keeps the door from falling open as soon
as the door locking pins are retracted. The
safety catch is released by depressing the pawl.
UNLOCKED
Cables and hydraulic dampers are provided to
stabilize the lower door when lowering it and
when using it as a step. The 24-inch door has
Figure 1-9. Door Latch Inspection Port one cable and a hydraulic damper. The 36-inch
door has two cables and may have an optional
To help align the upper door locking pins while hydraulic damper. The cables are connected to
closing the door, and to lock the entry door takeup reels in the lower door and are also used
when the airplane is to be left unattended, an to pull the door closed from inside the airplane.
electric actuator motor and hook system are in-
stalled in the lower door. The 24 inch door has A hollow neoprene seal, on the door frame, has
one hook and the 36 inch door has two hooks. holes to allow the entry of pressurized cabin
The hook(s) engage roller(s) installed on the air, forming a positive seal around the door.

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Emergency Exit To open the hatch from inside the airplane, a

handle at the top of the hatch is pulled inward
A hatch, near the right rear of the cabin (Fig- to unlock it. The hatch may then be pulled in-
ure 1-10), serves as an emergency exit for all side the airplane. To open the hatch from out-
occupants. It may be opened from either inside, depressing a PUSH button above the hatch
side or outside the airplane. releases a handle which must be turned in the
direction of the arrow stamped on the handle.
The hatch may then be pushed into the airplane.
Figure 1-10. Emergency Exit

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Windshield and Windows

The two piece plastic windshield (Figure 1-11)
is impact-resistant, heated or unheated.
Figure 1-12. Window Locations

Tailcone Section
The tailcone section extends aft from the fuel
section to the empennage. The tailcone entry
door (Figure 1-13) provides access to this sec-
tion. The door is hinged at the forward edge
and drops down when released by quick release
latches, allowing access to the batteries, elec-
trical components, fuel filters, Freon air con-
ditioning equipment, engine fire extinguisher,
and hydraulic system components. The drag
chute, if installed, is located in a canister
mounted on the inside of the tailcone door.
Figure 1-11. Windshield
The cabin windows (Figure 1-12), including
the emergency exit window, are made of two
panes of plastic with an air space between
them. The panes are held apart and sealed air
tight by a spacer.
Fuel Section
The fuel section, aft of the rear pressure bulk-
head, contains the fuselage fuel cells.
As shown in Figure 1-5, the fuel section on Figure 1-13. Tailcone Door
standard models is smaller than on the ex- A light in the tailcone, if inadvertently left on,
tended range model. On extended range air- is turned off by closing the door.
planes, the rear pressure bulkhead is moved
forward two fuselage frames to provide room There is no cockpit indicator to warn the pilot
for the extended range fuel cells. The ex- if the tailcone door is open.
tended range option increases the fuselage
fuel capacity by approximately 500 pounds.

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WING • A triangle strip on the leading edge of

each wing just inboard of the wing-tip
The Learjet 31/31A has a swept back, can- stall fence.
tilevered, all metal wing. (Figure 1-14) Most
of the wing is sealed internally to form a fuel The winglets reduce wingtip vortices to reduce
tank and fuel fillers are provided on the top of drag and improve performance.
each wing, just inboard of the winglets.
The stall fences direct airflow across the
ailerons to improve lateral stability at high
angles of attack.
The BLE’s control boundary layer airflow at

high Mach numbers to delay airflow separa-
tion over the ailerons and prevent unwanted
aileron activity within the operating limits of
the airplane.
The stall strips generate a buffet at high an-

gles of attack which warns of an impending
stall, independent of the stall warning sys-
tem. Their positioning is critical to the air-
Figure 1-14. Wing plane’s flight characteristics and they should
be factory repaired if damaged or dislodged.
The wing contains ailerons, single slotted
Fowler flaps, and spoilers, immediately for-
ward of the flaps, on the wing’s upper surface. EMPENNAGE
The main landing gear is attached to the bot-
tom of the wing. The T-tail empennage (Figure 1-15) includes
a vertical stabilizer, with an attached rudder
Some of the significant features of the Lear- and trim tab, a horizontal stabilizer, with at-
jet 31/31A wing are: tached elevators, and a pair of delta fins.
• Winglets at the outboard end of each

wing.
• Full-chord stall fences on each side of

the ailerons.
• Two rows of boundary layer energizers

(BLE’s) between the fences forward of
the ailerons.
• One short stall fence on the leading edge

near the tip of each wing.
Figure 1-15. Empennage
• A stall strip on the inboard section of
each wing leading edge. The vertical stabilizer is the mounting point
for the rudder and horizontal stabilizer. A
• A set of triangle shapes on the leading dorsal fin at the lower leading edge of the ver-
edge of each wing between the full- tical stabilizer houses a ram air inlet. An oxy-
chord stall fences. gen bottle may be located in the dorsal fin.

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The moveable horizontal stabilizer is attached

to the vertical stabilizer at two points. The aft
PROTECTIVE COVERS
edge of the stabilizer is attached to a hinge pin AND PARKING
while the leading edge is attached to an elec-
trically operated jackscrew to provide pitch EQUIPMENT
axis trim.
Protective covers and parking equipment are
The delta fins improve pitch stability at high shown in Figure 1-16. Covers may be provided
angles of attack. They also improve the for the pitot tubes, dorsal air inlet and engine
airplane’s lateral stability throughout its nacelles. Parking equipment includes a tail
operating envelope. stand. Use of the tail stand is strongly rec-
ommended when the airplane is parked with
an aft center of gravity to avoid tip backs.

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DORSAL INLET COVER
NACELLE COVERS
PITOT TUBE
COVER
TAIL STAND
(31-002 THROUGH 31-018) (31-019 AND SUBSEQUENT)
Figure 1-16. Protective Covers and Parking Equipment

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL .............................................................................................................................. 2-1
ELECTRICAL SWITCHES AND INDICATORS ................................................................. 2-2
Model 31 Airplanes ......................................................................................................... 2-2
Model 31A Airplanes....................................................................................................... 2-4
ELECTRICAL SYSTEM COMPONENTS............................................................................ 2-6
Generator Control Units................................................................................................... 2-6
Current Limiters............................................................................................................... 2-7
Relays............................................................................................................................... 2-7
Overload Sensors ............................................................................................................. 2-7
Circuit Breakers ............................................................................................................... 2-7
BASIC DC POWER DISTRIBUTION ................................................................................... 2-8
DC 2 AND 3 BUSES ............................................................................................................ 2-11
Model 31 Airplanes ....................................................................................................... 2-11
Model 31A Airplanes .................................................................................................... 2-12
DC 1 AND EMERGENCY BUSES ..................................................................................... 2-12
Model 31 Airplanes ....................................................................................................... 2-12
AC ELECTRICAL SYSTEM ............................................................................................... 2-16
Model 31 Airplanes ....................................................................................................... 2-16

TOTAL ELECTRICAL SYSTEM ........................................................................................ 2-22

EMERGENCY BUS SYSTEM ............................................................................................ 2-22
Model 31........................................................................................................................ 2-22
Model 31A..................................................................................................................... 2-22
EMERGENCY BATTERIES ................................................................................................ 2-29
General........................................................................................................................... 2-29
Model 31 Airplanes ....................................................................................................... 2-29
CIRCUIT-BREAKER PANELS............................................................................................ 2-31
Model 31 Airplanes ....................................................................................................... 2-31
QUESTIONS......................................................................................................................... 2-35
2-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
2-1 Electrical Switches and Indicators—Model 31........................................................ 2-3
2-2 Electrical Switches and Indicators—Model 31A..................................................... 2-5
2-3 Basic DC Power Distribution ................................................................................... 2-9
2-4 Ground Power Unit Receptacle................................................................................ 2-8
2-5 Battery Charging and Generator Bus Loads .......................................................... 2-10
2-6 DC 2 and 3 Buses—Model 31 ............................................................................... 2-11
2-7 DC 2 and 3 Buses—Model 31A, All SNs.............................................................. 2-12
2-8 DC 1 and Emergency Buses—Model 31 ............................................................... 2-13
2-9 DC 1 and Emergency Buses—Model 31A, SNs 035 Through 065 Except 061.... 2-14
2-10 DC 1 and Emergency Buses—Model 31A, SNs 061, 066 and Subsequent .......... 2-15
2-11 AC Electrical System—Model 31.......................................................................... 2-17
2-12 AC Electrical System—Model 31A, SNs 035 Through 065 Except 061 .............. 2-19
2-13 AC Electrical System—Model 31A, SNs 061, 066 and Subsequent..................... 2-21
2-14 Electrical System—Normal—Model 31................................................................ 2-23
2-15 Electrical System—Normal—Model 31A, SNs 035 Through 065 Except 061 .... 2-24
2-16 Electrical System—Normal—Model 31A, SNs 061, 066 and Subsequent ........... 2-25
2-17 Electrical System—Emergency—Model 31.......................................................... 2-26
2-18 Electrical System—Emergency—Model 31A, SNs 035 Through 065 Except 061... 2-27
2-19 Electrical System—Emergency—Model 31A, SNs 061, 066 and Subsequent ..... 2-28
2-20 Emergency Battery System.................................................................................... 2-30
2-21 Circuit-Breaker Panels (Typical)—Model 31 ........................................................ 2-32
2-22 Circuit-Breaker Panels—Model 31A, SNs 035 Through 065 Except 061.............. 2-33
2-23 Circuit-Breaker Panels—Model 31A, SNs 061, 066 and Subsequent................... 2-34

CHAPTER 2
ELECTRICAL POWER SYSTEMS
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INTRODUCTION
Primary DC electrical power is provided by two engine-driven starter/generators rated at
30 volts, 400 amperes each. A single starter/generator is capable of sustaining a normal DC
load. Secondary DC electrical power is supplied by two main airplane batteries. The bat-
teries are capable of powering the entire electrical system and may be used to power emer-
gency bus equipment if both generators become inoperative. A ground power unit can also
provide electrical power for system operation or engine starting.
AC electrical power is provided by two, or three, solid-state inverters located in the tail-
cone. The inverters require DC power for operation.
One, or two, emergency batteries are provided in case of total airplane electrical failure.
GENERAL
The electrical system incorporates a multi- react automatically to isolate a malfunction-
ple bus system for power distribution inter- ing bus. Manual isolation is also possible by
connected by relays, current limiters, opening the appropriate circuit breakers.
overload sensors, and circuit breakers which

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In the event of a dual generator failure, the Two-position switches, on the upper portion
main airplane batteries may be used to power of the electrical switch panel, are used to
an emergency bus system for a limited period turn on or off the emergency battery and the
of time. An emergency battery system is pro- primary and secondary inverters. A large,
vided to operate selected equipment in the event red, two-position switch, also on the upper
of total airplane electrical system failure. portion of the electrical switch panel, is la-
beled “NORMAL–EMER BUS.” This switch
It is possible to power the DC and AC electrical is used to connect emergency bus equipment
systems from the airplane batteries, an engine- directly to the main airplane batteries, and
driven generator, or ground power unit (GPU). shed non-essential loads, in the event of dual
generator failure. The air ignition switches
are also located on the electrical switch panel.
ELECTRICAL SWITCHES Electrical system gages are grouped in a

cluster on the upper portion of the center in-
AND INDICATORS strument panel. A single DC voltmeter in-
dicates the voltage on the battery-charging
bus and will show the highest voltage being
MODEL 31 AIRPLANES applied to the bus. Two AMPS meters (one
The electrical switches and indicators on for each generator) indicate the load, in am-
Model 31 airplanes are shown in Figure 2-1. peres, being carried by each generator. With
They include an electrical switch panel con- both generators on, the meters normally read
taining the main battery switches. These are within 40 amps of each other.
two-position switches labeled “OFF” and
A single AC voltmeter indicates the voltage on
“BATTERY 1” and “BATTERY 2.” Genera- the primary or secondary AC bus, depending on
tor reset buttons are located just outboard of the position of the AC BUS switch. This two-
the battery switches. These buttons may be position switch, labeled “PRI–SEC,” is located
used to reset an engine driven generator in on the lower left side of the instrument panel and
the event of a malfunction. Three position is used to select the AC bus from which the
starter/generator switches are located out- voltage is measured.
board of the generator reset buttons. These
switches are labeled “R GEN–OFF–START” If the optional auxiliary inverter is installed,
and “L GEN–OFF–START.” They are used to a three-position switch to control it will be in-
control the starter and generator functions of stalled next to the AC BUS switch. This switch,
the engine-driven starter/generators. Amber labeled “OFF–SEC–PRI,” may be used to turn
lights, which indicate the starter is engaged, on the auxiliary inverter and connect it to either
are located just below the starter/generator the primary or secondary AC bus.
switches.
2-2 FOR TRAINING PURPOSES ONLY Revision 1

CUR LOW L FUEL R FUEL PITOT FUEL L ENG R ENG L FUEL R FUEL L R L VG R VG MACH NAC HT
LIM FUEL PRESS PRESS SPOILER DOOR SPARE HT FILTER ICE ICE CMPTR CMPTR STALL STALL MON MON TRIM ON
PRI SEC AUX STAB WSHLD STEER BLEED BLEED L R CAB WING WSHLD ALC BAT BAT ENG TO
INV INV INV SPARE OV HT OV HT ON AIR L AIR R GEN GEN ALT OV HT HT AI 140 160 SYNC TRIM
AMPS DC VOLTS AMPS

0 400 0 0 400
100 200 300 10 20 30 100 200 300
LEARJET 31/31A
OIL TEMP AC VOLTS OIL TEMP

O
C O
C
30 180 0 150 30 180
60 90 120150 50 100 60 90 120150

ELECTRICAL
LEFT EMER EMER INVERTER RIGHT L BAT TEMP R
AIR IGN BUS BAT PRI SEC AIR IGN
200
AC BUS AUX INV 150

PRI PRI oF
S OFF NORMAL OFF OFF OFF OFF
E 100
C L GEN L GEN BATTERY R GEN R GEN
RESET 1 2 RESET 50
FlightSafety
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F F
F F
START START
OFF OFF
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2-3
Figure 2-1. Electrical Switches and Indicators—Model 31

Amber glareshield annunciator lights are probe used to reset an engine driven generator
vided to monitor the inverters and generators. in the event of a malfunction. Three position
The two amber lights labeled “PRI INV” and starter/generator switches are located out-
“SEC INV” illuminate when the primary or board of the generator reset buttons. These
secondary inverters are turned off. If the lights switches are labeled “L GEN–OFF–START”
illuminate with the inverters on, it indicates a and “R GEN–OFF–START”. They are used
malfunction. The amber light labeled “AUX to control the starter and generator functions
INV”, if installed, illuminates only if the aux- o f t h e e n g i n e - d r ive n s t a r t e r / g e n e r a t o r s .
iliary inverter is on and a malfunction occurs. Amber lights, which indicate the starter is en-
gaged, are located just below the starter/gen-
The two amber lights labeled “L GEN” and “R erator switches.
GEN” illuminate with the starter/generator
switch in START or OFF. If the lights illumi- Two-position switches, on the upper portion of
nate with the starter/generator switch in GEN, the electrical switch panel, are used to turn on
and the engine running, it indicates a mal- or off the emergency batteries and the left and
function. right inverters. A three position switch, la-
beled “OFF–R–L” is used to turn on the aux-
A red glareshield annunciator light, labeled iliary inverter and connect it to the left or right
“CUR LIM”, monitors two, 275 amp current AC bus. A large, red, two-position switch, also
limiters which are installed between the gen- on the upper portion of the electrical switch
erator buses and the battery charging bus. The panel, is labeled “NORMAL-EMER BUS”.
light illuminates if either, or both, 275 amp This switch is used to connect emergency bus
current limiters have failed. equipment directly to the main airplane bat-
teries, and shed non-essential loads, in the
Additionally, on airplanes with nickel-cad- event of dual generator failure.
mium (nicad) batteries only, two, red annun-
ciator lights, labeled BAT 140 and BAT 160, An electrical power monitor panel, just above
are provided to monitor the temperature of the the electrical switch panel, provides 5 digital
main airplane batteries. The lights illuminate displays. The upper two, labeled “VAC”, in-
if either, or both, batteries overheat. To iden- dicate the voltage on the left and right AC
tify which battery has malfunctioned, a dual- buses. The display below them, labeled “VDC”,
scale battery temperature indicator, on the indicates the voltage on the battery-charging
lower right side of the instrument panel, indi- bus and will show the highest voltage being ap-
cates the temperature of the left and right main plied to the bus. The two bottom displays, la-
airplane batteries individually. beled “AMP”, indicate the load, in amperes,
being carried by each generator. With both
generators on, the meters normally read within
MODEL 31A AIRPLANES 40 amps of each other.
The electrical switches and indicators on
Model 31A airplanes are shown in Figure 2-
2. They include an electrical switch panel
containing the main battery switches. These
are two-position switches labeled “OFF” and
“BATTERY 1” and “BATTERY 2.” Gener-
ator reset buttons are located just outboard
of the battery switches. These buttons may

L OIL L FUEL LOW FUEL L R T.O. CUR L R BAT BLEED BLEED PITOT WSHLD STAB WING NAC HT R OIL R FUEL
DOOR AHS 1 AHS 2
PRESS PRESS FUEL XFLO STALL STALL TRIM LIM GEN GEN 160 AIR L AIR R HT OV HT HT OV HT ON PRESS PRESS
L FUEL L ENG ENG FUEL MACH PITCH STEER ELEC
SPARE BAT LO HYD CAB L WS R WS WSHLD ALC L NAC R NAC R FUEL R ENG
SPOILER SPARE SPARE
CMPTR CHIP SYNC FILTER TRIM TRIM ON PWR 140 PRESS ALT DEFOG DEFOG HT LOW HT HT CMPTR CHIP
LEARJET 31/31A
VAC
VDC
AMP
VAC
VDC

AMP
ELECTRICAL
EMER EMER EMER INVERTER AUX INV
BUS BAT 1 BAT 2 L R L
NORMAL OFF OFF OFF OFF OFF

L GEN L GEN BATTERY R GEN R GEN
RESET 1 2 RESET
O O
F F
F F
START START 200
BAT
OFF OFF TEMP
150
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100
80
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2-5
Figure 2-2. Electrical Switches and Indicators—Model 31A

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The electrical power monitor panel also has A red glareshield annunciator light, labeled
two annunciator lights, one amber and one “CUR LIM”, monitors two, 275 amp current
red, which are used to monitor the digital dis- limiters which are installed between the gen-
plays. If any display moves from the normal erator buses and the battery charging bus. The
to a cautionary range, the amber light, the light illuminates if either, or both, 275 amp cur-
affected display and an amber glareshield an- rent limiters have failed.
nunciator light labeled “ELEC PWR”, will
flash to attract the crew’s attention to the Additionally, on airplanes with nickel-cadmium
malfunction. Depressing the amber light on (nicad) batteries only, two, red annunciator lights,
the electrical power monitor panel, in this labeled BAT 140 and BAT 160, are provided to
situation, stops the flashing. The amber monitor the temperature of the main airplane
light, the affected display and the ELEC batteries. The lights illuminate if either, or both,
PWR annunciator light remain illuminated, batteries overheat. To identify which battery has
steady, as long as the malfunction remains. malfunctioned, a dual-scale battery temperature
indicator, on the lower right side of the
If any display moves from the normal to an instrument panel, indicates the temperature of the
emergency range, the amber and red lights left and right main airplane batteries individually.
on the electrical power monitor panel, the af-
fected display, both master warning lights
and the amber ELEC PWR annunciator light,
all flash to attract the crew’s attention to the ELECTRICAL SYSTEM
malfunction. Depressing either master warn- COMPONENTS
ing light, in this situation, extinguishes both
master warning lights. The amber and red
lights on the electrical power monitor panel, GENERATOR CONTROL UNITS
the affected display and the ELEC PWR an- Left and right generator control units (GCUs)
nunciator light remain illuminated, steady, are provided to control the engine-driven
as long as the malfunction remains. starter/generators. They regulate the voltage
of the starter/generators to approximately 28
Amber glareshield annunciator lights are volts and limit the output of a single genera-
provided to monitor the generators. The tor to approximately 220 amps on the ground
lights, labeled “L GEN” and “R GEN”, illu- or when the opposite starter/generator switch
minate with the starter/generator switch in is in START. Additionally, the GCUs discon-
START or OFF. If the lights illuminate with nect the generators if a malfunction occurs.
the starter/generator switch in GEN, and the The GCUs also provide several engine start-
engine running, it indicates a malfunction. ing functions. See Chapter 7, “Powerplant,” for
additional information.

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CURRENT LIMITERS CIRCUIT BREAKERS

Various-sized current limiters are placed Circuit breakers are designed to open, and in-
throughout the electrical system to provide cir- terrupt current flow, in the event of a mal-
cuit protection. A current limiter is similar to a function. Once opened, they may be reset by
slow-blow fuse in that it will carry more than pushing them back in. An open circuit breaker
its rated capacity for short periods of time. Ex- may be identified by a white ring, around the
treme or prolonged overloading causes a current circuit breaker, that may be seen only when the
limiter to fail, isolating a particular circuit and circuit breaker is open.
precluding progressive failure of other electri-
cal components. Current limiters cannot be Most of the airplane’s circuit breakers are lo-
reset. When a current limiter has failed, it must cated on two circuit-breaker panels in the
be replaced. It should also be replaced if it cockpit, one left of the pilot’s seat and one right
shows discoloration or other signs of heating or of the copilot’s seat. The copilot’s circuit-
overloading. Most of the current limiters are lo- breaker panels also contains bus tie switches,
cated in a current-limiter panel in the tailcone. explained later in this chapter.
Two types of current limiters are used. The
lower amperage current limiters (50 amps or The DC circuit breakers are thermal and the AC
less) are red and have a pin that protrudes if the circuit breakers are magnetic. Amperage ratings
current limiter fails. The higher amperage cur- are stamped on the top of each circuit breaker.
rent limiters are made of a gray ceramic mate-
rial with a small window that allows visual See Figures 2-21 and 2-22 and 2-23 for typical
inspection of current-limiter integrity. circuit-breaker panels.
RELAYS
Cabin Power Switch
Relays are used throughout the electrical sys-
tem, particularly in circuits with heavy elec- A cabin power switch has been added to air-
trical loads. Relays function as remote craft SNs 211, 228 and subsequent. The switch
switches to make or break power circuits. Re- is located in the upper right corner of the elec-
lays control the power circuits for the batter- trical control panel and functions as a circuit
ies, GPU, starter/generators, inverters, and breaker for the cabin power bus. Items typi-
left and right DC 1 buses. cally powered by this switch are the passen-
ger advisory lights, cabin lighting and optional
lighting packages.
OVERLOAD SENSORS
Overload sensors and relays are used in the power
circuits to the left and right DC 1 buses and in the
power circuits to each inverter. These sensors react
thermally to electrical overloads. In reacting, they
electrically ground the relay control circuit and
cause the associated control circuit breaker to trip.
This causes the relay to open and break the power
circuit. Once the overload condition has been
removed, the overload sensor cools and resets
automatically. However, the failed control circuit
breaker must be reset manually to restore power to
the system.
Revision 1 FOR TRAINING PURPOSES ONLY 2-7

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buses. These are the current limiters moni-

BASIC DC POWER tored by the red CUR LIM annunciator light
DISTRIBUTION mentioned previously.
The airplane’s basic DC power distribution is It takes approximately 16 volts to pull a bat-
shown in Figure 2-3. With the main airplane battery relay closed. If a battery is discharged so
teries installed, power from the left battery, badly its voltage is too low to close the relay,
through a 20 amp current limiter, is immediately the battery cannot be connected to the rest of
available to the left battery bus for the “hot the airplane electrical system.
wired” items. These include the tailcone in-
spection light, baggage compartment and entry Once either battery switch is on, and the bat-
way lights and the main entry door actuator tery relay is closed, power, from either battery,
motor on all airplanes except SNs 31A-035 closes an external power control relay which
through 065 (except 061). From the right main allows a ground power unit to be connected to
battery, power is immediately available to the the airplane.
single point pressure refueling (SPPR) system,
if installed, and, on SNs 31A-035 through 065 Ground power can be connected to the air-
only (except 061), the main entry door actua- plane through a receptacle located on the aft
tor motor. All these items will operate, as long left side of the fuselage (Figure 2-4). With
as the batteries are installed, even with the bat- ground power connected, the output of the
GPU is applied to the battery charging bus
tery switches turned off. and, through the two, 275 amp current limiters,
to the left and right generator buses. GPU
Power, from both batteries is also available, voltage will be indicated on the DC voltmeter.
through 30 amp current limiters, to the emer-
gency bus system. However, as long as the red
EMER BUS switch, on the electrical switch
panel, is in normal, these circuits are not
powered.
When a main battery switch is turned on, two

contacts in the switch are connected to the
battery. One contact provides battery power to
emergency bus relays; however, with the red
EMER BUS switch in NORMAL, this circuit
is open and the emergency bus relays are not
powered. The other contact in the battery
switch supplies battery power, through a bat-
tery relay, to another contact in the EMER
BUS switch. With the EMER BUS switch in
NORMAL, this contact provides a ground and
the battery relay closes. When the battery
relay closes, the battery is connected directly
to the battery charging bus. The DC voltmeter
is also connected to the battery charging bus.
With one battery switch on, and the battery
relay closed, that battery’s voltage may be
checked on the DC voltmeter.
From the battery charging bus, through two,

275 amp current limiters, battery power is
also applied to the left and right generator Figure 2-4. Ground Power Unit Receptacle

VDC
AMPS AMPS
L R
START L GEN BUS BATTERY CHARGING BUS R GEN BUS START
GEN GEN
LEARJET 31/31A
EMER BUS OVER-VOLT EMER BUS

POWER CUTOUT POWER
GCU GCU
EMER BUS
POWER
L BAT BUS LEFT RIGHT R BAT BUS

BATTERY GPU BATTERY
TAILCONE ENTRY SPPR* DOOR

INSP LIGHTS MOTOR**
LIGHT
TO EMER BUS RELAYS (EBRS) TO EMER BUS RELAYS (EBRS)
* IF INSTALLED
** SNs 31A-035 THROUGH 065 (EXCEPT 061), WITHOUT ECR 3225
FlightSafety
L BAT BUS ON ALL OTHERS
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2-9
Figure 2-3. Basic DC Power Distribution

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The GPU should be regulated to 28 volts and ator switch is positioned to GEN, the GCU
limited to 1,000 amperes for engine starting. closes a generator relay and connects the
The GPU should be capable of producing at generator to its generator bus. The amber L
least 500 amps or the main airplane batteries GEN or R GEN annunciator light extin-
must pick up the load on start. An overvolt- guishes and generator output, through the
age cutout circuit disconnects the GPU from 275 amp current limiter, is applied to the
the airplane if GPU voltage exceeds approx- battery charging bus. From the battery charg-
imately 33 volts. ing bus, generator output can be used to keep
the batteries recharged and, through the other
The Airplane Flight Manual recommends that 275 amp current limiter, to power the oppo-
a GPU be used for engine start when the am- site generator bus.
bient temperature is 32° F (0° C) or below.
With both 275 amp current limiters failed,
With an engine started, and stabilized at idle both generator buses are disconnected from the
rpm, placing the respective starter/generator battery charging bus. In this case, only battery
switch to GEN will signal the generator con- voltage is indicated on the DC voltmeter, even
trol unit (GCU) to connect the generator to with both generators on and operating.
the airplane electrical system. However, if
ground power is being applied to the air- The equipment powered directly from the
plane, the GCU will not allow the generator battery charging bus and generator buses is
to come on the line. If ground power has shown in Figure 2-5.
been disconnected, when the starter/gener-
WING AUX
NAV HYD
LIGHTS DC VOLTMETER* PUMP*
PRIMARY TAIL CABIN
PITCH NAV AUX POWER
TRIM* LIGHTS INVERTER** BUS
20A 5A 5A 5A 30A 50A
LEFT RIGHT
GENERATOR BATTERY CHARGING BUS GENERATOR
BUS 275A 275A BUS
20A 10A 130A 20A 20A 20A 150A 20A
FREON
LEFT FUEL RECOG COMP RIGHT
LANDING FLOW LIGHT MOTOR LANDING
AND IND AND AND
TAXI LEFT STAB INTERNAL RIGHT TAXI
STARTER HEAT WINDSHIELD CABIN STARTER
LIGHT AUX LIGHT
DEFOG***
HEAT
(FREON SYSTEM
* WITH EMERGENCY BUS SWITCH IN NORMAL WITH SECOND
** IF INSTALLED CONDENSOR-189A)
*** AIRPLANES WITHOUT ELECTRICALLY HEATED WINDSHIELDS;
CREW AUX HEATER ON ALL OTHERS
Figure 2-5. Battery Charging and Generator Bus Loads

event of a malfunction, the buses may be con-

DC 2 AND 3 BUSES nected to each other through bus tie switches
on the copilot’s circuit-breaker panel. These
MODEL 31 AIRPLANES switches are normally in the down, or open,
position. When the switch is raised, it closes
The DC 2 and 3 buses on Model 31 airplanes and connects the buses, through a 20 amp bus
are shown in Figure 2-6. They are powered tie circuit breaker, allowing one bus to power
from their respective generator buses through the bus on the opposite side. If there is excess
50 amp current limiters and 40 amp circuit current flow between the buses, the bus tie
breakers. The left and right buses are nor- circuit breaker opens to protect the good bus.
mally powered separately. However, in the
LEFT DC BUS 2 RIGHT DC BUS 2
VDC
AMPS AMPS
L R
GEN GEN
GCU OVER-VOLT GCU

CUTOUT

BATTERY BATTERY
GPU
Figure 2-6. DC 2 and 3 Buses—Model 31

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MODEL 31A AIRPLANES DC 1 AND EMERGENCY

The DC 2 and 3 buses on Model 31A airplanes BUSES
are shown in Figure 2-7. They are powered
from their respective generator buses through
50 amp current limiters and 40 amp circuit MODEL 31 AIRPLANES
breakers. The left and right buses are normally The DC 1 and emergency buses on Model 31 air-
powered separately. However, in the event of a planes are shown in Figure 2-8. The DC 1 buses
malfunction, the buses may be connected to are powered from their respective generator
each other through bus tie switches on the buses through 70 amp overload sensors and re-
copilot’s circuit-breaker panels. These lays. Two amp control circuit breakers, for the
switches, which are also 20 amp circuit relays, are also powered from the generator
breakers, are normally in the down, or open, buses, through 10 amp current limiters. The left
position. When the switch is raised, it closes and right buses are normally powered sepa-
and connects the buses allowing one bus to rately. However, in the event of a malfunction,
power the bus on the opposite side. If there is the buses may be connected to each other
excess current flow between the buses, the bus through a bus tie switch on the copilot’s circuit-
tie switch/circuit breaker physically moves to breaker panel. This switch is normally in the
the down position to disconnect the buses. down, or open, position. When the switch is
raised, it closes and connects the buses, through
a 50 amp bus tie circuit breaker, allowing one
bus to power the bus on the opposite side. If there
is excess current flow between the buses, the bus
tie circuit breaker opens to protect the good bus.

VDC
AMPS AMPS
L R
GEN GEN
EMER BUS PWR EMER BUS PWR
EMER
GCU BUS OVER-VOLT GCU
PWR CUTOUT
BATTERY BATTERY
GPU
Figure 2-7. DC 2 and 3 Buses—Model 31A, All SNs

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Power from each DC 1 bus is also applied to When the red, EMER BUS switch is positioned
an emergency bus relay (EBR). With the red, to EMER BUS, the EBRs reposition. In this
E M E R BU S s w i t c h i n N O R M A L , p ow e r configuration, the DC emergency buses are
through these relays is then applied to the left powered directly from their respective batter-
and right DC emergency buses. In this con- ies and are tied together through a 20 amp bus
figuration, the emergency buses are essen- tie circuit breaker. See the “Emergency Bus
tially part of the DC 1 buses on each side. System” section, later in this chapter, for addi-
tional information on the emergency buses.
EBR EBR
LEFT DC RIGHT DC
EMER BUS EMER BUS
EBR
VDC
PRI AUX
PITCH HYD
TRIM PUMP
AMPS AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

GPU
BATTERY BATTERY
Figure 2-8. DC 1 and Emergency Buses—Model 31

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MODEL 31A AIRPLANES is normally in the down, or open, position.

When the switch is raised, it closes connect-
The DC 1 and emergency buses on Model 31A ing the buses and allowing one bus to power
SNs 035–065 except 061 airplanes are shown the bus on the opposite side. If there is excess
in Figure 2-9. The DC 1 buses are powered current flow between the buses, the bus tie
from their respective generator buses through switch/circuit breaker physically moves to the
70 amp overload sensors and relays. Two amp down position to disconnect the buses.
control circuit breakers, for the relays, are also
powered from the generator buses, through 10 Power from each DC 1 bus is also applied to
amp current limiters. The left and right buses an emergency bus relay (EBR). With the red,
are normally powered separately. However, in E M E R BU S s w i t c h i n N O R M A L , p ow e r
the event of a malfunction, the buses may be through these relays is then applied to the left
connected to each other through a bus tie switch and right DC emergency buses. In this con-
on the copilot’s circuit-breaker panel. This figuration, the emergency buses are essen-
switch, which is also a 50 amp circuit breaker, tially part of the DC 1 buses on each side.
EBR EBR
LEFT DC RIGHT DC
EMER BUS EMER BUS
EBR
VDC
PRI AUX
PITCH HYD
TRIM PUMP
AMPS AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU
EMER BUS
POWER

BATTERY BATTERY
GPU
Figure 2-9. DC 1 and Emergency Buses—Model 31A, SNs 035 Through 065 Except 061

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When the red EMER BUS switch is positioned less the EMER BUS switch is in EMER BUS.
to EMER BUS, the EBRs reposition. In this See the “Emergency Bus System” section,
configuration, the DC emergency buses are later in this chapter, for additional information
powered directly from their respective bat- on the emergency buses.
teries and may be tied together through an
emergency bus tie switch which is also a 20 For SNs 061, 066 and subsequent, the entire DC
amp circuit breaker. Due to an EBR between system is exactly the same as earlier serial
the DC emergency buses, which is open with numbers except that the circuit breaker switch
the EMER BUS switch in NORMAL, the DC between the left and right DC EMER BUSES was
emergency buses cannot be tied together un- changed to a plain circuit breaker (Figure 2-10).
EBR EBR
LEFT DC RIGHT DC
EMER BUS EMER BUS
EBR
VDC
PRI AUX
PITCH HYD
TRIM PUMP
AMPS AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU
EMER BUS
POWER

BATTERY BATTERY
GPU
Figure 2-10. DC 1 and Emergency Buses—Model 31A, SNs 061, 066 and Subsequent

FlightSafety
international
From the paralleling box, the output of the

AC ELECTRICAL primary inverter, through a 10 amp circuit
SYSTEM breaker, is applied to the emergency 115-VAC
bus. From this bus 115-VAC power is pro-
vided, through a 2 amp circuit breaker, to a
MODEL 31 AIRPLANES step-down transformer which steps the current
down to 26 VAC and provides it to the emer-
The AC electrical system on Model 31 air- gency 26-VAC bus. Power from the emergency
planes is shown in Figure 2-11. DC electrical 26-VAC bus, through an emergency bus relay,
power, to operate the primary and secondary is provided to the left 26-VAC bus.
inverters, is provided from the generator buses,
through 60 amp overload sensors and relays. Power from the emergency 115-VAC bus is
When a primary, or secondary, inverter is turned also provided, through an emergency bus relay,
on, control power is applied to close the relay to the left, or primary, 115-VAC bus. From
providing DC power to the inverter. The pri- the left, or primary, 115-VAC bus, power is also
mary inverter control circuit breaker is pow- available to the 7.5 amp bus tie circuit breaker
ered from the left DC emergency bus. The which connects the left and right sides of the
secondary inverter control circuit breaker is AC electrical system, allowing a single in-
powered from the right DC 1 bus. verter to power the entire system.
Within the inverters, the DC power is converted The optional auxiliary inverter, if installed, is
to 115-volt, 400-Hz, single-phase, alternating p ow e r e d f r o m t h e b a t t e r y c h a rg i n g bu s ,
current. This AC power then goes through a par- through a 60 amp overload sensor and relay,
alleling box which senses the inverter outputs with a 2 amp control circuit breaker on the right
and maintains the load and frequency balance DC 2 bus. When the auxiliary inverter is turned
between inverters. on, control power is applied to close the relay
applying DC power to the inverter. Within the
From the paralleling box, the output of the sec- inverter, the DC power is converted to 115-volt,
ondary inverter, through a 10 amp circuit 400-Hz, single-phase, alternating current. This
breaker, is applied to the right, or secondary, AC power then goes through the same paral-
115-VAC bus. From this bus 115-VAC power is leling box used by the primary and secondary
provided, through a 2 amp circuit breaker, to a inverters. From the paralleling box, the out-
step-down transformer which steps the current put of the auxiliary inverter, through 10 amp
down to 26 VAC and provides it to the right 26- circuit breakers, may be applied to the right,
VAC bus. Power from the right, or secondary, or secondary, 115-VAC bus or to the emer-
AC bus is also available to a 7.5 amp bus tie gency 115-VAC bus. For maximum inverter
circuit breaker which connects the left and life, the Airplane Flight Manual recommends
right sides of the AC electrical system, allow- that the auxiliary inverter, if installed, should
ing a single inverter to power the entire system. normally be on, along with the primary and
secondary inverters.

FlightSafety
international
LEFT LEFT
26VAC 115VAC BUS
EBR VAC
EMER X EMERGENCY RIGHT X RIGHT

26VAC FMR 115VAC BUS 115VAC BUS FMR 26VAC
PARALLELING BOX
PRIMARY AUX SECONDARY

INVERTER INVERTER INVERTER
FROM BAT CHG BUS
EBR
LEFT DC
EMER BUS
RIGHT DC BUS 2
EBR
VDC
AUX INV
AMPS CONTROL CB AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

BATTERY BATTERY
GPU
Figure 2-11. AC Electrical System—Model 31

FlightSafety
international
MODEL 31A AIRPLANES one inverter is operating (left, right, or auxil-

iary), the auxiliary inverter interlock box
The AC electrical system on Model 31A SNs closes this relay. With the relay closed, the left
035 through 065 except 061 airplanes is shown and right sides of the AC electrical system
in Figure 2-12. DC electrical power, to oper- may be tied together through the bus tie switch,
ate the left and right inverters, is provided allowing a single inverter to power the entire
from the generator buses through 60 amp system. If there is excess current flow through
overload sensors and relays. When an inverter the bus tie switch/circuit breaker, the switch
is turned on, control power is applied to close physically moves to the down position to dis-
the relay providing DC power to the inverter. connect the buses.
The left inverter control circuit breaker is
powered from the left DC emergency bus. From the auxiliary inverter interlock box, the
The right inverter control circuit breaker is output of the left inverter, through a 10 amp
powered from the right DC 1 bus. circuit breaker, is applied to the emergency
115-VAC bus. From this bus 115-VAC power
Within the inverters, the DC power is con- is provided, through a 2 amp circuit breaker,
verted to 115-volt, 400-Hz, single-phase, al- to a step-down transformer which steps the cur-
ternating current. This AC power then goes rent down to 26 VAC and provides it to the left
through an auxiliary inverter interlock box 26-VAC bus. Power from the emergency 115-
which will not allow more than one inverter VAC bus is also provided, through an emer-
to power a bus at one time. gency bus relay, to the left 115-VAC bus. From
the left 115-VAC bus power is also available
From the auxiliary inverter interlock box, the to the relay, controlled by the auxiliary in-
output of the right inverter, through a 10 amp verter interlock box, and the bus tie switch. As
circuit breaker, is applied to the right 115- long as more than one inverter is operating, the
VAC Bus. From this bus 115-VAC power is relay remains open and the two sides of the AC
provided, through a 2 amp circuit breaker, to electrical system cannot be tied together. How-
a step-down transformer which steps the cur- ever, if only one inverter is operating (left,
rent down to 26 VAC and provides it to the right right,or auxiliary), the auxiliary inverter in-
26-VAC bus. Power from the right AC bus is terlock box closes this relay. With the relay
also available to an AC bus tie switch, which closed, the left and right sides of the AC elec-
is also a 7.5 amp circuit breaker. Just past the trical system may be tied together through the
switch is a relay, controlled by the auxiliary bus tie switch, allowing a single inverter to
inverter interlock box. As long as more than power the entire system. If there is excess cur-
one inverter is operating, this relay remains rent flow through the bus tie switch/circuit
open and the two sides of the AC electrical sys- breaker, the switch physically moves to the
tem cannot be tied together. However, if only down position to disconnect the buses.

FlightSafety
international
TO COPILOT'S CIRCUIT BREAKER PANEL

LEFT
26VAC 115VAC BUS
EBR
X EMERGENCY RIGHT X
VAC 26VAC
FMR 115VAC BUS 115VAC BUS FMR
AUX INVERTER
INTERLOCK BOX
LEFT AUX RIGHT

FROM BAT CHG BUS
EBR
LEFT DC
EMER BUS
RIGHT DC BUS 2
EBR
VDC
AUX INV
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

BATTERY BATTERY
GPU
Figure 2-12. AC Electrical System—Model 31A, SNs 035 Through 065, Except 061

FlightSafety
international
The auxiliary inverter may be used in place of As mentioned previously, the auxiliary inverter
either the left or right inverter. It is powered interlock box will not allow two inverters to
from the battery charging bus, through a 60 power a bus at the same time. The box will
amp overload sensor and relay, with a control allow the auxiliary inverter to override either
circuit breaker on the right DC 2 bus. When the left or right inverter. If a left or right inverter
the auxiliary inverter is turned on, control is on and operating, and the auxiliary inverter
power is applied to close the relay applying DC is connected to that bus, the left or right inverter
power to the inverter. Within the inverter, the will be disconnected, and the auxiliary inverter
DC power is converted to 115-volt, 400-Hz, will come on and power the bus.
single-phase, alternating current. This AC
power then goes through the same auxiliary in- For SNs 061, 066 and subsequent, the AC sys-
verter interlock box used by the left and right tem was modified by eliminating the AUX In-
inverters. From the auxiliary inverter interlock verter, eliminating the Step-Down Transformers
box, the output of the auxiliary inverter, by making the Step-Down an internal function
through 10 amp circuit breakers, may be ap- of the inverters and the addition of a 26 VAC
plied to the right 115-VAC bus or to the emer- EMER BUS (Figure 2-13).
gency 115-VAC bus.

FlightSafety
international
LEFT
26VAC 115VAC BUS 26 VAC
EBR EMER
EBR
EMERGENCY RIGHT
VAC
115VAC BUS 115VAC BUS
26VAC
INVERTER
INTERLOCK BOX
LEFT RIGHT
INVERTER INVERTER
EBR
LEFT DC
EMER BUS
RIGHT DC BUS 2
EBR
VDC
AUX INV
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

BATTERY BATTERY
GPU
Figure 2-13. AC Electrical System—Model 31A, SNs 061, 066 and Subsequent

FlightSafety
international
TOTAL ELECTRICAL MODEL 31A

SYSTEM The emergency bus system on the Model 31A
are shown in Figures 2-18 and 19. If, after dual
The total electrical systems, for the Model 31 and generator failure, the red EMER BUS switch is
Model 31A, are shown in Figures 2-14, 2-15 and positioned to EMER BUS, the ground is
2-16. removed from the main airplane battery relays.
The relays then open, disconnecting the batteries
from the battery charging bus. At the same time,
through the other contact in the EMER BUS
EMERGENCY BUS switch, the emergency bus relays are powered.
When they are, the left and right emergency DC
SYSTEM buses are connected directly to the left and right
main airplane batteries and may be tied together
MODEL 31 through a bus tie switch which is also a 20 amp
circuit breaker. Additionally, the left inverter is
The emergency bus system on the Model 31 powered directly from the left main airplane
is shown in Figure 2-17. If, after dual gener- battery. The inverter output, through the
ator failure, the red EMER BUS switch is po- auxiliary inverter interlock box, is applied to the
sitioned to EMER BUS, the ground is removed emergency 115-VAC bus and the step-down
from the main airplane battery relays. The re- transformer which provides 26-VAC power to
lays then open, disconnecting the batteries two circuit breakers on the copilot’s circuit-
from the battery charging bus. At the same breaker panels. The primary pitch trim is
time, through the other contact in the EMER powered from the left main airplane battery and
BUS switch, the emergency bus relays are the auxiliary hydraulic pump is powered from
powered. When they are, the left and right the right main airplane battery. The DC
emergency DC buses are connected directly to voltmeter is connected to both main airplane
the left and right main airplane batteries and batteries and reads the highest voltage of either.
are tied together through a 20 amp bus tie cir-
cuit breaker. Additionally, the primary in-
verter is powered directly from the left main
airplane battery. The inverter output, through
the paralleling box, is applied to the emer-
gency 115-VAC bus and the step-down trans-
former which powers the emergency 26-VAC
bus. The primary pitch trim is powered from
the left main airplane battery and the auxiliary
hydraulic pump is powered from the right
main airplane battery. The DC voltmeter is
connected to both main airplane batteries and
reads the highest voltage of either.

FlightSafety
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LEFT LEFT
26VAC 115VAC BUS
EBR VAC

PARALLELING BOX

FROM BAT CHG BUS
EBR EBR
LEFT DC RIGHT DC
EMER BUS EMER BUS
EBR

EBR
VDC
PRI AUX
PITCH HYD
AMPS TRIM PUMP AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

BATTERY BATTERY
GPU
Figure 2-14. Electrical System—Normal—Model 31

FlightSafety
international

LEFT
26VAC 115VAC BUS
EBR
X EMER RIGHT X
VAC 26VAC
AUX INVERTER
INTERLOCK BOX
LEFT AUX RIGHT

FROM BAT CHG BUS
EBR EBR
LEFT DC RIGHT DC
EMER BUS EMER BUS
EBR

EBR
VDC
PRI AUX
PITCH HYD
AMPS TRIM PUMP AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

BATTERY BATTERY
GPU
Figure 2-15. Electrical System—Normal—Model 31A, SNs 035 Through 065 Except 061

FlightSafety
international
LEFT
EBR EMER
EBR
EMERGENCY RIGHT
VAC
26VAC
INVERTER
INTERLOCK BOX
LEFT RIGHT
INVERTER INVERTER
EBR EBR
LEFT DC RIGHT DC
EMER BUS EMER BUS
EBR

EBR
VDC
PRI AUX
PITCH HYD
AMPS TRIM PUMP AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

BATTERY BATTERY
GPU
Figure 2-16. Electrical System—Normal—Model 31A, SNs 061, 066 and Subsequent

FlightSafety
international
LEFT LEFT
26VAC 115VAC BUS
EBR VAC

PARALLELING BOX

FROM BAT CHG BUS
EBR EBR
LEFT DC RIGHT DC
EMER BUS EMER BUS
EBR

EBR
VDC
PRI AUX
PITCH HYD
AMPS TRIM PUMP AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

BATTERY BATTERY
GPU
Figure 2-17. Electrical System—Emergency—Model 31

FlightSafety
international

LEFT
26VAC 115VAC BUS
EBR
X EMER RIGHT X
VAC 26VAC
AUX INVERTER
INTERLOCK BOX
LEFT AUX RIGHT

FROM BAT CHG BUS
EBR EBR
LEFT DC RIGHT DC
EMER BUS EMER BUS
EBR

EBR
VDC
PRI AUX
PITCH HYD
AMPS TRIM PUMP AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

BATTERY BATTERY
GPU
Figure 2-18. Electrical System—Emergency—Model 31A, SNs 035 Through 065 Except 061

FlightSafety
international
LEFT
EBR EMER
EBR
EMERGENCY RIGHT
VAC
26VAC
INVERTER
INTERLOCK BOX
LEFT RIGHT
INVERTER INVERTER
EBR EBR
LEFT DC RIGHT DC
EMER BUS EMER BUS
EBR

EBR
VDC
PRI AUX
PITCH HYD
AMPS TRIM PUMP AMPS
L R
GEN GEN
OVER-VOLT
GCU CUTOUT GCU

BATTERY BATTERY
GPU
Figure 2-19. Electrical System—Emergency—Model 31A, SNs 061, 066 and Subsequent

FlightSafety
international
With the emergency battery on, the standby at-

EMERGENCY titude indicator is always powered from the
BATTERIES emergency battery. If power is available from
the airplane electrical system, the emergency
battery is constantly being recharged as it pro-
GENERAL vides power for the standby attitude indicator.
The other equipment connected to the emer-
Model 31 airplanes are equipped with one, gency battery is normally powered by the air-
lead-acid, emergency battery while Model plane electrical system. It is powered by the
31A airplanes have two. The battery, or bat- emergency battery only when normal electri-
teries, are installed in the nose compartment cal power is off or has failed (Figure 2-20).
and provide an emergency electrical power
source for selected equipment in the event of
total airplane electrical system failure. MODEL 31A AIRPLANES
With normal electrical power on the airplane,
MODEL 31 AIRPLANES the emergency batteries receive a trickle-
charge through a 7.5 amp EMER BAT circuit
With normal electrical power on the airplane, breakers on the left and right emergency DC
the emergency battery receives a trickle-charge buses. There are two amber EMER PWR an-
through a 7.5 amp EMER BAT circuit breaker nunciator lights on the instrument panel near
on the right emergency DC bus. There is an the standby attitude indicator. The lights il-
amber EMER PWR annunciator light on the in- luminate when power from the emergency bat-
strument panel near the standby attitude indi- teries is being used and the emergency batteries
cator. The light illuminates when power from are not receiving a trickle-charge from the
the emergency battery is being used and the airplane electrical system.
emergency battery is not receiving a trickle-
charge from the airplane electrical system. With the emergency battery 1 switch on, and
no other electrical power available, emergency
With the emergency battery switch on, and no battery 1 will power the following equipment:
other electrical power available, the emergency
battery will power the following equipment: • Standby attitude indicator
• Standby attitude indicator • Fan speed (N 1 ) indicators
• Fan speed (N 1 ) indicators • Landing gear SAFE and UNSAFE lights
• Landing gear SAFE and UNSAFE lights • Instrument lighting for the:
• Instrument lighting for the: • standby attitude indicator
• standby attitude indicator • fan speed (N 1 ) indicators
• fan speed (N 1 ) indicators • standby airspeed indicator
• pilot’s airspeed indicator • standby altimeter
• copilot’s altimeter • standby HSI
• magnetic compass • magnetic compass

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With the emergency battery 2 switch on, and tery is constantly being recharged as it provides
no other electrical power available, emergency power for the standby attitude indicator. The
battery 2 provides 2 to 11 minutes of backup other equipment connected to the emergency
power for the attitude heading reference sys- batteries is normally powered by the airplane
tems (AHS 1 and 2). electrical system. It is powered by the emer-
gency batteries only when normal electrical
With the emergency batteries on, the standby power is off or has failed (Figure 2-20).
attitude indicator is always powered from emer-
gency battery 1. If power is available from the
airplane electrical system, the emergency bat-
TRICKLE CHARGE
NORMAL
ELECTRICAL EMERGENCY
POWER BATTERY
EMER STANDBY
PWR* ATTITUDE
INDICATOR
FAN
SPEED
GAGES
LANDING
GEAR
LIGHTS
*EMER PWR 1 ON MODEL 31A AIRPLANES

INSTRUMENT
LIGHTS
Figure 2-20. Emergency Battery System

FlightSafety
international
On the pilot’s circuit-breaker panels, the first

CIRCUIT BREAKER circuit breaker on each row is the bus circuit
PANELS breaker that connects the bus to its power
source. The DC 1 bus breaker is a control cir-
cuit breaker that operates through an over-
MODEL 31 AIRPLANES load sensor and relay. There are no bus tie
circuit breakers or switches on the pilot’s cir-
On Model 31 airplanes, the circuit breakers are cuit-breaker panels. All the emergency AC
generally arranged in rows according to the bus circuit breakers are located in the top row
buses they power (Figure 2-21). Basically, the of the pilot’s circuit-breaker panels.
circuit breakers in the top row are AC, al-
though some DC circuit breakers powered by
the DC 1 bus may be located near the back of MODEL 31A AIRPLANES
the top row. The second row down is the DC On Model 31A airplanes, the circuit breakers are
1 bus and the emergency DC bus while the grouped by systems, rather than buses (Figures
third and fourth rows are the DC 2 and 3 buses. 2-22 and 2-23). Emergency bus circuit break-
emergency bus circuit breakers have red col- ers have red collars installed on them and AC
lars installed on them. circuit breakers have white circles around them,
painted on the circuit breaker panels. Emer-
On the copilot’s circuit-breaker panels, the gency bus circuit breakers, which are also AC,
first circuit breaker on each row is the bus tie have both red collars and white circles.
circuit breaker. Just aft of the bus tie circuit
breakers, on the DC bus rows only, are the bus All the bus tie switches are located in the
tie switches which are normally in the down ELECTRICAL group on the copilot’s circuit-
(open) position. There is no bus tie switch for breaker panels. These switches are also circuit
the AC buses since they are normally always breakers and physically move to the down
tied through the AC bus tie circuit breaker. (open) position if they have been raised (closed)
and an overload occurs. The right bus circuit
Aft of the bus tie switches, on the DC bus rows, breakers, which connect the right buses to their
and aft of the bus tie circuit breaker on the AC power sources, are also located in the ELEC-
bus row, are the bus circuit breakers that con- TRICAL group on the copilot’s circuit-breaker
nect the buses to their power sources. The DC panels. The left bus circuit breakers, which
1 bus breaker is a control circuit breaker that connect the left buses to their power sources,
operates through an overload sensor and relay. are located in the ELECTRICAL group on the
pilot’s circuit-breaker panels.

FlightSafety
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L AC L DC L DC L DC DC BUS DC BUS DC BUS AC BUS

BUS BUS 1 BUS 2 BUS 3 3 TIE 2 TIE 1TIE TIE
L AUX L EMER YAW AFCS DC BUS DC BUS DC BUS
AC BUS BUS TRIM PWR 3 TIE 2 TIE 1TIE
CONT
FLOOD ROLL AFCS R DC R DC R DC R AC
LTS PRI INV TRIM PITCH BUS 3 BUS 1 BUS
BUS 2
WARN AFCS ANTI R FAN R EMER R AUX
L VG L FAN BUS
LTS RPM ROLL SKID RPM AC BUS
CONT
WHEEL L TURB YAW SYSTEM R TURB EMER R DG
L DG DAMP TEST RPM
MASTER RPM BUS TIE
PRI AC L STALL L FUEL RUDDER R IGN- R FUEL EMER SEC AC
VM WARN CMPTR BOOST START CMPTR BAT VM
PRI L STALL R OIL R STALL WARN
L 26 PITCH L IGN-
VAC VANE TEMP VANE LTS
TRIM HTR START HTR
WSHLD L OIL R STBY R NAC WARN
L ADI L ITT -SCAV R EL
HT TEMP HT HORNS LTS
PUMP
L JET L STBY R PITOT R STALL
PUMP- L NAC -SCAV COMM 2
HT HEAT WARN
XFR VAL PUMP
L FIRE FUS XFR R ICE SEC R 26
L ALTM DME 1 NAV 2 PITCH
EXT PUMP DETECT VAC
TRIM
NAV 1 L FIRE MKR 1 L PITOT STAB R OIL
HEAT ATC 2 R ITT PRESS
DET LTS HT
R JET
ADF 1 L AIR STATIC L ICE WING R HSI PUMP-
HDG NAV 2
IGN SOURCE DETECT HEAT XFR VAL
COPILOT L FW NOSE AUX ALC SYS R HSI XFLOW
NAV RADAR
RMI SOV STEER CREW HT VALVE
AFCS L BLEED SQUAT CABIN R LDG- INSTR FUEL PILOT
PITCH AIR SW AIR TAXI LT FANS QTY RMI
AFCS L EMER L LDG- FREON R INSTR MKR 2 R FIRE R HSI
ROLL PRESS TAXI LT LTS LTS EXT HDG
YAW NAV LTS OXY RECOG RADAR R FIRE R BACK
DAMP COMM 1 VALVE LT DET CRS REF
RUDDER AUX RAM AIR BCN R ALTM R AIR
NAV 1 VIB
BOOST CAB HT TEMP LTS IGN
AFCS L INSTR R FW
ADF 1 L GEN R CLOCK R GEN SOV SEC INV
AIR DATA LTS
ALT L WSHLD R WSHLD PRESS R BLEED
ATC 1 L CLOCK CONTROL AIR R ADI
HOLD DEFOG DEFOG
CABIN R EMER PILOT
NOSE L EHSI FMS AVIONICS TEMP
STEER DTU MASTER PRESS RMI
IND
TRIM- FLIGHT
L EL DOOR WING FLAP
LTS MOTOR INSP LT PHONE
IND
L OIL OMEGA ENTRY CABIN PASS
L AUDIO SPKR GEAR
PRESS SENSOR LTS PWR BUS
L FLT COPILOT AVIONICS CABIN
FMS 1 MASTER AUX INV FLAPS LTS
DIR RMI
FMS 1 CABIN RAD

FAN ALT SPOILER
STROBE TEMP
LTS CONT UP UP R AUDIO
IND BKUP BKUP
TAT
PROBE DOWN DOWN
HTR NORM NORM
LEFT RIGHT
Figure 2-21. Circuit-Breaker Panels (Typical)—Model 31

ELECTRICAL LIGHTS LIGHTS ELECTRICAL

EL
WING EM
PWR L EMER FLOOD WARN WARN R EMER
MON E BUS CONT E LTS E LTS E E LTS 2 INSP
LTS
E BUS CONT
BUS
TIE
AC
L EMER STROBE NAV RECOG BCN EMER
INV E BAT 1 E LTS 1 LTS 2 3 LTS 3 LTS E BAT 2
BUS
TIE
O
P DC
L AC L DC L INSTR L LDG- R LDG- R INSTR R DC
BUS E BUS 1 LTS 3 TAXI LTS 2 3 TAXI LTS 3 LTS BUS 1
E
N
BUS 1
TIE
DC
L 26 L DC L EL ENTRY EMER R EL R DC
VAC E BUS 2 LTS LTS B LTS LTS BUS 2
BUS 2
TIE
TRIM-FLT CONT TRIM-FLT CONT
SEC DC
BAT L DC PRI PITCH L STALL R STALL R DC
TEMP BUS 3 TRIM E WARN E E WARN E PITCH
TRIM
BUS 3
BUS 3
TIE
L AUX ROLL WHEEL TRIM-FLAP

AC BUS
L GEN
TRIM 2 MASTER E E IND E FLAPS R GEN 1 R INV
AFCS
FLT YAW NOSE WARN R 26 R AC
AP 1 3 DIR 1 3 TRIM 2 STEER E HORNS E SPOILER
VAC BUS
HYDRAULICS
R AUX
AP 1 RUDDER SQUAT NOSE HYD AUX
MON BOOST 3 SW 2 STEER 2 2 PRESS IND E GEAR 2 INV
AC
BUS
ENGINE INSTR AFCS
MACH SYSTEM L OIL AIR ANTI FLT
TRIM TEST 3 L N1 2 TEMP 3 2 PRESS IND 3 SKID 3 DIR 2 3 AP 2
ENGINES-FUEL ENGINE INSTR

L FIRE L FW L OIL R OIL AP 2
DET E SOV E L ITT E PRESS 3 TEMP 2 R N1 2 AP FAN
MON
ENGINES-FUEL
L FIRE L JET PUMP R OIL R FW R FIRE
EXT E -XFR VAL E L N2 2 PRESS E R ITT E SOV E DET
ANTI-ICE
L STBY-
L PITOT L STALL R JET PUMP R FIRE
L IGN E SCAV
PUMP
3 HT E VANE HT 2 2 R N2 E -XFR VAL E EXT
ANTI-ICE
R STBY-
L IGN- FUS XFR L WSHLD L NAC R STALL R PITOT
START 3 PUMP 3 DEFOG 3 HT 2 2 VANE HT E HT 3 SCAV
PUMP
E R IGN
R
L FUEL WSHLD TAT R NAC XFLO R IGN -
CMPTR 2 HT 2 PROBE HT 1 2 HT 3 WSHLD E VALVE 3 START
DEFOG
TR TR L ICE WING STAB FUEL

PWR 3 CONT 3 DET 3 3 HT 3 HT E QTY
INSTRUMENTS ENVIRONMENT
PILOT L BLEED CABIN R ICE R FUEL
A/S E ADC 1
E AIR E AIR 3 3 ALC SYS 3 DET 2 CMPTR
ENVIRONMENT
PILOT
STATIC L EMER CREW & PRESS R BLEED TR TR
ALTM
VSI
E SOURCE 2 PRESS E CAB FAN 1 2 CONT E AIR 3 CONT 3 PWR
INSTRUMENTS
OXY
SAT- OXY CAB TEMP R EMER CP
TAS 3 AHS 1
VALVE 3 PRESS
IND
2 & CONT IND E PRESS 1 ADC 2 1 A/S
CABIN
AUX AUX CABIN CP
DOOR
EADI 1 1 AHS 1 1 CAB
HT
CREW
HT
3 B MOTOR
PWR
BUS
E AHS 2 1 ALTM
VSI
PASS CABIN
EHSI 1 1 MFD 1 FREON 3 2 SPKR 1 LTS E AHS 2 1 EADI 2
AVIONICS AVIONICS
SG 1 SG 3 L AV R AV STBY
EADI 1 EADI 3 L AUDIO E MASTER 3 3 MASTER E R AUDIO E HSI 1 EHSI 2
SG 1 SG 3 STBY SG 2
EHSI 1 EHSI 3 COMM 1 E ADF 1 E RADAR 2 COMM 2 E HSI 1 EADI
EFIS
SG 2
SW 1
UNIT
1 L CLOCK 2 NAV 1 E DME 1 2 RADAR 2 NAV 2 3 R CLOCK 1 EHSI
RADIO EFIS
INSTR
SELCAL HF 1 ATC 1 E ALT 2 ADF 2 ATC 2 2 FANS 1 SW 2
UNIT
NOSE
TCAS DSS/GPS FMS 1
FAN
DME 2 FMS 2 HF 2 E CVR
HR
LORAN RTU 3 METER
MLS FDR
LEFT RIGHT
Figure 2-22. Circuit-Breaker Panels—Model 31A, SNs 035 Through 065 Except 061

ELECTRICAL LIGHTS LIGHTS ELECTRICAL

EL
WING EM
PWR L EMER FLOOD WARN WARN R EMER
MON E BUS CONT E LTS E LTS E E LTS 2 INSP
LTS
E BUS CONT E BUS
TIE
AC
L EMER STROBE NAV RECOG BCN EMER
INV E BAT 1 E LTS 1 LTS 2 3 LTS 3 LTS E BAT 2
BUS
TIE
O
P DC
L 115 L DC L INSTR L LDG- R LDG- R INSTR R DC
VAC E BUS 1 LTS 3 TAXI LTS 2 3 TAXI LTS 3 LTS BUS 1
E
N
BUS 1
TIE
DC
L 26 L DC L EL ENTRY EMER R EL R DC
VAC E BUS 2 LTS LTS B LTS LTS BUS 2
BUS 2
TIE
TRIM-FLT CONT TRIM-FLT CONT
SEC DC
BAT L DC PRI PITCH L STALL R STALL R DC
TEMP BUS 3 TRIM E WARN E E WARN E PITCH
TRIM
BUS 3
BUS 3
TIE
ROLL WHEEL TRIM-FLAP

L GEN
TRIM 2 MASTER E E IND E FLAPS R GEN 1 R INV
AFCS
FLT YAW NOSE WARN R 26 R 115
AP 1 3 DIR 1 3 TRIM 2 STEER E HORNS E SPOILER
VAC VAC
HYDRAULICS
AP 1 RUDDER SQUAT NOSE HYD
MON BOOST 3 SW 2 STEER 2 2 PRESS IND E GEAR
ENGINE INSTR AFCS

MACH SYSTEM L OIL AIR ANTI FLT
TRIM TEST 3 L N1 2 TEMP 3 2 PRESS IND 3 SKID 3 DIR 2 3 AP 2
ENGINES-FUEL ENGINE INSTR

L FIRE L FW L OIL R OIL AP 2
DET E SOV E L ITT E PRESS 3 TEMP 2 R N1 2 AP FAN
MON
ENGINES-FUEL
L FIRE L JET PUMP R OIL R FW R FIRE
EXT E -XFR VAL E L N2 2 PRESS E R ITT E SOV E DET
ANTI-ICE
L STBY-
L PITOT L STALL R JET PUMP R FIRE
L IGN E SCAV
PUMP
3 HT E VANE HT 2 2 R N2 E -XFR VAL E EXT
ANTI-ICE
R STBY-
L IGN- FUS XFR L WSHLD L NAC R STALL R PITOT
START 3 PUMP 3 DEFOG 3 HT 2 2 VANE HT E HT 3 SCAV
PUMP
E R IGN
R
L FUEL WSHLD TAT R NAC XFLO R IGN -
CMPTR 2 HT 2 PROBE HT 1 2 HT 3 WSHLD E VALVE 3 START
DEFOG
TR TR L ICE WING STAB FUEL

PWR 3 CONT 3 DET 3 3 HT 3 HT E QTY
INSTRUMENTS ENVIRONMENT
PILOT L BLEED CABIN R ICE R FUEL
A/S E ADC 1
E AIR E AIR 3 3 ALC SYS 3 DET 2 CMPTR
ENVIRONMENT
PILOT
STATIC L EMER CREW & PRESS R BLEED TR TR
ALTM
VSI
E SOURCE 2 PRESS E CAB FAN 1 2 CONT E AIR 3 CONT 3 PWR
INSTRUMENTS
OXY
SAT- OXY CAB TEMP R EMER CP
TAS 3 AHS 1
VALVE 3 PRESS
IND
2 & CONT IND E PRESS 1 ADC 2 1 A/S
CABIN
AUX AUX CABIN CP
EADI 1 1 AHS 1 1 CAB
HT
CREW
HT
3 PWR
BUS
E AHS 2 1 ALTM
VSI
PASS CABIN
EHSI 1 1 MFD 1 FREON 3 2 SPKR 1 LTS E AHS 2 1 EADI 2
CABIN AVIONICS
SG 1 SG 3 DOOR R AV STBY
EADI 1 EADI 3 B MOTOR 3 MASTER E R AUDIO E HSI 1 EHSI 2
AVIONICS
SG 1 SG 3 STBY SG 2
EHSI 1 EHSI 3 L AUDIO E L AV 3 RADAR 2 COMM 2 E HSI 1 EADI
MASTER
EFIS
SG 2
SW 1
UNIT
1 L CLOCK 2 COMM 1 E ADF 1 E 2 RADAR 2 NAV 2 3 R CLOCK 1 EHSI
DME 1 EFIS
INSTR
FMS 1 HF 1 NAV 1 E 2 ADF 2 ATC 2 2 FANS 1 SW 2
UNIT
RADIO
RTU DSS/GPS ATC 1 E ALT 2 DME 2 FMS 2 HF 2 E CVR
NOSE HR
TCAS LORAN SELCAL
FAN 3 METER
MLS FDR
LEFT RIGHT
AC BUS DC BUS 1 & EMBER BUS DC BUS 2 DC BUS 3 BATTERY BUS
Figure 2-23. Circuit-Breaker Panels—Model 31A, SNs 061, 066 and Subsequent

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QUESTIONS
1. To unlock the entrance door when both 5. The buses that may be powered by the
main airplane batteries are dead (voltage airplane’s main batteries are:
too low to operate the door motor or close A. Battery buses only
the battery relays):
B. Battery and battery-charging buses
A. Plug in a GPU and use a key. only
B. Enter airplane through the emergency C. All buses except the AC buses
hatch, turn on a battery switch, plug D. All buses including the AC buses if the
in a GPU and use the interior door inverters are on
switch.
C. Remove both batteries for charging 6. An amber L GEN light illuminated
and reinstall. indicates:
D. Enter airplane through the emergency
A. The left generator switch is off.
hatch, place the emergency battery
switch to ON, and use the interior B. The left generator has malfunctioned.
door switch. C. The left engine is shutdown.
D. All of the above
2. With the emergency bus switch in normal,
the DC voltmeter indicates: 7. If both 275-amp current limiters fail in
A. Battery voltage only flight:
B. Generator voltage only A. Only the main airplane batteries power
C. Voltage on the battery buses the battery charging bus.
D. Voltage on the battery-charging bus B. The generators power all buses.
C. Only the generators power the bat-
3. The Airplane Flight Manual recommends tery charging bus.
a GPU be used for engine start when the D. The main airplane batteries cannot
ambient temperature is or below: power the battery charging bus.
A. 0°C/32°F
8. If a DC 2 bus circuit breaker opens in
B. 0°F
flight and will not reset, power to the bus
C. 15°F may be restored by:
D. +5°C
A. Holding the circuit breaker in
B. Replacing the failed current limiter
4. When a GPU is used for engine start, its
output should be regulated to: C. Closing the bus tie switch
D. Opening the opposite DC 2 bus circuit
A. 24 volts
breaker
B. 28 volts and limited to 1,000 amps
C. 33 volts 9. If an overload sensor shuts off current to
D. 28 volts and limited to 500 amps a DC 1 bus, or an inverter, power may be
restored by:
A. Resetting the control circuit breaker
after the overload sensor resets
B. Replacing the failed overload sensor
C. Automatic action by the current limiter
D. Automatic action after the overload
sensor cools

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10. With the emergency bus switch in normal, 14. With a dual-generator failure in flight, and
the DC emergency buses: the emergency bus switch in emergency,
A. Are automatically tied together fully charged main airplane batteries will
power the minimum equipment for night,
B. May be tied together by closing the
IFR flight for with two batter-
emergency bus tie switch
ies installed and with one:
C. May be tied together by closing the
DC 1 bus tie switch A. 1.7, .9
D. Cannot be tied together B. 2.0, .75
C. 1.1, .54
11. Illumination of an amber, PRI or SEC D. 1.5, .65
INV light indicates:
A. My airplane does not have inverter 15. With a dual-generator failure in flight,
lights. and the emergency bus switch in emer-
gency, primary pitch trim will be powered
B. The inverter output is less than 90
by the:
VAC, or there is less than 10 volt-
amps draw on the inverter. A. Left main airplane battery
C. The inverter switch is off. B. Right main airplane battery
D. Both B and C C. Battery Charging Bus
D. Left DC Emergency Bus
12. The AC voltmeter indicates:
A. Right AC bus voltage with the AC 16. With no other electrical power available,
BUS switch in PRI the systems that may be powered by emer-
gency battery one are:
B. Left AC bus voltage when the AC BUS
switch is in PRI A. Standby attitude gyro
C. The voltage on both the left and right B. Fan speed indicators
AC buses C. Landing gear position lights and se-
D. The voltage on the 26-VAC buses lected instrument lights
D. All of the above
13. With the emergency bus switch in normal,
the AC buses may be tied together:
A. By closing the AC bus tie switch
B. Through the AC bus tie circuit breaker.
This is a normal condition.
C. By pulling both AC bus circuit
breakers
D. By closing the AC bus tie switch, but
only if no more than one inverter is
operating

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL .............................................................................................................................. 3-1
INTERIOR LIGHTING .......................................................................................................... 3-2
Cockpit Lighting .............................................................................................................. 3-2
Cabin Lighting ................................................................................................................. 3-4
Emergency Lighting......................................................................................................... 3-6
EXTERIOR LIGHTING ......................................................................................................... 3-8
Landing-Taxi Lights......................................................................................................... 3-8
Recognition Light .......................................................................................................... 3-10
Strobe Lights.................................................................................................................. 3-10
Navigation Lights .......................................................................................................... 3-10
Anticollision Lights ....................................................................................................... 3-11
Wing Inspection Light ................................................................................................... 3-12
Tailcone Inspection Light .............................................................................................. 3-12
QUESTIONS......................................................................................................................... 3-14

ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Controls ........................................................................................ 3-3
3-2 Dome Lights............................................................................................................. 3-4
3-3 Reading Light........................................................................................................... 3-4
3-4 Cabin Lights Switches.............................................................................................. 3-5
3-5 Advisory Lights and Switches ................................................................................. 3-7
3-6 Exterior Lighting Locations ..................................................................................... 3-8
3-7 Exterior Lighting Switches ...................................................................................... 3-9
3-8 Landing-Taxi Lights................................................................................................. 3-8
3-9 Recognition Light and Upper Anticollision Light ................................................. 3-10
3-10 Strobe Lights and Tail Navigation Light................................................................ 3-10
3-11 Wing Navigation Lights ......................................................................................... 3-11
3-12 Lower Anticollision Light...................................................................................... 3-11
3-13 Wing Ice Inspection Light...................................................................................... 3-12
3-14 Tailcone Inspection Light Switches ....................................................................... 3-13

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CHAPTER 3
LIGHTING
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INTRODUCTION
Airplane lighting is divided into interior, exterior, and emergency lighting systems. In-
terior lighting illuminates the cockpit and cabin areas. Exterior lighting consists of nav-
igation, landing-taxi, anticollision, wing inspection, recognition, and strobe lights.
Standard and optional emergency lighting systems are available to illuminate the cabin
in the event of malfunctions. A light is also installed inside the tailcone.
Exterior lights include landing-taxi lights,

GENERAL navigation lights, anticollision beacons, a
recognition light, a wing inspection light and
Cockpit lighting consists of the instrument strobe lights.
lights, floodlight, electroluminescent light-
ing, and map lights. The standard emergency lighting system il-
luminates the cabin overhead lights if cabin
Cabin lighting consists of overhead lights, pressurization is lost. An optional emergency
door entry lights, baggage compartment lighting system illuminates the cabin over-
lights, individual reading lights, and the pas- head lights, and other lights at the exits, in the
senger advisory signs. event of airplane electrical failure.

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controls the lights on the right. The

INTERIOR LIGHTING PEDESTAL rheostat, on the copilot’s side-
wall, controls the lights on the center pedestal.
COCKPIT LIGHTING
The instrument lights use 28 VDC power from
Controls for the cockpit lights are located on the INSTR LTS circuit breakers on the left
the pilot’s and copilot’s sidewall or on the and right DC BUS 3. On Model 31A airplanes,
light itself. Most cockpit lights use only DC the circuit breakers are located in the LIGHTS
electrical power. However, the FLOOD light group on the pilot’s and copilot’s circuit
and electroluminescent (EL) lights require breaker panels.
AC power.
Electroluminescent Lighting
FLOOD light Electroluminescent (EL) lighting is used to il-
luminate the lettering on all switch panels and
The FLOOD light is a single fluorescent tube, both circuit breaker panels. The lights are con-
under the glareshield, which illuminates the trolled by the EL PANEL rheostat switches on
instrument panel. It is controlled by the the pilot’s and copilot’s sidewalls (Figure 3-1).
FLOOD rheostat on the pilot’s sidewall (Fig- The EL PANEL rheostat, on the pilot’s sidewall,
ure 3-1). To avoid damage to the fluorescent controls the edge lighting on the left side of the
tube or power supply, the FLOOD light should instrument panel, including the pilot’s audio
be operated full bright for 2 to 3 minutes be- panel and the left circuit-breaker panel. The EL
fore selecting dim. PANEL rheostat, on the copilot’s sidewall, con-
trols the edge lighting right side of the instru-
The FLOOD light uses 115 VAC from the ment panel, including the copilot’s audio panel
FLOOD LTS circuit breaker on the AC EMER and the right circuit-breaker panel.
BUS. On Model 31A airplanes, the circuit
breaker is located in the LIGHTS group on the Electroluminescent lights use 115 VAC sup-
pilot’s circuit-breaker panel. plied through the EL LTS circuit breakers on
the left and right AC BUS. On Model 31A air-
planes, the circuit breakers are located in the
Instrument Lights LIGHTS group on the pilot’s and copilot’s
The instrument lights illuminate the pilot, circuit-breaker panels.
copilot, and center instrument panels, pedestal
indicators, and the magnetic compass. The
lights are controlled with the INSTR rheostat Map and Dome Lights
on the pilot’s sidewall and the INSTR and Flexible-neck map lights are installed at the
PEDESTAL rheostats on the copilot’s sidewall pilot’s and copilot’s positions (Figure 3-1). An
(Figure 3-1). The pilot’s INSTR rheostat con- ON-OFF rheostat, on the base of each light,
trols the lights on the left side of the instru- is used to turn the light on or off and to adjust
ment panel while the copilot’s INSTR rheostat its brightness.

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PILOT’S SIDEWALL --MODEL 31
COPILOT’S SIDEWALL --MODEL 31
PILOT’S SIDEWALL --MODEL 31A PILOT’S SIDEWALL --MODEL 31A
Figure 3-1. Interior Lighting Controls

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Dome lights (Figure 3-2) are installed in the CABIN LIGHTING

headliner, just forward of the upper air outlets,
above the pilot’s and copilot’s positions. These Cabin lighting consists of reading lights, over-
lights have a three-position, rocker-type switch head lights, entry lights, passenger advisory
labeled “ON,” “OFF,” and “REMOTE.” With lights and cabinet lights.
the switch in the REMOTE position, the light
is controlled by the STEP LIGHT switch on
the left forward service cabinet. Reading Lights
The reading lights (Figure 3-3) are located in
panels above each passenger seat in the cabin.
There are individual switches for each light.
The lights are adjustable for position and use
28 VDC power from the READ LTS circuit
breaker. On airplanes serial number 002
through 015, the circuit breaker is located on
the right DC BUS 1. On airplanes serial num-
ber 016 and subsequent, the circuit breaker is
located on the CABIN PWR BUS.
Figure 3-3. Reading Light

Figure 3-2. Dome Lights
The map and dome lights normally use 28 Overhead Lights

VDC power from the INSTR LTS circuit break- The cabin overhead lights consist of forward,
ers on the left and right DC BUS 3. On Model center and aft fluorescent light fixtures, re-
31A airplanes, the circuit breakers are located cessed into the headliner on each side of the
in the LIGHTS group on the pilot’s and copi- center panel in the cabin. Normally, the lights
lot’s circuit-breaker panels. are controlled by switches on the left service
cabinet, forward of the entry door.
When the dome light switch is positioned to
REMOTE, the light is powered by the ENTRY The standard cabin light switches (Figure 3-4)
LIGHTS circuit breaker on the left BATTERY are three-position, rocker switches labeled
BUS. On Model 31A airplanes, the circuit “BRIGHT,” “DIM,” and “OFF.” An optional
breaker is located in the LIGHTS group on the cabin light switch panel includes push-buttons
pilot’s circuit-breaker panel. for each light and a diagram of the airplane in-
terior with small white lights at each light po-
sition. When a push-button is depressed, the

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cabin light comes on DIM and the white light To avoid damage to the cabin overhead lights,
illuminates to indicate the light is on. De- they should be operated at BRIGHT for two
p r e s s i n g t h e p u s h - bu t t o n a s e c o n d t i m e to three minutes before dimming. The lights
switches the light to BRIGHT and depressing should not be used if one or more tubes are in-
it a third time turns the light off. operative. To do so, will shorten the life of the
remaining tubes. During engine start, the
lights should be off or full bright.
On airplanes without the optional emergency

lighting system, the cabin overhead lights au-
tomatically illuminate full bright, if cabin
pressurization is lost, when the cabin altitude
reaches approximately 14,000 feet.
On airplanes with the optional emergency

lighting system, the forward and aft cabin
overhead lights automatically illuminate full
bright, if cabin pressurization is lost, when the
cabin altitude reaches approximately 14,000
feet. On these airplanes, all the cabin over-
head lights illuminate full bright automati-
cally if airplane electrical power is lost. See
“Optional Emergency Lighting,” later in this
chapter, for further information on the emer-
gency lighting system.
The cabin overhead lights use 28-VDC power

from the CABIN LTS circuit breaker on right
DC BUS 1. On Model 31A airplanes, the cir-
cuit breaker is located in the CABIN group on
the copilot’s circuit-breaker panel.
Entry Lights
The entry lights consist of a light on the left ser-
vice cabinet, forward of the entry door, and a
second light on the upper center panel directly
over the door opening. The lights are controlled
Figure 3-4. Cabin Lights Switches by a STEP LIGHT switch on the left service cab-
inet (Figure 3-4). This switch also controls the
overhead map lights in the cockpit, if their
switches have been positioned to REMOTE.
The entry lights, and the overhead map lights

in the cockpit with their switches in RE-
An optional variable intensity cabin lighting MOTE, use 28-VDC power from the ENTRY
system is available. This system is controlled LIGHTS circuit breaker on the left BAT-
by two potentiometers in the cabin which pro- TERY BUS. The lights will operate even if
vide infinite adjustment of the cabin lighting the airplane’s main battery switches are off.
intensity. The potentiometers are located on On Model 31A airplanes, the circuit breaker
an armrest and on the left, aft cabinet. is located in the LIGHTS group on the pilot’s
circuit-breaker panel.

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Baggage Compartment Lights lights, if cabin pressurization is lost, as ex-

plained above under “Overhead Lights.”
Lights are installed on each side in the aft
baggage compartment. They are controlled by
a switch on the left service cabinet, forward Optional Emergency Lighting
of the entry door (Figure 3-4). The baggage
compartment lights use 28-VDC power from The optional emergency lighting system, if
the ENTRY LIGHTS circuit breaker on the left installed, illuminates selected areas auto-
BATTERY BUS. The lights will operate even matically in the event of airplane electrical
if the airplane’s main battery switches are off. power failure. The system includes the cabin
On Model 31A airplanes, the circuit breaker overhead lights, two battery power supplies,
is located in the LIGHTS group on the pilot’s three lights and two switches. One emer-
circuit-breaker panel. gency light is installed in the upper cabin
door to illuminate the lower cabin door and
the immediate door area. A second emer-
Passenger Advisory Lights gency light illuminates the emergency exit
window area. The third light, on the right
The passenger advisory lights consist of two side of the fuselage, below the emergency
light fixtures in the cabin controlled by a switch exit hatch, illuminates the exterior egress
on the instrument panel (Figure 3-5). The switch area. The cabin overhead lights will also be
has three positions; NO SMOKING/FASTEN activated by the emergency lighting system
SEAT BELT, OFF, and FASTEN SEAT BELT. to illuminate the cabin interior.
When the switch is moved from OFF to either
of the other positions, an audible tone sounds Track lights may be installed with the optional
and the appropriate symbols illuminate on the emergency lighting system. They consist of
light fixtures. Location of the fixtures varies small lights on the cabin floor, installed on the
with cabin configuration. A RETURN TO SEAT inboard seat rails. The track lights in the
light (if installed) in the lavatory is a part of the vicinity of the cabin exits are red; all the oth-
advisory light system. ers are white.
The passenger advisory lights use 28-VDC The EMER LT TEST switch, in the cockpit, is
power from the READ LTS circuit breaker. On used to test and control the emergency lighting
airplanes serial number 002 though 015, the system. The switch has three positions: TEST,
circuit breaker is located on the right DC BUS ARM, and DISARM. Setting the switch to
1. On airplanes serial number 016 and sub- TEST simulates a failure of normal electrical
sequent, the circuit breaker is located on the power and the emergency lights illuminate. Set-
CABIN PWR BUS. ting the switch to ARM, arms the system to il-
luminate the emergency lights in the event of
electrical failure. Setting the switch to DISARM
Cabinet Lights disables the emergency lights by disconnecting
The cabinet lights vary with cabin configuration. them from the battery power supplies.
They normally include various lights within the
refreshment cabinet, microswitches actuated by The switch should be set to ARM prior to take-
doors or drawers, and power supplies. off. If the switch is in the DISARM position and
at least one BAT switch is on, an amber light,
adjacent to the switch, illuminates to remind the
EMERGENCY LIGHTING pilot that the switch should be set to ARM. The
switch should be set to DISARM prior to set-
Standard Emergency Lighting ting the BAT switches to OFF.
The standard emergency lighting system au- A second switch, labeled “EMER LTS–NORM,”
tomatically illuminates the cabin overhead is located on the left service cabinet forward

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MODEL 31 MODEL 31A
Figure 3-5. Advisory Lights and Switches
of the entry door and may be used to control When the emergency lighting system is acti-
the emergency lighting system manually. vated, one of the power supplies turns on the
When the switch is set to EMER LTS, the cabin overhead lights, while the other power
emergency lights illuminate. For normal op- supply turns on the upper cabin door light,
eration, the switch should be set to NORM to the emergency exit light, the track lights (if in-
allow automatic illumination of the emergency stalled) and the wing egress light.
lights in the event of electrical failure.

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The emergency lighting system battery packs are The exterior lighting controls are shown in
charged through the EMER LTS circuit breaker on Figure 3-7.
the right DC BUS 2. On Model 31A airplanes, the
circuit breaker is located in the LIGHTS group on
the copilot’s circuit-breaker panel. LANDING-TAXI LIGHTS
The landing-taxi lights are mounted on each
main landing gear strut (Figure 3-8). They
EXTERIOR LIGHTING are controlled by two switches on the in-
strument panel and by the respective main
The exterior lighting systems consist of the landing gear down-lock switches. Each land-
landing-taxi lights, navigation lights, anti- ing-taxi light is inoperative unless its main
collision lights, recognition light, strobe lights, landing gear down-lock switch is in the
and a wing ice inspection light (Figure 3-6). down-and-locked position.
NAVIGATION LIGHT ANTICOLLISION LIGHT RECOGNITION LIGHT WING ICE INSPECTION LIGHT
STROBE LIGHT NAVIGATION LIGHT ANTICOLLISION LIGHT
Figure 3-6. Exterior Lighting Locations
Figure 3-8. Landing-Taxi Lights

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MODEL 31
MODEL 31
MODEL 31
MODEL 31A
MODEL 31A
Figure 3-7. Exterior Lighting Switches

The L and R landing light switches on the in- Control power for the landing-taxi lights is pro-
strument panel have three positions: OFF, vided by the L and R LDG/TAXI LT circuit
TAXI, and LDG LT. With the main landing breakers. The L LDG/TAXI LT circuit breaker
gear down, positioning the L or R LDG LT is powered from the L DC BUS 2. The R
switch to TAXI applies 21 VDC power to the LDG/TAXI LT circuit breaker is powered from
respective landing light. Positioning the the R DC BUS 3. On Model 31A airplanes,
switch to LDG LT, applies 28 VDC to the re- the circuit breakers are located in the LIGHTS
spective landing light, increasing the bright- group on the pilot’s and copilot’s circuit-
ness of the lamp. For maximum bulb life, the breaker panels.
landing-taxi lights should be operated in the
TAXI position when possible. DC power to illuminate the landing-taxi lights
is provided, through 20 amp current limiters,
from the L and R GEN BUS.

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RECOGNITION LIGHT
The recognition light is installed in the lead-
ing edge of the vertical stabilizer (Figure 3-
9). The light is controlled with a two-position
RECOG LT switch on the instrument panel.
Figure 3-9. Recognition Light and Upper

Anticollision Light
Control power for the recognition light is pro-

vided by the RECOG LT circuit breaker on the
R DC BUS 3. On Model 31A airplanes, the
circuit breaker is located in the LIGHTS group Figure 3-10. Strobe Lights and Tail
on the copilot’s circuit-breaker panel. Navigation Light
DC power to illuminate the recognition light NAVIGATION LIGHTS

is provided, through a 20 amp current limiter,
from the BAT CHG BUS. The navigation light system includes one lamp
in the leading edge of each wing, just inboard
of the winglet, (Figure 3-11) and two lamps in
STROBE LIGHTS the upper aft tail fairing (Figure 3-10). All
three navigation lights are controlled by a two-
There are three strobe lights. One on the out- position NAV LT switch on the instrument panel.
board side of each winglet and a third in the Positioning the NAV LT switch to on turns on
tail navigation light fixture (Figure 3-10). On the navigation lights and dims most instrument
Model 31 airplanes, they are controlled by a panel and pedestal “peanut’’ lights. On Model
two position STROBE LT switch on the in- 31 airplanes, it also activates the landing gear
strument panel. On Model 31A airplanes, position light dimmer rheostat.
they are controlled by the BCN/STROB posi-
tion of the three-position OFF–BCN– The navigation lights should not be operated
BCN/STROB switch on the instrument panel. for extended periods on the ground. Without
The strobe lights use 28-VDC power from the cooling airflow, the tail navigation lights may
STROBE LTS circuit breaker on the L DC generate enough heat to distort the lens.
BUS 1. On Model 31A airplanes, the circuit Control power for the navigation lights is pro-
breaker is located in the LIGHTS group on the vided by the NAV LTS circuit breaker. On air-
pilot’s circuit-breaker panel. planes serial number 002 through 013, the

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Figure 3-11. Wing Navigation Lights

circuit breaker is located on the L DC BUS 1.
On airplanes serial number 014 and subse-
quent, the circuit breaker is on the L DC BUS
2. On Model 31A airplanes, the circuit breaker
is located in the LIGHTS group on the pilot’s
circuit-breaker panel.
DC power to illuminate the navigation lights

is provided, through two 5 amp current lim-
iters, from the BAT CHG BUS. One current
limiter provides power for the tail navigation
lights while the other provides power for the
wing navigation lights.
Figure 3-12. Lower Anticollision Light

ANTICOLLISION LIGHTS
Red anticollision lights are installed on top of
the vertical stabilizer (Figure 3-9) and on the Each light is a dual-bulb light and each bulb
bottom of the fuselage (Figure 3-12). On oscillates 180° at 45 cycles per minute. The
Model 31 airplanes, the lights are controlled beam is concentrated by a lens, producing an
by a BCN LT switch on the instrument panel. illusion of 90 flashes per minute due to the
On Model 31A airplanes, they are controlled oscillation.
by the BCN position of the three-position
OFF–BCN–BCN/STROB switch on the in- The anticollision lights use DC power from the
strument panel. BCN LT circuit breaker on the R DC BUS 3.
On Model 31A airplanes, the circuit breaker
is located in the LIGHTS group on the copi-
lot’s circuit-breaker panel.

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WING INSPECTION LIGHT TAILCONE INSPECTION LIGHT

The wing inspection light is installed in the The tailcone inspection light is located in-
right side of the fuselage below the copilot’s side the tailcone, directly above the access
window (Figure 3-13). It is designed to illu- door. It is controlled by an ON-OFF switch
minate a black dot on the right wing leading inside the door on the forward left side of the
edge to allow visual detection of ice accumu- door opening (Figure 3-14). The light uses
lation at night. The light is operated by a 28-VDC power, through a 5 amp current lim-
push-button switch on the copilot’s right side- iter, from the left battery bus. The light will
wall (Figure 3-1). The wing inspection light operate even if the airplane’s main battery
uses DC power from the WING INSP LT cir- switches are off. A microswitch, on the for-
cuit breaker on the R DC BUS 2. On Model
31A airplanes, the circuit breaker is located ward right side of the tailcone access door
in the LIGHTS group on the copilot’s circuit- opening, will turn off the light if it is left on
breaker panel. when the door is closed.
Figure 3-13. Wing Ice Inspection Light

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Figure 3-14. Tailcone Inspection Light Switches

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QUESTIONS
1. The instrument panel floodlight control 6. The optional emergency lighting switch
is located: position used during normal operation
A. On the light is:
B. On the left service cabinet A. DISARM
C. On the pilot’s sidewall B. ARM
D. On the copilot’s sidewall C. TEST
D. EMER LT
2. The flexible-neck map lights are controlled:
A. With an ON–OFF switch on the copi- 7. The lights that come on when cabin altitude
lot’s sidewall reaches 14,000 feet, or higher, are the:
B. With an ON–OFF rheostat on each A. Emergency exit lights
unit B. Baggage compartment lights
C. With a rocker type switch on each unit C. Cabin overhead lights
D. Automatically, by photocells D. Reading lights
3. The cabin overhead light switches are lo- 8. The wing inspection light switch is lo-
cated on the: cated on the:
A. Right service cabinet A. Pilot’s sidewall
B. The pilot’s sidewall B. Left service cabinet
C. Left service cabinet C. Instrument panel
D. Light assemblies D. Copilot’s sidewall
4. When the cabin overhead light switch is 9. The lights that require inverter power are
turned on, first select: the:
A. ON A Cabin overhead lights
B. OFF B. FLOOD and EL lights
C. DIM C. INSTR lights
D. BRT D. NAV lights
5. Lights illuminated by the optional emer- 10. The lights that can be operated with the
gency lighting system are: airplane batteries turned off are the:
A. Instrument floodlight and electrolu- A. Entry and baggage compartment lights
minescent lights B. Cabin overhead lights
B. Cabin overhead lights, emergency C. Tailcone inspection light
door light and emergency exit lights D. Both A and C
C. Navigation lights
D. Strobe lights

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL .............................................................................................................................. 4-1
GLARESHIELD ANNUNCIATOR LIGHTS......................................................................... 4-1
Master Warning Lights .................................................................................................... 4-2
Test................................................................................................................................... 4-2
Intensity Control .............................................................................................................. 4-2
Bulb Change .................................................................................................................... 4-2
Illumination Causes ......................................................................................................... 4-4
TAKEOFF WARNING SYSTEM........................................................................................... 4-8
QUESTIONS ........................................................................................................................... 4-9

ILLUSTRATIONS
Figure Title Page
4-1 Test Switches............................................................................................................ 4-3
4-2 Takeoff Warning System .......................................................................................... 4-8
TABLE
Table Title Page
4-1 Annunciator Light Illumination Causes ................................................................... 4-4

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CHAPTER 4
MASTER WARNING SYSTEM
TEST
INTRODUCTION
The master warning system provides a warning of equipment malfunctions, an indica-
tion of unsafe conditions and an indication that some systems are in operation.
GENERAL GLARESHIELD
The main annunciator light panel is located on ANNUNCIATOR LIGHTS
the center portion of the glareshield (See An-
nunciator Section). Other warning, caution The glareshield annunciator lights include
and advisory lights are located elsewhere on two horizontal rows of red, amber and green
the instrument panel and the center pedestal. lights which alert the pilots to various condi-
Some airplane systems include aural warn- tions and switch positions. Red lights indicate
ings of abnormal conditions or malfunctions. serious malfunctions while amber lights in-
These warnings are covered in the chapters that dicate less serious problems and green lights
address those systems. A takeoff warning indicate normal system operation.
system, which monitors several systems, is
covered in this chapter. Outboard of these lights, on each side, are an
ENG FIRE PULL handle and an ENG EXT

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ARMED light. On Model 31 airplanes, addi- • Autopilot-flight director panel annun-

tional lights may be located outboard of the ciator lights
ENG FIRE PULL handles.
• Electronic Flight Instrument System
The glareshield annunciator lights are powered (EFIS) control panel lights, if installed.
through the WARN LTS circuit breakers on the
left and right EMER DC BUSES. On Model • ANTI-SKID and PARK BRAKE lights
31A airplanes, the circuit breakers are located
in the LIGHTS group on the pilot’s and copi- • AIR IGN (Model 31) or IGNITION
lot’s circuit breaker panels. (Model 31A) lights
Some glareshield annunciator lights will flash • START lights
under certain conditions. See Table 4-1.
• Fuel panel lights
MASTER WARNING LIGHTS • Electrical Power Monitor Panel annun-
Any time a red glareshield annunciator light, ciator lights (Model 31A)
or the red light on the Electrical Power Mon-
itor Panel (Model 31A airplanes only), illu- • Copilot’s flight director annunciator
m i n a t e s , b o t h r e d M S T R WA R N l i g h t s lights, if installed
illuminate and flash. Pressing either MSTR
WARN light extinguishes both MSTR WARN • Both MSTR WARN lights
lights. However, the red annunciator light re-
mains illuminated as long as the malfunction
exists. INTENSITY CONTROL
A photoelectric cell, outboard of each ENG
FIRE PULL handle, automatically adjusts the
TEST glareshield annunciator light intensity for ex-
Depressing either of the two test switches, lo- isting cockpit light conditions. The other in-
cated under the glareshield, (Figure 4-1) il- strument panel and pedestal lights dim when the
luminates the following lights: navigation light (NAV LT) switch is turned on.
• All glareshield annunciator lights.

BULB CHANGE
• ENG FIRE PULL lights
If glareshield annunciator lights, and landing
• ENG EXT ARMED lights gear indicator lights on Model 31A airplanes,
are depressed and quickly released, they pop
• Marker beacon lights (31-002 through out to facilitate bulb changes. Other bulbs,
31-032 only). such as anti-skid lights, and landing gear in-
dicator lights on Model 31 airplanes are not
• Thrust reverser annunciator lights, if replaceable in flight.
installed.
• Flight Management System (FMS) an-

nunciator lights

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MODEL 31 MODEL 31A
Figure 4-1. Test Switches

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ILLUMINATION CAUSES
Table 4-1 shows each annunciator light and the Note that lights are listed alphabetically,
cause for illumination. Some lights are op- disregarding “left” and “right,” by color:
tional and locations may vary between airplanes. Red, Amber, Green.
Table 4-1. ANNUNCIATOR LIGHT ILLUMINATION CAUSES
ANNUNCIATOR CAUSE FOR ILLUMINATION ANNUNCIATOR CAUSE FOR ILLUMINATION

ANTISKID 1. ANTI-SKID switch is off. MASTER A red annunciator light is illuminated.
WARN
L R 2. ANTI-SKID malfunction.
With NICAD Batteries

Main battery temperature is too L R 1. Steady—System has failed.
BAT BAT high. STALL STALL
2. Flashing—In shaker range.
140 160
Overtemperature in the engine WING The wing leading edge temperature is too
BLEED BLEED high.
pylon or in the bleed air duct inside OV HT
AIR L AIR R
the pylon.
WSHLD Windshield temperature is too high.

OV HT
CUR Failure of either, or both, 275 amp
LIM current limiters.
Model 31A
1. One or more of the door locking
pins are not fully extended. The indicated AHS fan has failed.
DOOR AHS 1 AHS 2
2. The door hook(s) not fully
released.
Model 31
ALC
AI
ENG FIRE
PULL Overheat in the engine nacelle.
The alcohol tank is empty.

Model 31A
L FUEL R FUEL Low fuel pressure to the indicated
PRESS PRESS engine driven fuel pump. ALC
LOW
Model 31 Model 31
L OIL R OIL ENG ENG

PRESS PRESS EXT EXT
ARMED ARMED
Indicated engine oil pressure is too Fire extinguishing bottles are armed.
low. Model 31A
ENG EXT ENG EXT

Model 31A ARMED ARMED
L OIL R OIL
PRESS PRESS

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Table 4-1. ANNUNCIATOR LIGHT ILLUMINATION CAUSES (Cont)
Model 31
CAB
Model 31
ALT
L ENG R ENG
The cabin altitude is at or above 8,750 ICE ICE
Model 31A feet and the pressurization controller
has switched to manual mode. 1. NAC HEAT switch ON—Low bleed
CABIN air pressure to nacelle heat.
ALT
2. NAC HEAT switch OFF—excess

Model 31
Airplane is at or below the altitude set Model 31A bleed air pressure to nacelle heat.
DH on the radio altimeter. L NAC R NAC
HT HT
Flashing—An electrical system

parameter is in the caution or warning
Model 31A range.
ELEC
PWR Steady—An electrical system
parameter is in the caution or warning
range and the monitor has been reset. ENG Engine sync is on and the nose
SYNC landing gear is down and locked.
EMER
Emergency battery is on and no
PWR longer being recharged.
Model 31
L ENG
CHIP 1. Steady—
A. Switch is OFF or MANUAL.
R ENG
CHIP B. Computer has failed with the
switch ON.
L FUEL R FUEL
Ferrous metal detected in the engine CMPTR CMPTR
oil system. 2. Flashing—
A. When power is applied, DEEC
function switch in wrong
position.
Model 31A
B. When engine is shutdown,
L ENG R ENG DEEC has lost ITT input.
CHIP CHIP

Model 31
Airplanes without fuel heaters LOW FL

HYD X
One or both airframe fuel filters are Hydraulic pressure is low.
clogged.
Model 31A
FUEL
FILTER
Airplanes with fuel heaters LO HYD
PRESS
1. Ground—an engine (primary) or

airframe (secondary) fuel filter is Less than 300 to 400 pounds of fuel
LOW
clogged. FUEL remaining in either wing tank.
2. In flight—an engine (primary) fuel
filter is clogged.
Model 31A
Mach Trim has failed, airspeed is
Model 31 MACH
TRIM
above .69 Mach and the autopilot is
W FUEL not engaged.
D X FLO
Crossflow valve is open.

Model 31A Model 31
1. Inverter switch is OFF.
FUEL PRI SEC
X FLOW INV INV 2. Inverter switch is ON and inverter
output is less than 90 volts or 10
volt/amps.
L R Indicated generator is turned off or

GEN GEN failed.
Model 31
AUX Inverter switch is ON and its output is

INV less than 90 volts or 10 volt/amps.
Model 31
PARK
LEFT RIGHT BRAKE
Parking brake handle is not fully
AIR IGN AIR IGN depressed.
Voltage is being applied to the ignition
system.
Model 31A Model 31
PITCH
IGNITION
TRIM
L R
1. Primary pitch trim is running at fast
rate with the flaps up.
Model 31A 2. Primary pitch trim has an electrical
fault.
PITCH
TRIM 3. Wheel master switch is depressed.

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Model 31
1. One or both pitot heat switches are L V.G. R V.G. One motor of the vertical gyro has
PITOT
HEAT OFF. MON MON failed.
2. One or both pitot heaters are
inoperative with the switch ON.
Model 31
WSHLD
DEFOG
L R
1. Steady—the spoilers are not
locked down.
SPOILER Windshield defog system has just
2. Flashing—the spoilers are been turned on or has malfunctioned.
deployed and the flaps are
extended beyond 3 degrees. Model 31A
L WS R WS
DEFOG DEFOG
1. Ground—The STAB WING HEAT NAC HT Either or both NAC HEAT switches are
switch is ON and the stabilizer heat ON ON.
STAB system is not receiving electrical
HT power. This is normal.
2. In flight—The STAB WING HEAT
switch is ON and the stabilizer heat
system has failed.
STEER
ON Nosewheel steering is engaged.
START START
Starter relay is closed and the starter-
generator is functioning as a motor.
The windshield anti-ice modulating
WSHLD
HT
valve is open and an overheat
condition does not exist.
T.O.
Airplane is on the ground and the
TRIM horizontal stabilizer is not properly set
for takeoff. CABIN The white CABIN AIR light illuminates
AIR when any of the following switches are
in the OFF position, L or R BLEED
AIR or CABIN AIR.

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TAKEOFF WARNING • Parking brake handle not fully depressed
SYSTEM • Pitch trim out of the takeoff range
The takeoff warning system (Figure 4-2) ac- When the horn is activated, it can be silenced
tivates a warning horn whenever the airplane only by retarding the right thrust lever or by
is on the ground, and the right thrust lever is ensuring the airplane is properly configured
above approximately 82 percent N 1 , if any of for takeoff. The warning horn is disabled in
the following conditions exist: the air by the right main landing gear squat
switch. The takeoff warning system is pow-
• Either thrust reverser unlocked, if installed ered from the WARN HORNS circuit breaker
on the right DC EMER BUS. On Model 31A
• Spoilers not retracted airplanes, the circuit breaker is located in the
TRIM-FLT CONT group on the copilot’s cir-
• Flaps 0 or 40° cuit breaker panel.
FLAPS 0° / 40°
SPOILERS UP
NOT T/O TRIM
T/R UNLOCKED
PARK BRAKE SET
R THROTTLE >82%
SQUAT SWITCH - GROUND MODE
Figure 4-2. Takeoff Warning System

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QUESTIONS
1. Glareshield annunciator lights can be 5. The flashing MSTR WARN lights can be
tested by: reset by depressing either MSTR WARN
A. The rotary test switch light:
B. Depressing each individual light A. Unless a red glareshield annunciator
C. Depressing either glareshield TEST is flashing.
switch B. Anytime
D. Shutting the represented system off C. Unless a red glareshield annunciator
is illuminated steady.
2. When a red glareshield annunciator light D. Unless an engine FIRE PULL light
illuminates: illuminates steady.
A. T h e p i l o t ’s M S T R WA R N l i g h t
flashes. 6. The takeoff warning system horn may be
muted by:
B. Both MSTR WARN lights illuminate
steady. A. Depressing the MUTE switch
C. The copilot’s MSTR WARN light B. Retarding the right thrust lever
flashes. C. Ensuring the airplane is properly con-
D. Both MSTR WARN lights flash. figured for takeoff
D. Both B and C
3. An illuminated glareshield annunciator
light suddenly extinguishes, indicating:
A. Five minutes have passed.
B. The malfunction no longer exists.
C. Three minutes have passed.
D. The MSTR WARN lights have been
reset.
4. The glareshield annunciator light inten-

sity is adjusted:
A. Automatically by photoelectric cells
B. By depressing the TEST button
C. By depressing each individual light
D. By depressing the DIM button

CHAPTER 5
FUEL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL .............................................................................................................................. 5-1
FUEL TANKS AND VENT SYSTEM ................................................................................... 5-2
General............................................................................................................................. 5-2
Wing Tanks ...................................................................................................................... 5-2
Fuselage Tank .................................................................................................................. 5-2
Vent System ..................................................................................................................... 5-5
FUEL INDICATING SYSTEMS ............................................................................................ 5-7
Fuel Quantity Indicating System ..................................................................................... 5-7
Low Fuel Light ................................................................................................................ 5-7
Fuel Flow Indicating System .......................................................................................... 5-7
FUEL DISTRIBUTION .......................................................................................................... 5-9
General............................................................................................................................. 5-9
Boost Pumps .................................................................................................................... 5-9
Jet Pumps....................................................................................................................... 5-10
Filters/FUEL FILTER Light .......................................................................................... 5-11
Main Fuel Shutoff Valves .............................................................................................. 5-11
Low Fuel Pressure Warning Lights ............................................................................... 5-11
Pressure Relief Valves ................................................................................................... 5-11
Fuel Drain Valves .......................................................................................................... 5-11
FUEL TRANSFER SYSTEM............................................................................................... 5-13

Crossflow System .......................................................................................................... 5-13

Fuselage Tank Fill-Transfer System .............................................................................. 5-13
FUEL SERVICING............................................................................................................... 5-16
Single-Point Pressure Refueling System (SPPR) .......................................................... 5-18
QUESTIONS......................................................................................................................... 5-22

ILLUSTRATIONS
Figure Title Page
5-1 Fuel Tanks ................................................................................................................ 5-3
5-2 Fuel System.............................................................................................................. 5-4
5-3 Ram-air Scoops and Vent Drain Valves ................................................................... 5-5
5-4 Fuel Vent/Tank Pressurization System..................................................................... 5-6
5-5 Fuel Control Panels .................................................................................................. 5-8
5-6 Fuel Flow Indicator .................................................................................................. 5-7
5-7 Jet Pump Schematic ............................................................................................... 5-10
5-8 Fuel Drains............................................................................................................. 5-12
5-9 Refueling Filler Cap............................................................................................... 5-16
5-10 Airplane Grounding Points .................................................................................... 5-17
5-11 Anti-icing Additive Blending Apparatus ............................................................... 5-17
5-12 Single-point Pressure Refueling (SPPR) ............................................................... 5-18
5-13 Single-point Pressure Refueling System................................................................ 5-19

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CHAPTER 5
FUEL SYSTEM
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2
4
MAIN
FUEL
6
8
;;;;
LBS X 100
0 10
INTRODUCTION
The Learjet 31/31A fuel system consists of the fuel tanks, tank venting, indicating, dis-
tribution, transfer and refueling systems.
This chapter covers the operation of the fuel system up to the engine-driven fuel pumps.
At that point fuel system operation becomes a function of the engine. See Chapter 7,
“Powerplant,” for additional information.
GENERAL
The fuel storage system consists of two wing Ram-air is used to vent all tanks. Drain valves
tanks and a fuselage tank. A crossflow man- are provided to remove condensation and con-
ifold permits fuel transfer between the wing taminants from the low points in the fuel
tanks for fuel balancing. tanks, and to drain the vent system sumps.
Each wing tank contains a jet pump and an Refueling is accomplished through fillers lo-
electric standby pump which supply fuel to the cated on the top of each wing, or through a sin-
engine on the same side. Fuselage tank fuel gle-point pressure refueling (SPPR) system (if
is transferred to the wing tanks by an electric installed).
transfer pump, or by gravity.

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FUEL TANKS AND VENT pump which supply fuel under pressure to the
engine-driven fuel pump on the same side.
SYSTEM Each standby pump is also connected to a
crossflow manifold which permits wing-to-
wing fuel transfer through a crossflow valve.
GENERAL
A low-fuel float switch in each wing tank il-
The fuel tanks are shown in Figure 5-1. The
luminates an amber LOW FUEL light on the
total usable fuel capacity depends on whether:
glareshield annunciator panel when either
1) The airplane is equipped with the stan- wing tank quantity decreases to approximately
dard (STD) fuselage tank or the ex- 350 pounds in a level flight attitude.
tended-range (ER) fuselage tank.
Two electric scavenge pumps, one located in
2) The single-point pressure refueling the inboard, forward area of each wing tank,
system (SPPR) is installed. and two additional jet pumps, one located in
each wing tank just outboard of the wheel
3) The airplane is being serviced through well, scavenge trapped fuel from those areas
the wing fillers or the SPPR system. into the sumps when wing fuel is low.
With SPPR installed, the STD and ER mod- High-level float switches near the wing tips il-
els hold 4,124 and 4,653 pounds, respectively, luminate the green L and R WING FULL lights
when serviced through the wing fillers. When on the fuel panel in flight. They will also in-
using the SPPR system, the capacities are terrupt normal fuselage tank fuel transfer, in
4,019 and 4,477 pounds, respectively. All flight and on the ground.
other references in this chapter concerning
fuel capacities are approximate. See AFM
Addendum 1 for additional information. FUSELAGE TANK
The fuselage tank consists of bladder fuel
WING TANKS cells located between the aft pressure bulkhead
and tailcone section. Airplanes with the stan-
Each wing tank extends from the airplane cen- dard (STD) fuselage tank have two fuel cells
terline to the winglet and holds approximately with a capacity of approximately 1,300 pounds
1,400 pounds of useable fuel (Figure 5-2). of usable fuel. Airplanes with the extended
range (ER) fuselage tank have four fuel cells
The wing tank ribs and spars act as baffles to with a capacity of approximately 1,800 pounds
minimize fuel shifting. Flapper valves, in the of usable fuel. Two fuel lines connect the
wing ribs, allow the fuel to flow freely from fuselage tank to the wing tanks for filling and
the wing tip toward the wing root and restrict transfer. When the fuselage tank is being
the flow outboard. Two pressure-relief valves filled from the wing tanks, a float switch, in
in the centerline rib equalize internal pres- the fuselage tank, will shut off the fuel flow
sures between the two wing tanks. when the tank is full. This is explained in the
Fuel Transfer Systems section.
Four fuel probes in each wing tank provide in-
formation to the fuel quantity indicating system. One fuel probe in the fuselage tank provides
information to the fuel quantity indicating
The wing dihedral and angle of incidence lo- system.
cates each wing sump (lowest area in the tank)
in the center wing root area. Each wing sump
contains a jet pump and an electric standby

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TECH CHE
Figure 5-1. Fuel Tanks
EXTENDED RANGE TANK
STANDARD TANKS
LEGEND
5-4
CROSSFLOW VALVE
FORWARD SCAVENGE PUMP

STANDBY PUMP
FUEL PROBE
HIGH LEVEL FLOAT SWITCH

FUEL FILLER CAP
LEARJET 31/31A
MAIN MAIN
JET JET
PUMP PUMP
SCAVENGE JET PUMP LOW LEVEL FLOAT SWITCH
; ;;
DIFFERENTIAL PRESSURE SWITCH

LOW FUEL
PRESSURE RELIEF VALVE
;
SWITCH
FUEL FILTER FUEL SHUTOFF VALVE
MOTIVE FLOW VALVE ENGINE DRIVEN FUEL PUMP
LEFT TRANSFER VALVE
LEGEND
LOW PRESSURE SWITCH RIGHT TRANSFER VALVE
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SUPPLY EXPANSION LINE
LOW PRESSURE
HIGH PRESSURE FUSELAGE TRANSFER PUMP
international
FLOAT SWITCH
Figure 5-2. Fuel System

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VENT SYSTEM forward of the wing trailing edge, collects any

fuel or moisture that might enter the vent lines.
Two ram-air scoops located on the underside A drain valve permits draining of the sump to
of each wing (Figure 5-3) supply positive air ensure unobstructed venting.
pressure in flight to pressurize the fuselage
tank and both wing tanks. The two outboard airscoops vent the wing
tanks. Each air scoop is connected to its re-
The two inboard air scoops are connected to spective wing tank through a float valve (Fig-
a common line which vents the fuselage tank. ure 5-4). A sump installed in each wing vent
STD models use an open-ended vent line fit- line collects any fuel or moisture that might
ted with a single float valve (Figure 5-4). ER enter the line. Each wing sump is fitted with
models use a closed vent line fitted with three a flush-type drain valve which permits drain-
float valves. On these airplanes, two pres- ing of the sumps to ensure unobstructed vent-
sure relief valves and a vacuum relief valve are ing. Each wing tank is connected to the
fitted to the vent line at the forward float valve fuselage tank by an expansion line which al-
(Figure 5-4). On all airplanes, a separate line lows expanding fuel from the wing tank to es-
in the rear of the fuselage tank is fitted with a cape into the fuselage tank.
vacuum relief valve. A sump in the vent line,
located at the bottom-center of the fuselage just
Figure 5-3. Ram-air Scoops and Vent Drain Valves

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STANDARD FUSELAGE TANK VACUUM

RELIEF/ * EXTENDED RANGE
PRESSURE FUSELAGE TANK
CONTROL
VACUUM
VACUUM RELIEF/
FLOAT RELIEF PRESSURE
VALVE CONTROL
PRESSURE
RELIEF
FUS VENT
DRAIN VALVE
FUS VENT
DRAIN VALVE FLOAT
OVERBOARD VALVES
DRAIN
EXPANSION
LINE
FUS VENT
AIR SCOOP
FILLER
* INSTALLATION OF EXPANSION
LINES ON ER MODELS IS SAME WING VENT
AS SHOWN ON STD MODELS. AIR SCOOP
DRAIN
VALVE
(FLUSH-TYPE)
FLOAT
VALVE
Figure 5-4. Fuel Vent/Tank Pressurization System

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FUEL INDICATING If the XFR-FILL switch is in the FILL posi-

tion, the magnetic latch will release the switch
SYSTEMS to the OFF position.
FUEL QUANTITY INDICATING FUEL FLOW INDICATING

SYSTEM SYSTEM
A single fuel flow indicator, with two point-
The fuel quantity indicating system includes ers (L and R), provides a readout of pounds of
an indicator and tank selector switch located fuel flow per hour (Figure 5-6). A fuel counter,
on the fuel control panel (Figure 5-5). An on the fuel control panel, provides a four-digit
amber LOW FUEL annunciator light illumi- readout in pounds of fuel consumed by both
nates when either wing tank fuel level is low. engines. It should be reset to zero, using the
reset button adjacent to the counter, before
The fuel quantity indicating system uses DC starting the first engine. Both indicators are
power from the right DC EMER BUS through powered from the battery charging bus through
the FUEL QTY circuit breaker. On model a 10-amp current limiter.
31A airplanes, these circuit breakers are lo-
cated in the ENGINES-FUEL group on the
pilot’s and copilot’s circuit breaker panels.
The tank selector switch enables the pilot to

check the fuel quantity in each of the three tanks
and the airplane total fuel quantity. The fuel
quantity for the position selected is read on the
fuel quantity indicator. The quantities, printed
beside each selector switch position, indicate us-
able fuel capacities in pounds. It is recom-
mended that the quantity indicated, with the
selector switch in the TOTAL position, be used
for all planning purposes.
There are nine capacitance-type fuel probes.

One fuel probe is located in the fuselage tank.
Each wing tank has four probes wired in par-
allel. The inboard probe in the left wing con-
tains a density compensator which adjusts the
quantity readings, in all switch positions, to
account for changes in fuel density due to
changes in temperature or fuel type.
LOW FUEL LIGHT

Each wing tank has a low-level float switch.
When either wing tank fuel level reaches ap-
proximately 350 pounds remaining (in a level
flight attitude), the respective float switch il-
luminates the amber LOW FUEL light on the
annunciator panel and energizes both lead- Figure 5-6. Fuel Flow Indicator
ing-edge scavenge pumps.

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WING
FULL
L R
2 3
FUEL
OPEN
1 QUANTITY 4 0000
LBS X 1000
0 5
CLOSE
L R CROSS FLOW
ON XFR
L FUS R
WING O
1340 WING F EMPTY
1413 1413 F
TOTAL JET PUMPS FULL
4166 F FILL
LBS U
S
L ON R
TG
A RX
NAF
K VR
STANDBY PUMPS CLOSE
MODEL 31 WITHOUT SPPR,

WITH STANDARD FUSELAGE TANK
WING
FULL
L R
2 3
FUEL
OPEN
1 QUANTITY 4 0000
LBS X 1000
0 5
CLOSE
JET PUMPS CROSS FLOW
ON XFR
L FUS R
WING O
1827 WING F EMPTY
1413 1413 F
TOTAL FULL
4611 F FILL
LBS U
S
L ON R
TG
A RX
NAF
K VR
STANDBY PUMPS CLOSE
MODEL 31A, SNs 037 AND SUBSEQUENT,

WITH SPPR AND EXTENDED RANGE FUSELAGE TANK
Figure 5-5. Fuel Control Panels

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FUEL DISTRIBUTION The standby pumps are powered by the re-

spective L and R STBY/SCAV PUMP circuit
breakers on the left and right DC BUS 3. On
GENERAL model 31A airplanes, these circuit breakers are
located in the ENGINES-FUEL group on the
Each engine is supplied with fuel from its re- pilot’s and copilot’s circuit breaker panels.
spective wing tank; there is no crossfeed capa-
bility. Either the standby pumps or the main jet
pumps supply fuel under pressure to the en- Fuselage Transfer Pump
gine-driven pumps. A check valve on the out-
put side of each pump prevents reverse flow. The fuselage transfer pump, located in the
During engine start, the respective standby fuselage tank and connected to the left trans-
pump is automatically energized when the GEN– fer line, is used for normal transfer of fuselage
START switch is placed in the START posi- tank fuel to the wing tanks (XFR–FILL switch
tion. When the START switch is moved to OFF in the XFR position). The transfer pump is
or GEN, the standby pump is deenergized and powered by the FUS XFR PUMP circuit
the main jet pump provides fuel under pressure breaker on the left DC 3 BUS. On model 31A
to the engine-driven fuel pump. airplanes, the circuit breaker is located in the
ENGINES-FUEL group on the pilot’s circuit-
breaker panel.
BOOST PUMPS
Five DC-powered boost pumps are used in the Leading-Edge Scavenge Pumps
fuel system: one standby pump in each wing The two leading-edge scavenge pumps, one
tank, one transfer pump in the fuselage tank, located in the inboard forward area of each
and one scavenge pump in each wing tank. wing tank, are used to ensure the wing sumps
remain full during conditions of low-fuel,
nose-down attitudes when the wing fuel has
Standby Pumps a tendency to flow forward, away from the
The two wing standby pumps, one in each wing sumps. Both scavenge pumps are energized
sump adjacent to the main jet pump, are used: automatically by either of the wing low-level
float switches, which also turn on the amber,
• As a backup for the main jet pumps LOW FUEL annunciator light. Consequently,
• For wing-to-wing crossflow anytime the LOW FUEL light is illuminated,
the pumps are operating to return the trapped
• For engine start fuel to the sumps.
• To fill the fuselage tank
Both scavenge pumps are audibly tested for op-
Each standby pump is normally controlled by eration by depressing either glareshield warn-
the respective L or R STANDBY PUMP switch ing lights test switch.
on the fuel control panel. On model 31A-037
and subsequent, a white light forward of the The scavenge pumps are powered by the re-
standby pump switch illuminates to indicate spective L and R STBY/SCAV PUMP circuit
electrical power is being applied to the standby breakers on the left and right DC BUS 3. On
pump. On all airplanes, both standby pumps model 31A airplanes, these circuit breakers are
are deactivated when: located in the ENGINES-FUEL group on the
• The XFR–FILL switch is in the XFR position.
• The GRAV/XFR switch is in the OPEN
position

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JET PUMPS Main Jet Pumps

Jet pumps require no electrical power and The main jet pumps are the primary source of
have no moving parts. High-pressure fuel fuel pressure to the engine driven fuel pumps
from the engine-driven fuel pumps is used as during normal operations. Each pump feeds
motive-flow fuel to operate the jet pumps. the engine on the same side.
The fuel is routed through the motive-flow
valves to the jet pumps, where it passes
through a small orifice into a venturi. The Scavenge Jet Pumps
low pressure created in the venturi draws The two scavenge jet pumps are used to ensure
fuel from the respective tank, resulting in a the wing sumps remain full during conditions
low-pressure, high-volume output from the of low-fuel, nose-up attitudes when the wing
jet pump (Figure 5-7). fuel has a tendency to flow outboard and aft,
away from the sumps. The scavenge jet pumps
Motive-flow pressure varies with engine rpm operate continuously to return the trapped fuel
and is regulated to 300 psi maximum. Con- back to the sumps.
sequently, jet pump discharge pressure also
varies with engine rpm. At idle, discharge
pressure is approximately 10 psi, while at full Jet Pump Switches
power, pressure reaches approximately 12 psi.
The jet pumps are controlled by two jet pump
There are four jet pumps; one main jet pump switches which electrically open and close
in each wing tank adjacent to the standby the motive-flow valves. The amber indicator
pump, and one scavenge jet pump in each wing lights forward of the switches illuminate mo-
tank just outboard of the wheel well. mentarily when the motive-flow valves are in
transit. They illuminate steady when the
valves are not in the position selected on the
switch or if electrical power to the valve is lost.
Each jet pump switch (and motive-flow valve)
WING TANK
STRUCTURE
INPUT
OUTPUT
LEGEND
FUEL SUPPLY HIGH PRESSURE LOW PRESSURE
Figure 5-7. Jet Pump Schematic

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controls both jet pumps (main and scavenge) on glareshield. Pulling either T-handle closes
that side. Power is provided by the respective the respective valve, while pushing it in opens
L or R JET PMP/XFR VAL circuit breaker on the valve. The valves will remain in their last
the left and right DC EMER BUS. On model position in the event of DC power failure.
31A airplanes, these circuit breakers are lo- Power is provided by the L and R FW SOV cir-
cated in the ENGINES–FUEL group on the cuit breakers. On 31-002 through 013, these
pilot’s and copilot’s circuit breaker panels. circuit breakers are located on the left and
right DC 3 BUSES. On 31-014 and subse-
quent, they are located on the left and right DC
FILTERS/FUEL FILTER LIGHT EMER BUSES. On model 31A airplanes, the
circuit breakers are located in the ENGINES-
Two bypass-type filters (primary and sec- FUEL group on the pilot’s and copilot’s cir-
ondary) are used to filter fuel for each engine. cuit breaker panels.
The primary filter is installed in the engine-
driven fuel pump. The secondary filter is in
the engine fuel supply line upstream of the en- PRESSURE RELIEF VALVES
gine-driven pump.
A 75-psi relief valve is installed in each fuel
The secondary filters, located in the tailcone supply line on the engine side of the main
just forward of the airplane batteries, are each shutoff valve. The valves relieve pressure
fitted with a differential pressure switch that caused by thermal expansion of trapped fuel
indicates a filter being bypassed by illumi- (when the engines are shut down) by venting
nating an amber FUEL FILTER light on the fuel overboard. The relief drains are located
glareshield panel. adjacent to the filter drain valves.
On airplanes not equipped with SPPR, the

FUEL FILTER light illuminates anytime (in LOW FUEL PRESSURE
flight or on the ground) a secondary filter is WARNING LIGHTS
being bypassed.
A low fuel pressure switch is located between
On airplanes equipped with SPPR, the FUEL the fuel shutoff valve and the engine-driven
FILTER light will only indicate a secondary fuel pump in each engine fuel supply line.
filter being bypassed while the airplane is on The switches illuminate the corresponding
the ground. On these airplanes, each primary red L or R FUEL PRESS annunciator light
filter is also fitted with a differential pressure when fuel pressure drops below 0.25 psi. The
switch that indicates a filter being bypassed light extinguishes when pressure increases
by illuminating the same FUEL FILTER light, above 1.0 psi. Illumination of a FUEL PRESS
on the ground or in flight. Consequently, if annunciator light in flight probably indicates
the FUEL FILTER light illuminates in flight, a failure of the affected main jet pump.
it indicates a primary filter being bypassed. If
the FUEL FILTER light illuminates on the At 25,000 feet, or below, the engine-driven
ground, it indicates a primary or secondary fil- pump is capable of suction-feeding enough
ter is being bypassed. fuel to sustain engine operation without either
the standby pump or the main jet pump.
MAIN FUEL SHUTOFF VALVES

FUEL DRAIN VALVES
The motor-driven main fuel shutoff valves,
located just down-stream of the secondary Drain valves are located at low points through-
fuel filters in the tailcone, are controlled by out the fuel system to drain condensation or
t h e E N G F I R E P U L L T- h a n d l e s o n t h e sediment (Figure 5-8). A small amount of fuel

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18
17
16 1
15 2
3
14
4
13 5
12 6
7
20
19
11 8
10 9
1. LEFT WING SCAVENGE PUMP 11. RIGHT FUEL FILTER

2. LEFT WING SUMP 12. RIGHT WING TRANSFER LINE
3. LEFT ENGINE FUEL 13. RIGHT WING EXPANSION LINE
4. LEFT WING VENT (SUMP) 14. RIGHT WING VENT (SUMP)
5. LEFT WING EXPANSION LINE 15. RIGHT ENGINE FUEL
6. LEFT WING TRANSFER LINE 16. RIGHT WING SUMP
7. FUEL VENT (FUSELAGE) 17. RIGHT WING SCAVENGE PUMP
8. LEFT FUEL FILTER 18. FUEL CROSSOVER
9. LEFT FUEL COMPUTER 19. FUSE TANK SUMP DRAIN
10. RIGHT FUEL COMPUTER 20. FUSE LINE DRAIN
Figure 5-8. Fuel Drains

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should be drained from each valve during the tanks (Figure 5-2). The left transfer line con-
exterior pre-flight inspection. The valves, nects the fuselage tank transfer pump to the
spring-loaded closed, are identified by the red crossflow manifold on the left side of the
tubes that protrude through the skin on the crossflow valve. The right transfer line con-
underside of the airplane, except the two wing nects the fuselage tank to the crossflow man-
vent drains which are flush-type drains. ifold on the right side of the crossflow valve.
The DC motor-driven left and right transfer
valves control fuel movement between the
fuselage and wing tanks. This makes it pos-
FUEL TRANSFER sible to fill the fuselage tank from the wing
tanks (on the ground or in flight), and provides
SYSTEM for the normal and gravity options for trans-
ferring fuselage fuel to the wing tanks. Two
CROSSFLOW SYSTEM fuselage tank switches on the fuel control
panel control all transfer options. The XFR–
A DC motor-driven crossflow valve is in- FILL switch controls the normal transfer and
stalled in the crossflow manifold connecting filling operations, while the GRAV/XFR
the two wing tanks (Figure 5-2). It is opened switch controls the gravity transfer operation.
during fuselage fuel transfer and filling op- Amber lights, adjacent to the XFR–FILL and
erations, and for wing-to-wing fuel balanc- GRAV/XFR switches, illuminate momentar-
ing. The valve is controlled by the CROSS ily when the transfer valves are in transit.
FLOW switch, the XFR–FILL switch or the They illuminate steady if the valves are not in
GRAV/XFR switch on the fuel control panel the position selected or if electrical power to
and is powered by the XFLOW VALVE cir- the valves is lost. The transfer valves are pow-
cuit breaker on the right DC EMER BUS. ered by the respective L or R JET PMP/XFR
On model 31A airplanes, the circuit breaker VAL circuit breakers on the left and right
is located in the ENGINES-FUEL group on EMER DC BUSES. On model 31A airplanes,
the copilot’s circuit-breaker panel. the circuit breakers are located in the EN-
GINES-FUEL group on the pilot’s and copi-
An amber FUEL XFLO annunciator light on lot’s circuit breaker panels.
the glareshield panel illuminates continu-
ously whenever the crossflow valve is fully
open, as a reminder that a transfer operation Fill Operation
is under way. Fuel may be pumped from the wings to the
fuselage tank using the FILL position on the
If wing fuel imbalance occurs, as in single- XFR–FILL switch. The FILL position is nor-
engine operation, crossflow is accomplished by mally used on the ground during fuel servic-
opening the crossflow valve and turning on the ing but may be used in flight. The FILL
standby pump in the heavy wing, while ensuring position on the XFR–FILL switch incorpo-
that the opposite standby pump is off. The rates a magnetic latch, requiring that the switch
transfer rate is approximately 50 pounds of fuel be held in FILL for at least three seconds be-
per minute. fore it will stay in the FILL position.
When the XFR–FILL switch is selected to the

FUSELAGE TANK FILL- FILL position, the following events occur si-
TRANSFER SYSTEM multaneously:
General • The left and right transfer valves open.

On Learjet 31/31A airplanes, two transfer
• The crossflow valve opens.
lines connect the fuselage tank to the wing

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• The standby pumps are energized. Fuel will then be pumped from the fuselage
tank through the left transfer line to the wing
• The fuselage tank float switch is enabled. tanks until:
When the fuselage tank is filled to capacity, • The fuselage tank is empty, in which
the fuselage tank float switch actuates, and case the pressure switch in the left trans-
simultaneously: fer line causes the white EMPTY light
to illuminate, or
• The left and right transfer valves close
(the crossflow valve remains open). • Either wing-full float switch actuates,
which deenergizes the transfer pump
• The standby pumps are deenergized. and closes the left transfer valve (the
crossflow valve remains open) and, if the
• The green FULL light illuminates. squat switch relay box is in air mode, the
applicable green WING FULL light il-
In this case, moving the XFR–FILL switch to luminates. If the XFR–FILL switch re-
the OFF position closes the crossflow valve mains in XFR, normal transfer resumes
and extinguishes the green FULL light. Oth- when the fuel level drops sufficiently
erwise, the filling process may be terminated to reactivate the transfer pump and open
at any point by returning the XFR–FILL switch the left transfer valve.
to OFF.
When the XFR–FILL switch is placed in the
If the XFR–FILL switch is in the FILL posi- OFF position, the following events occur
simultaneously:
tion, the magnetic latch releases the switch to
the OFF position if: • The transfer valve closes.
• Either wing low-level float switch ac- • The crossflow valve closes.
tuates (LOW FUEL light illuminated).
• The transfer pump is deenergized.
• The squat switch relay box goes from
ground to air mode. • The standby pumps are enabled.
• The EMPTY light and WING FULL

Normal Transfer Operation lights are disabled.
Normal fuselage fuel transfer is accomplished
by using the XFR position on the XFR–FILL
switch. When XFR is selected the following Gravity Transfer Operation
events occur simultaneously: Gravity transfer, controlled by the GRAV/XFR
switch, makes it possible to transfer fuselage
• The left transfer valve opens. fuel to the wings without using the transfer
pump. It also provides an alternate (backup)
• The crossflow valve opens. method of transferring fuel if the normal trans-
fer system is inoperative. When the GRAV/
• The fuselage transfer pump is energized. XFR switch is positioned to OPEN, the fol-
lowing events occur simultaneously:
• The standby pumps are disabled.
• The crossflow valve opens.
• The white EMPTY light/pressure switch
circuits are enabled. • The left and right transfer valves open.
• The wing-full float switches are enabled. • The standby pumps are disabled.

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• The wing-full float switches are enabled. three valves remain open and standby
pumps remain energized.
• The transfer pump and EMPTY light
are disabled. • If the GRAV/XFR switch is in the OPEN
position, placing the XFR–FILL switch
Fuselage tank fuel will gravity-flow through in the FILL position energizes the standby
both transfer lines into the wing tanks until: pumps and all three valves remain open.
• The wings are full (in which case, in

flight only, the wing-full float switches Annunciators
illuminate the green WING FULL lights,
but do not cause either transfer valve to Fuselage Tank FULL Light
close), or When filling the fuselage tank, a float switch
inside the tank actuates when the tank is full.
• The wing/fuselage tank head pressures When the switch actuates:
are equal.
• The green FULL light on the fuel con-
When using gravity transfer, approximately trol panel illuminates.
150 to 300 pounds of fuselage fuel remain un-
usable, depending on flight attitude. Return- • The standby pumps are deenergized.
ing the GRAV/XFR switch to the CLOSE
position simultaneously: • The left and right transfer valves close
(the crossflow valve remains open).
• Closes all three valves
The green FULL light remains illuminated until
• Enables the standby pumps the XFR–FILL switch is turned off, at which
time the crossflow valve closes.
• Disables the WING FULL lights
Fuselage Tank EMPTY Light
Switch Priority A low-pressure switch, in the left transfer line,
alerts the pilot when the fuselage tank is empty
The XFR-FILL switch has priority over the during normal transfer. With the XFR–FILL
GRAV/XFR switch. Should the switch posi- switch in the XFR position, the switch senses
tions be in conflict: low pressure in the line and illuminates the
white EMPTY light on the fuel control panel
• If the GRAV/XFR switch is in the OPEN when either of two conditions exist:
position, placing the XFR–FILL switch
in the XFR position closes the right trans- • The tank is empty.
fer valve and energizes the transfer pump.
• The fuselage transfer pump fails.
• If the XFR–FILL switch is in the XFR
position, placing the GRAV/XFR switch The switch actuates when pressure drops below
in the OPEN position has no effect; right 2.75 psi and resets at 3.75 psi as pressure
transfer valve does not open. increases.
• If the XFR–FILL switch is in the FILL WING FULL Lights

position, placing the GRAV/XFR switch With the squat switch relay box in the air
in the OPEN position has no effect; all mode, the green L and R WING FULL lights

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on the fuel control panel will indicate a wing- Pressure-Relief Valves

full condition whenever:
Two one-way pressure valves are located at wing
• The CROSSFLOW switch is in the OPEN rib 0.0, which separates the left and right wing
position. fuel tanks. Each valve, relieving in the opposite
direction, opens at 1 PSID to equalize fuel
• The XFR–FILL switch is in the XFR pressure between the wing tanks when
position, or crossflowing or transferring fuel.
• The GRAV/XFR switch is in the OPEN

position.
FUEL SERVICING
The lights are illuminated in flight by the
respective wing high-level float switches, one in Airplanes without the SPPR system can only
each wing tank just outboard of the wing filler. be refueled over-the-wing using the wing
If the squat switch relay box is in the ground fillers (Figure 5-9). Airplanes with SPPR,
mode the lights are inoperative. However, if may be refueled either over-the-wing or
either float switch actuates due to a wing full through the single-point refueling receptacle.
condition while the XFR–FILL switch is in the
XFR position, the left transfer valve closes and
the transfer pump is deenergized (air or ground
mode).
Fuel Valve Lights

An amber light is located adjacent to each of
the CROSSFLOW, XFR–FILL, GRAV/XFR,
and JET PUMPS switches (Figure 5-5). When
a switch selection is made, the corresponding
amber light illuminates momentarily while
the valve is in transit, then extinguishes when
the valve is correctly positioned. Steady il-
lumination indicates that the corresponding
valve is not in the position selected or electrical
power to the valve has been lost.
Figure 5-9. Refueling Filler Cap

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When refueling over-the-wing, the refueling Airplanes without SPPR do not have fuel
truck and nozzle should be grounded to the air- heaters. Consequently, all fuel loaded on these
plane (Figure 5-10). One wing may be com- airplanes must contain an approved anti-icing
pletely filled prior to filling the opposite wing. additive. Fuel that does not have the additive
However, the first wing will have to be topped premixed, must have it added during refuel-
off due to formation of an air bubble in the tank ing (Figure 5-11). All approved additives also
when it was first filled. provide microbial protection. On these air-
planes, Jet-B, JP-4, and aviation gasoline (in
an emergency) are authorized alternative fuels;
however specific limitations apply.
Figure 5-10. Airplane Grounding Points
BLENDER HOSE
ANTI-ICING ADDITIVE
TRIGGER
RING
HANDLE
FUEL NOZZLE
Figure 5-11. Anti-icing Additive Blending Apparatus

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Airplanes equipped with SPPR are also SINGLE-POINT PRESSURE

equipped with fuel heaters. Consequently,
anti-icing additives are not required. However,
REFUELING SYSTEM (SPPR)
for microbial protection, it is recommended The single-point pressure refueling system
that anti-icing additive be used, in the speci- (SPPR), which may be installed on airplane se-
fied concentration, at least once a week for air- rial numbers 014 and subsequent, allows the
planes in regular service and whenever a fueled wing and fuselage tanks to be filled through
airplane will be out of service for a week or a single receptacle.
more. On these airplanes, Jet-B, JP-4, and
aviation gasoline are not authorized alterna- An access door, which covers the SPPR re-
tive fuels. ceptacle and controls, is located in the fuse-
lage below the right engine pylon (Figure
AFM Section I (Fuel Limits) and AFM AD- 5-12). Figure 5-13 depicts the SPPR system
DENDUM 1 (Fuel Servicing) set forth all lim- schematically.
itations, procedures, and restrictions pertinent
to fuel servicing.
Figure 5-12. Single-point Pressure Refueling (SPPR)

VENT OPEN FUS FULL
LIGHT LIGHT
VENT VALVE FUS FLOAT SW
AND MICROSWITCH FUS PILOT LEGEND
LEARJET 31/31A
VALVE
FUEL STORAGE
PILOT LINE
PRECHECK LINE REFUELING PRESSURE
EXPANSION
LINE REMOTE
SOL REFUEL SWITCH
VALVE TOTAL
EXPANSION (NC) R BAT
LINE PARTIAL
PRECHECK LINE
PRECHECK LINE
FULL

FULL
REFUELING PILOT LINE HIGH-LEVEL

PILOT FUS ADAPTER PILOT FLOAT SW
VALVE PILOT LINE
L H WING RH WING
REFUELING PRECHECK VENT FUSELAGE VALVE
REFUELING REFUELING
HIGH-LEVEL SHUTOFF VALVE VALVE WING
SHUTOFF SHUTOFF VALVE
FLOAT SW PRECHECK
VALVE VALVE
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5-19
Figure 5-13. Single-point Pressure Refueling System

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SPPR Controls illuminated as long as fuel pressure is available;

however it may blink once or twice when fuel
To the right of the SPPR receptacle there are pressure is first applied. If the light fails to
two switches and two indicator lights. One of illuminate when fuel pressure is applied
the switches is a guarded, remote BAT (ON– (including precheck), or extinguishes at any time
OFF) switch. The other is the refueling se- while fuel is still flowing, fuel flow should be
lector switch labeled TOTAL–PARTIAL. A stopped immediately.
green light is labeled VENT OPEN, while an
amber light is labeled FUS FULL.
FUS FULL Light
To the left of the receptacle are two manually- The FUS FULL light is connected to the same
operated precheck valves: one for the fuselage float switch that illuminates the green FULL
tank and one for the wing tanks. light on the fuel control panel in the cockpit
when the fuselage tank has been filled to
Remote Battery Switch capacity, from the wing tanks, using the XFR–
FILL switch. However, during SPPR oper-
The remote BAT switch (guarded to OFF) allows ation, a fuselage pilot valve (not the float
refueling using the SPPR system without switch) causes the fuselage tank shutoff valve
requiring access to the cockpit. The switch is to close. The pilot valve is installed in the
directly connected (hot-wired) to the right fuselage tank below the float switch.
airplane battery through a 20-amp current Normally, fuel flow to the fuselage tank should
limiter. The guard must be raised to turn the stop before the FUS FULL light illuminates,
switch ON. Closing the access door will trip the although the light may blink once or twice
guard and position the switch to the OFF before the fuel flow stops. If the FUS FULL
position automatically, if it is inadvertently left light illuminates steady during SPPR opera-
in the ON position. tion, refueling should be stopped immediately.
Refuel Selector Switch Precheck Valves

The refuel selector switch is a two-position Prior to servicing with the SPPR system, two
switch labeled TOTAL and PARTIAL. Se- precheck valves are used to check proper op-
lecting the TOTAL position allows the wing eration of the wing and fuselage shutoff valves.
and fuselage tanks to fill simultaneously. The With the refueling nozzle attached to the re-
TOTAL position is also used when accom- ceptacle, the TOTAL–PARTIAL switch in
plishing the system precheck. If the PAR- TOTAL and the precheck valves in the open
TIAL position is selected, the wings fill first (vertical) position, fuel flow should stop within
and then the fuselage tank begins to fill. Fuel 30 seconds after fuel pressure is applied. If
flow can be stopped at any time if less than a not, the SPPR system should not be used.
full load of fuel is desired.
The VENT OPEN light may blink once or
Indicator Lights twice when fuel pressure is first applied but
The control panel contains two press-to-test it should illuminate steady and remain illu-
indicator lights: a green VENT OPEN light and minated as long as fuel pressure is available.
an amber FUS FULL light. After this precheck procedure is complete,
the TOTAL–PARTIAL switch may be reposi-
tioned to PARTIAL (if desired). The precheck
VENT OPEN Light
valves must be returned to the closed position
Illumination of the VENT OPEN light indicates to begin refueling.
that the fuselage vent valve has opened. The
light should illuminate promptly when fuel
pressure is applied, and should remain

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Vent Valve the pilot valves and all three shutoff valves
close. Fuel flow should stop within 30 seconds.
To accommodate the rapid fill rates provided
by pressure refueling, a separate vent line is
provided to vent the fuselage tank and the Fuselage Tank Solenoid Valve
wing tanks, which are vented into the fuselage
tank through the expansion lines. This line is The pilot line between the fuselage tank shut-
approximately three inches in diameter and has off valve and the fuselage pilot valve is fitted
a screened opening at one end which is flush with a solenoid valve which is spring-loaded
with the fuselage skin just below the SPPR ac- closed. When closed, fuel cannot flow through
cess door. The vent valve is located at the the pilot line; consequently, the shutoff valve
other end of the line, in the top of the fuselage poppet cannot open. When the solenoid valve
tank. The vent valve is pressure-operated and is energized, it opens the pilot line which al-
spring-loaded closed. When fuel pressure is lows the shutoff poppet to open, and the fuse-
applied to the SPPR system the valve opens. lage tank will fill until the pilot valve closes
A microswitch on the valve illuminates the (tank full), refueling is terminated, or the
VENT OPEN light. solenoid valve is deenergized (fails closed).
The solenoid valve is controlled by the refu-

Shutoff Valves and Pilot Valves eling selector switch, in combination with the
A manifold connects the SPPR receptacle with vent valve microswitch and two wing tank
both wing tanks and the fuselage tank through high-level float switches (the same switches
three refueling shutoff valves; one for each that illuminate the WING FULL lights on the
tank. Each shutoff valve is spring-loaded fuel control panel in flight).
closed and controlled by a pilot valve, located
at the high point in the respective tank. The With the refueling selector switch in the
pilot valves are float-type valves housed in a TOTAL position, the solenoid valve will be en-
boxed cavity. When fuel flow is started, fuel ergized open when the VENT OPEN light il-
pressure in the manifold forces the shutoff luminates after fuel pressure is applied. In this
valve poppets to open. Fuel pressure, from the case the fuselage shutoff valve opens, along
back side of the shutoff poppet, is vented
with the wing shutoff valves, and all three
through a pilot line to the pilot valve. As long
as the pilot valve is open, the vented fuel con- tanks will continue to fill until the pilot valves
tinues to flow through the valve and into the cause automatic shutoff when the tanks are full,
tank through a drain in the pilot valve cavity, or fuel flow is terminated.
and fuel pressure continues to hold the shut-
off valve poppet open. When the tank is full, With the refueling selector switch in the PAR-
the float closes the pilot valve. This stops the TIAL position, the solenoid valve will remain
flow of fuel in the pilot line, causing the fuel deenergized closed (even though the VENT
pressure to equalize on both sides of the shut- OPEN light is illuminated) until both wing
off poppet, allowing the spring to close the tank high-level float switches are actuated
shutoff valve poppet. (wings full). At that time the solenoid valve
is energized open, the fuselage shutoff poppet
When the precheck valves are opened for the opens, and the fuselage tank will fill until the
prerefueling check, and fuel flow is initiated, pilot valve causes automatic shutoff when the
the shutoff valves are opened and fuel begins tank is full, or fuel flow is terminated.
to flow into the tanks. At the same time, fuel
flow through the open precheck lines rapidly
fills the pilot valve cavities. The floats close

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QUESTIONS
1. Approximately 16 to 17 gallons of fuel in 4. The wing standby pumps are used for all
the Learjet 31 is trapped. This fuel the following functions except:
weight: A. Engine start
A. Must be added to the weight of fuel B. As a backup for the jet pumps
taken on board when servicing the C. Wing-to-wing crossflow with a jet
airplane pump inoperative
B. I s i n c l u d e d i n t h e a i r p l a n e b a s i c D. Wing-to-fuselage transfer of fuel
weight
C. Must be accounted for in the fuselage 5. The crossflow valve opens:
tank for CG purposes
A. Only when the CROSSFLOW switch
D. May be disregarded since it is less
is set to OPEN
than 200 pounds
B. Only when the CROSSFLOW switch
is set to OPEN or the XFR–FILL
2. All amber lights on the fuel control panel,
switch is set to XFR
when illuminated steady, indicate that
the respective: C. Any time electrical power is lost
D. Whenever the CROSSFLOW, XFR–
A. Valves are cycling or the pumps are
FILL, or GRAV XFR switches are
properly operating.
moved from the OFF or CLOSE
B. Valves are in the correct position; the position
pumps are inoperative.
C. Switch position agrees with the valve 6. Steady illumination of an amber valve
position or pump operation. light indicates:
D. Valve is not in the position com-
A. The valve has failed to close.
manded by the switch position or the
valve has lost power. B. The valve has failed to open.
C. The valve has operated correctly.
3. The amber LOW FUEL light illuminates D. The valve has failed to move to the po-
when: sition commanded by the respective
switch.
A. 350 pounds total fuel remains.
B. 250 pounds of fuel remains in either
7. Illumination of the red L or R FUEL
wing tank.
PRESS light indicates:
C. 600 pounds of fuel remains in each
wing tank. A. Fuel pressure to the respective en-
gine-driven fuel pump is too low.
D. Approximately 350 pounds of fuel re-
mains in either wing. B. Fuel pressure to the respective engine
is too high for safe operation.
C. A fuel filter is being bypassed.
D. Fuel pressure to the respective engine
is optimum for engine start.

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8. When the XFR–FILL switch is placed to 12. A green WING FULL light will illuminate
the FILL position, the: when:
A. Fuselage tank float switch is disabled. A. The airplane is in the air and a wing
B. Wing standby pumps are disabled. high-level float switch is activated
C. Left transfer valve closes. during crossflow operation.
D. Crossflow valve opens. B. The airplane is in the air and a wing
high-level float switch is activated
with the XFR–FILL switch in XFR.
9. Motive-flow fuel for the jet pumps is sup-
plied by the: C. The airplane is in the air and a wing
high-level float switch is activated
A. Engine-driven fuel pumps with the GRAV/XFR switch in OPEN.
B. Wing standby pumps D. All of the above
C. Fuselage transfer pump
D. Motive-flow control unit 13. Use of aviation gasoline in the Learjet
31 is:
10. On the ground, illumination of the amber A. Restricted to flight below 30,000 feet
FUEL FILTER light indicates:
B. Approved only if the outside air tem-
A. Low fuel pressure to the engine-driven perature is below 50° F
pump C. Prohibited on all airplanes
B. A primary fuel filter is being bypassed. D. Prohibited on airplanes with fuel
C. A secondary fuel filter is being heaters
bypassed.
D. Either B or C 14. The Learjet 31 requires anti-icing additive:
A. At all times, unless the airplane has
11. The amount of fuel trapped in the fuse- fuel heaters
lage tank after completion of gravity
B. Only when temperatures of –37° C
transfer can be as much as pounds
and below are forecast
depending upon flight attitude.
C. Only for flights above 15,000 feet
A. 100
D. Only for flights above FL 290
B. 150
C. 162
D. 300

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The material normally contained in this

chapter is not applicable to this airplane.

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 ......................................................................................................... 7-3
Combustor Section........................................................................................................... 7-3
Turbine Section ................................................................................................................ 7-3
Exhaust Section................................................................................................................ 7-4
Accessory Section............................................................................................................ 7-4
OPERATING PRINCIPLES ................................................................................................... 7-4
OIL SYSTEM.......................................................................................................................... 7-4
General............................................................................................................................. 7-4
Indication ......................................................................................................................... 7-6
Operation ......................................................................................................................... 7-7
ENGINE FUEL SYSTEM ...................................................................................................... 7-8
General............................................................................................................................. 7-8
Fuel Pressure.................................................................................................................... 7-8
Motive-Flow Lockout Valve and Pressure Regulator ...................................................... 7-8
Fuel Control Unit (FCU).................................................................................................. 7-8
Digital Electronic Engine Control (DEEC) ..................................................................... 7-9

Start Pressure Regulator (SPR)...................................................................................... 7-12

Surge Bleed Valve.......................................................................................................... 7-12
Operation ....................................................................................................................... 7-12
Fuel Flow ....................................................................................................................... 7-13
Flow Divider .................................................................................................................. 7-14
Fuel Spray Nozzles........................................................................................................ 7-14
IGNITION SYSTEM ............................................................................................................ 7-14
General........................................................................................................................... 7-14
Automatic Mode ............................................................................................................ 7-14
Selective Mode .............................................................................................................. 7-15
Indication ....................................................................................................................... 7-15
ENGINE CONTROLS .......................................................................................................... 7-15
ENGINE INSTRUMENTATION.......................................................................................... 7-15
General........................................................................................................................... 7-15
Turbine Speed (N2)........................................................................................................ 7-16
Turbine Temperature (ITT)............................................................................................ 7-16
Fan Speed (N1) .............................................................................................................. 7-16
STARTERS ........................................................................................................................... 7-16
General........................................................................................................................... 7-16
Operation ....................................................................................................................... 7-16
Other Start Functions..................................................................................................... 7-19
Airstarts ......................................................................................................................... 7-19
ENGINE SYNCHRONIZER SYSTEM ............................................................................... 7-20
General........................................................................................................................... 7-20
Control ........................................................................................................................... 7-20
Indication ....................................................................................................................... 7-20

Operation ....................................................................................................................... 7-21

DEE HOWARD TR 4000 THRUST REVERSERS.............................................................. 7-21
General........................................................................................................................... 7-21
Control ........................................................................................................................... 7-24
System Operation .......................................................................................................... 7-24
Abnormal Indications .................................................................................................... 7-27
QUESTIONS......................................................................................................................... 7-28

ILLUSTRATIONS
Figure Title Page
7-1 Major Sections ......................................................................................................... 7-2
7-2 Airflow Diagram ...................................................................................................... 7-3
7-3 Oil Servicing Access ................................................................................................ 7-5
7-4 ∆P Indicator.............................................................................................................. 7-6
7-5 Engine Instruments................................................................................................... 7-6
7-6 Oil System Schematic .............................................................................................. 7-7
7-7 Digital Electronic Engine Control (DEEC).............................................................. 7-9
7-8 DEEC Inputs and Outputs...................................................................................... 7-10
7-9 Fuel Computer and SPR Switches ......................................................................... 7-12
7-10 Fuel Counter........................................................................................................... 7-13
7-11 Engine Fuel System ............................................................................................... 7-13
7-12 Ignition Switches ................................................................................................... 7-14
7-13 Starter Circuit—Condition 1.................................................................................. 7-17
7-14 Starter Circuit—Condition 2.................................................................................. 7-18
7-15 Engine Sync Indicator............................................................................................ 7-20
7-16 ENG SYNC Control Switches ............................................................................... 7-20
7-17 Thrust Reverser (Dee Howard TR 4000) ............................................................... 7-21
7-18 Thrust Reverser Control Panel (Dee Howard) ....................................................... 7-22
7-19 Thrust Reversers .................................................................................................... 7-23
7-20 Thrust Reverser Deployed...................................................................................... 7-25
FOR TRAINING PURPOSES ONLY 7-v

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CHAPTER 7
POWERPLANT
#1 DC
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INTRODUCTION
This chapter describes the powerplants installed on Learjet 31/31A airplanes. In addi-
tion to the powerplant, the chapter describes engine-related systems such as oil, fuel,
ignition, engine controls and instrumentation, starters, engine synchronization, and
thrust reversers.
GENERAL
All 31 series airplanes are powered by two aft pounds of thrust, at Sea Level up to 72° F (22°
fuselage-mounted TFE731-2-3B engines. The C). Optional Dee Howard thrust reversers are
engine is a two-spool, front turbofan manu- available either as a factory installation or as
factured by Honeywell. It develops 3,500 a retrofit.

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MAJOR SECTIONS AIR INLET SECTION

The air inlet section is a specially designed,
For descriptive purposes the engine (Figures
sound-reducing structure enclosing the fan
7-1 and 7-2) is divided into seven major sec-
and its associated planetary gear-box. The
tions as follows:
fan shroud is armored for blade containment.
1. Air inlet
2. Fan
FAN SECTION
The fan section includes the single-stage fan,
3. Compressor and integral spinner, and the planetary gear-
box which is driven by the low pressure spool.
4. Combustor The planetary gearbox provides the required
gear reduction for the fan which turns in the
5. Turbine opposite direction of the rest of the low pres-
sure spool.
6. Exhaust
7. Accessory
AIR INLET FAN COMPRESSOR COMBUSTOR TURBINE
LP HP
HP LP
EXHAUST DUCT
BYPASS AIR DUCT

PLANETARY GEARS
ACCESSORY
Figure 7-1. Major Sections

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COMPRESSOR SECTION Twelve duplex fuel nozzles and two igniter

plugs are located in the combustion chamber.
The compressor section includes a low-pres-
sure (LP) compressor and a high pressure (HP)
compressor. TURBINE SECTION
The LP compressor has four axial-flow stages. The turbine section, consisting of a single-
Stall/surge protection is provided for the LP stage axial HP turbine and a three-stage axial
compressor by an automatically controlled LP turbine, is located in the path of the ex-
surge bleed valve. hausting combustion air.
The HP compressor is a single-stage cen- The single-stage HP turbine, connected to the

trifugal impeller driven by the HP turbine. HP compressor, forms the HP spool which ro-
tates independently about the LP rotor shaft.
The rpm of the HP spool is designated “N 2 ”
COMBUSTOR SECTION (commonly referred to as “turbine speed”).
The rpm of the turbine (N 2 rpm) is read on the
The combustor section includes an annular, TURBINE SPEED indicator.
reverse-flow combustion chamber enclosed
in a plenum. The airflow changes direction The three-stage LP turbine assembly is con-
180°, twice, as it passes through the com- nected to the LP compressor assembly by a
bustor section. common shaft, forming the LP spool. The
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

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forward end of the shaft is connected to the Air is progressively compressed as it passes
planetary gearbox, which rotates the fan. The through the LP compressor. The air then passes
rpm of the LP spool is designated “N 1 ” (com- into the HP compressor where a substantial in-
monly referred to as “fan speed”) and is read crease in pressure takes place. Air leaving the
on the FAN SPEED indicator. Engine thrust HP compressor goes through a transition duct
is set using this instrument. into a plenum chamber surrounding the com-
bustor. The air then enters the combustor
through holes and louvers designed to direct
EXHAUST SECTION the air flow and keep the flame pattern cen-
tered within the combustor. Duplex fuel noz-
The exhaust section consists of the primary and zles in the combuster spray fuel in patterns to
bypass air exhaust ducts. The primary ex- produce efficient, controlled combustion.
haust section directs the combustion gases to
the atmosphere. The bypass air exhaust directs The fuel/air mixture is initially ignited by two
the fan bypass air to the atmosphere. igniter plugs. After engine start the combus-
tion is self-sustaining.
ACCESSORY SECTION The expanding combustion gases, generating

extremely high pressure, are directed to the HP
The accessory section consists of a transfer turbine which extracts energy to drive the HP
gearbox and an accessory drive gearbox located compressor and the accessory section through
on the bottom of the engine. The transfer gear- the tower shaft. The combustion gases con-
box is driven by a tower shaft and bevel gear tinue to expand through the three-stage LP
from the HP spool. A drive shaft connects the turbine which extracts energy to drive the LP
transfer gearbox to the accessory drive gearbox compressor through the LP rotor shaft and the
to drive the following accessories: fan through the planetary gearbox. The com-
bustion gases are then exhausted through the
• Oil pump exhaust duct. The thrust created by the com-
bustion air adds to the thrust generated by the
• Fuel pump and mechanical governor fan, through the bypass air duct, to produce the
within the fuel control unit (FCU). total propulsive force.
• Hydraulic pump At Sea Level, the fan bypass air produces 60%
of the total rated thrust, diminishing as alti-
• DC starter/generator tude increases. At 40,000 feet the fan produces
approximately 40% of the total thrust.
The starter-generator functions as a starter motor
during engine starts and as a generator after the When looking forward in the engine, the fan
engine is running. rotates counterclockwise and the core rotates
clockwise; effectively balancing the torque
factors within the engine.
OPERATING
PRINCIPLES OIL SYSTEM
The fan draws air through the engine nacelle GENERAL
air inlet. The outer diameter of the fan ac- The oil system lubricates and cools the engine
celerates a moderately large air mass through main bearings, the planetary gearbox, the trans-
the fan bypass duct to provide direct thrust. fer gearbox and the accessory drive gearbox. On
The inner diameter of the fan accelerates a airplanes with fuel heaters, oil is also used to
smaller air mass into the LP compressor. heat the fuel to avoid fuel system icing.

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Oil is contained in a tank on the right side of the The engine-driven oil pump incorporates one
engine. The tank has a sight gage and filler cap pressure element, four scavenge elements and
which may be used to check oil quantity and ser- a pressure regulator.
vice oil if the engine is mounted on the right side
of the airplane. On the left side of the engine a The pressure element draws oil from the tank
dipstick is installed which may be used to check and provides oil under pressure to lubricate the
oil quantity and service oil on engines mounted bearings and gears. The scavenge elements re-
on the left side of the airplane. turn all oil to the tank.
Access doors, to check quantity and service oil, An oil filter on the accessory drive gearbox re-
are located on the outboard side of each nacelle moves solids from the oil. The filter has a by-
(Figure 7-3). Oil quantity is checked during the pass capability if it should become clogged.
preflight inspection. However, for greatest ac- A red, pop-out, delta P pin provides a visual
curacy, oil quantity should be checked within indication of a clogged filter. During pre-
one hour after engine shutdown. flight inspection, it can be checked through a
LEFT ENGINE ACCESS RIGHT ENGINE ACCESS
Figure 7-3. Oil Servicing Access

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small, spring-loaded door on the right side of The oil system is vented by an automatic, al-
each engine nacelle (Figure 7-4). The indicator titude compensating, breather-pressurizing
button should be flush with the housing. If it valve on the accessory drive gearbox.
is not, maintenance is required before flight.
INDICATION
Oil pressure is displayed on a single gage with
dual needles on the instrument panel (Figure
7-5). The gage is powered by 26 VAC from
the L and R OIL PRESS circuit breakers on the
L and R 26 VAC BUSES. On Model 31A air-
planes, the circuit breakers are located in the
ENGINE INST group on the pilot’s and copi-
lot’s circuit breaker panels.
Red L LO OIL and R LO OIL annunciator

Figure 7-4. ∆P Indicator lights illuminate if engine oil pressure drops
below approximately 23 psi. The lights are
Oil cooling is fully automatic and is accom- controlled by pressure switches on their re-
plished by air-oil coolers in the fan bypass spective engines and are powered by the
duct and a fuel-oil cooler mounted on the en- WARN LIGHTS circuit breakers on the L and
gine. Oil automatically bypasses the coolers R EMERG DC BUSES. On Model 31A air-
if additional cooling is not required. planes, the circuit breakers are located in the
MODEL 31 AIRPLANES MODEL 31A AIRPLANES
Figure 7-5. Engine Instruments

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LIGHTS group on the pilot’s and copilot’s lected, the chip detectors illuminate an amber
circuit breaker panels. LH or RH ENG CHIP annunciator light on
the glareshield. The lights are powered by
Oil temperature is displayed on either one or the WARN LIGHTS circuit breakers on the L
two gages on the instrument panel; one gage and R EMERG DC BUSES. On Model 31A
on Model 31A airplanes and two gages on airplanes, the circuit breakers are located in
Model 31s. Power for these gages is supplied the LIGHTS group on the pilot’s and copi-
by the L and R OIL TEMP circuit breakers on lot’s circuit breaker panels.
the left and right DC BUS 3. On Model 31A
airplanes, the circuit breakers are located in On airplanes with fuel heaters, engine oil is
the ENGINE INSTR group on the pilot’s and also used to heat fuel before it enters the en-
gine-driven fuel pump.
copilot’s circuit breaker panels.
Chip detectors are installed in the scavenge re-

turn line on each engine. They are magnetic OPERATION
plugs, which collect ferrous metal particles in Figure 7-6 illustrates operation of the engine
the oil. If enough metal particles are col- oil system.
VENT
NOS. 4 AND 5 NO. 6

BREATHER BEARING
BEARINGS
PRESS
VALVE
TRANSFER
GEARBOX
ACCESSORY
GEARBOX
PLANETARY
GEARS
NOS. 1, 2, AND
3 BEARINGS
COMMON SCAVENGE
TEMP
CHIP CONTROL
;;;
DETECTOR P S S S S AIR-OIL BYPASS
OIL TANK COOLER VALVE
OIL PUMPS
;;;
LEGEND PRESSURE
REGULATOR AIR-OIL FUEL
SUPPLY COOLER IN
FILTER
PRESSURE BYPASS OIL
FUEL IN AIR-OIL COOLER
SCAVENGE FUEL COOLER
HEATER
AIR T P
FUEL
FUEL OUT
* AIRPLANES WITH
ELECTRIC
SINGLE-POINT PRESSURE *
REFUELING ONLY FUEL OUT
Figure 7-6. Oil System Schematic

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increases during the start sequence, the valve

ENGINE FUEL SYSTEM gradually opens to provide motive-flow fuel
for the jet pumps. A pressure regulator main-
GENERAL tains motive-flow fuel pressure for efficient jet
pump operation.
The engine fuel system provides fuel
scheduling during engine starting, acceler-
ation and deceleration, and steady-state op-
eration throughout the operating envelope
FUEL CONTROL UNIT (FCU)
of the airplane. The FCU schedules fuel flow to the fuel noz-
zles (Figure 7-11). Its primary mode of op-
eration is the automatic mode (DEEC on). In
FUEL PRESSURE automatic the FCU responds to electrical sig-
nals from the digital electronic engine control
Engine fuel pressure is generated by a two-
(DEEC). The secondary mode is the manual
stage engine-driven pump on the accessory
mode (DEEC in manual or off). In manual the
drive gearbox (Figure 7-11). The centrifugal
FCU responds mechanically to thrust level
low pressure (LP) stage increases inlet fuel
movement.
pressure from the airplane fuel system and di-
rects fuel, through a fuel filter, to the high
The FCU includes:
pressure (HP) stage.
• A mechanical fuel shutoff valve operated
The fuel filter has a bypass capability if it
by thrust lever movement between CUT-
should become clogged. On airplanes with-
OFF and IDLE
out fuel heaters, a delta-P pin, on the filter, will
pop out to indicate the bypass has opened.
• A DC potentiometer mechanically po-
The delta-P pin is checked during preflight in-
sitioned by thrust lever movement,
spection, through a small, spring-loaded door
which electrically transmits power lever
on the left side of the nacelle. The pin should
angle (PLA) to the DEEC for automatic
be flush with the housing. If it is not, main-
operation
tenance is required before flight.
• A manual mode solenoid valve which is
On airplanes with fuel heaters, an electri-
energized open by the DEEC for auto-
cal switch on the filter illuminates an amber
matic operation. It is deenergized closed
FUEL FILTER annunciator light if the by-
for manual mode operation.
pass opens.
• A DC torque motor which schedules
The HP pump element increases fuel pressure
fuel flow during automatic operation in
to that required for efficient operation of the
response to electrical signals from the
fuel control unit (FCU) and supplies motive-
DEEC
flow fuel for operation of the wing tank jet
pumps. (See Chapter 5, “Fuel System.”)
• A mechanical flyweight governor which
provides overspeed protection during
automatic operation and governs engine
MOTIVE-FLOW LOCKOUT rpm during manual mode
VALVE AND PRESSURE
REGULATOR • A pneumatically controlled metering
valve which restricts fuel flow in the
The motive-flow lockout valve remains closed event of engine overspeed and schedules
initially during engine start to ensure ade- fuel flow during manual operation
quate pressure to the FCU. As fuel pressure

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• Pneumatic circuits which provide en- The DEECs are controlled by the FUEL
gine bleed air to position the metering CMPTR switches located on the pilot’s switch
valve panel (Figure 7-9). The switches have three
positions; ON, MAN and OFF. With the switch
• An ultimate overspeed solenoid valve con- in the ON position, the manual mode solenoid
trolled by the DEEC which shuts off fuel valve is energized open, the FCU is in auto-
at or above 107% N 1 or 109% N 2 rpm. matic mode and the DEEC is operational.
When the switch is placed in the MAN position,

DIGITAL ELECTRONIC ENGINE the manual mode solenoid valve is deenergized
CONTROL (DEEC) closed, the FCU is in manual mode and the
DEEC is inoperative. However, the ultimate
Two digital electronic fuel control units overspeed solenoid valve is still operational.
(DEECs), one for each engine, are located in the
tailcone (Figure 7-7). They operate on DC With the switch in the OFF position, operation
power from the L and R FUEL CMPTR circuit is the same as with the switch in manual, but
breakers on the left and right DC BUS 2. On the ultimate overspeed solenoid valve is no
Model 31A airplanes, the circuit breakers are longer operational.
pilot’s and copilot’s circuit breaker panels. A function selector switch and a digital dis-
play on each DEEC are used by maintenance
PT PORT AIR FILTER TEST CONNECTOR INPUT/OUTPUT CONNECTOR

2
J2
J1
11 1
10 2 7 3 1 +
9 3
8 4
7 5
6
CALIBRATION
FUNCTION SELECT SWITCH LRU FAULT DECAL DISPLAY SWITCH
Figure 7-7. Digital Electronic Engine Control (DEEC)

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personnel to adjust and calibrate certain en- The DEEC receives input signals representing
gine parameters and identify some malfunc- the following engine parameters (Figure 7-8):
tions that the DEEC is capable of detecting and
storing in its memory. • N 1 (fan speed)
• N 2 (turbine speed)
Automatic Mode Operation
• PLA (power lever angle)
The DEEC controls fuel flow based on thrust
lever position (PLA) and atmospheric con-
• P T2 (inlet pressure)
ditions, while maintaining N 1 , N 2 and ITT
within prescribed limits. The DEEC also
• T T2 (inlet temperature)
provides engine overspeed protection and
controls the surge bleed valve to prevent
• ITT (interstage turbine temperature)
compressor stalls and surges. During en-
gine start, the DEEC provides automatic fuel
The DEEC analyzes these signals and pro-
enrichment to 200° ITT.
duces output signals which are sent to the
PT2
TT2
INLET
PRESSURE SURGE BLEED CONTROL
INLET
TEMPERATURE
FUEL CONTROL
ITT N1
N2
POWER THRUST THRUST PLA

LEVER INPUT TM DIGITAL ELECTRONIC
LEVER ENGINE CONTROL
OS
MMS (DEEC)
LEGEND
N1 = LOW-PRESSURE SPOOL SPEED PLA = POWER LEVER ANGLE
N2 = HIGH-PRESSURE SPOOL SPEED TM = DC TORQUE MOTOR
PT2 = ENGINE INLET TOTAL PRESSURE OS = OVERSPEED SOLENOID
TT2 = ENGINE INLET TOTAL TEMPERATURE MMS = MANUAL MODE SOLENOID
ITT = INTERSTAGE TURBINE TEMPERATURE
Figure 7-8. DEEC Inputs and Outputs

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torque motor to control fuel flow, and to the The manual mode solenoid valve is deener-
surge bleed valve to control compressor airflow. gized and closes. The mechanical flyweight
governor then functions as an on-speed gov-
Thrust lever movement mechanically posi- ernor and uses the metering valve to control
tions a power lever angle potentiometer fuel flow to the engine. As long as electrical
within the fuel control unit. The poten- power is available, the ultimate overspeed
tiometer generates a signal proportionate to solenoid valve remains in operation unless
power lever angle (PLA) and provides it to the DEEC switch is in OFF. The surge bleed
the DEEC. This is the command input for a valve goes to 1⁄3 open and remains there.
specific thrust setting. Fuel flow is metered
by the torque motor to produce and maintain
the desired thrust. Indication
If the function switch on the face of the DEEC
Inlet temperature and pressure (P T2 and T T2 ), is in the wrong position, the amber L or R
N 1 , N 2 and ITT signals are used to optimize FUEL CMPTR annunciator light illuminates
engine acceleration and deceleration rates and and flashes when electrical power is first ap-
limit thrust and temperature within normal plied to the airplane.
limits. By powering one or the other, of two
surge bleed valve control solenoids, the DEEC During normal operation the DEEC monitors
opens or closes the surge bleed valve to pre- all input and output signals. If any of these
vent compressor stalls and surges. signals, except ITT input, are lost the DEEC
automatically switches to manual mode and the
The mechanical flyweight governor, within the amber L or R FUEL CMPTR annunciator light
fuel control unit, provides overspeed protec- illuminates steady. If the DEEC loses the ITT
tion by operating the metering valve to restrict input signal during the flight, it remains in au-
fuel flow and keep the engine from exceeding tomatic mode but the amber L or R FUEL
105% N 2 rpm. Should this fail, the DEEC will CMPTR light illuminates and flashes when
energize the ultimate overspeed solenoid valve the engine is shutdown. A flashing FUEL
closed at 107% N 1 or 109% N 2 to shut off fuel CMPTR light during shutdown could also in-
flow to the engine. dicate a shorted manual mode solenoid driver
circuit. In either case, the problem should be
corrected before the next flight.
Manual Mode Operation If electrical power to the DEEC is lost, or if
When the DEEC fails or is switched to MAN the DEEC is switched to MAN or OFF, the
or OFF, the fuel control unit assumes manual DEEC switches to manual mode and the amber
control of the fuel flow to the engine. The L or R FUEL CMPTR annunciator light illu-
torque motor is deenergized and opens fully. minates steady.

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START PRESSURE SURGE BLEED VALVE

REGULATOR (SPR) The surge bleed opens to release excess LP
Fuel enrichment is automatically controlled by compressor air into the fan bypass duct to pre-
the DEEC during engine starts up to 200° C. vent compressor stalls and surges. The surge
It may be extended manually to assist engine bleed valve has three positions: full open, full
acceleration during cold weather starts (below closed and 1⁄3 open. Two solenoid valves con-
0° F) or during airstarts if light-off does not trolled by the DEEC during automatic opera-
occur within 5 seconds after moving the thrust tion, route engine bleed air to position the
lever to IDLE. This additional fuel enrichment pneumatically actuated surge bleed valve. By
is controlled by a three-position switch (Fig- energizing one solenoid valve, the DEEC opens
ure 7-9) labeled “SPR L” and “R”. The switch the surge bleed valve. Energizing the other
solenoid valve closes it. When both solenoid
is spring-loaded to the center (off) position.
valves are deenergized, the surge bleed valve
To provide additional fuel enrichment, the goes to 1⁄3 open and remains there. This occurs
switch should be held to the L or R position automatically if the DEEC fails or is switch
as the thrust lever is moved from CUTOFF to to MAN.
IDLE and released when the ITT is between
300 to 400° C. SPR is a DEEC function and
is only available during DEEC-on (automatic OPERATION
mode) operation. Manual SPR also overrides
the automatic temperature limiting feature of Figure 7-11 illustrates the operation of the
the DEEC so ITT should be monitored closely engine fuel control system in simplified form.
while using manual SPR.
MODEL 31A AIRPLANES MODEL 31 AIRPLANES
Figure 7-9. Fuel Computer and SPR Switches

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FUEL FLOW
Fuel flow is sensed by fuel flow transmitters
in the fuel line downstream of each FCU. They
generate signals which are provided to the
fuel flow indicator, a dual-needle gage on the
instrument panel (Figure 7-5). The gage in-
dicates pounds per hour times 1,000.
The fuel flow transmitters also provide signals

to drive the fuel counter, a resettable, digital
display on the fuel control panel on the cen-
ter pedestal (Figure 7-10).
The counter displays pounds of fuel consumed

and should be reset to zero before engine start. Figure 7-10. Fuel Counter
LEGEND
LOW PRESSURE FUEL
HIGH PRESSURE FUEL
ENGINE BLEED AIR

N1
N2
ELECTRICAL ITT
DEEC
PT2 TT2
MECHANICAL
THRUST LEVER
ANGLE
FUEL FROM SURGE

TO JET
WING TANK VALVE
PUMPS
DC TORQUE
MOTOR
MOTIVE FLOW
LOCKOUT/REG METERING MANUAL SHUTOFF
VALVE VALVE VALVE FUEL TO
SPRAY
ULTIMATE NOZZLES
OVERSPEED
SOLENOID
(107% N 1 109% N2 )
LOW HIGH
PRESS PRESS
;;;;
;;
PUMP PUMP
BLEED AIR
BYPASS MANUAL MODE PRESSURE
;;; ;;
;;
INDICATOR SOLENOID P3
(POWERED OPEN,
COMPUTER ON)
;;
THRUST
POTENTIOMETER LEVER
;
*
FLYWEIGHT
FUEL OVERBOARD GOVERNOR MANUAL MODE
FILTER PORT (105 % N 2 ) ADJUSTMENT
FUEL
ANTI-ICE ANTI-ICE *AIRPLANES WITH SINGLE-
HEATER
VALVE SENSOR POINT PRESSURE REFUELING
OIL FLOW FUEL CONTROLLER
ONLY.
Figure 7-11. Engine Fuel System

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Electrical power for the fuel flow transmit-

ters, indicator and counter is supplied from
IGNITION SYSTEM
the battery-charging bus through a 10 amp
current limiter. GENERAL
The solid-state, high-energy ignition system
FLOW DIVIDER consists of an ignition exciter box, mounted
on each engine, and two igniter plugs in the
The flow divider routes fuel flow to the pri- combustion chamber of each engine. There are
mary and secondary fuel manifolds to which also two ignition switches and two amber an-
the fuel nozzles are connected. During engine nunciator lights on the instrument switch panel
starts the flow divider blocks the secondary (Figure 7-12). Two ignition modes are avail-
manifold until fuel flow reaches approximately able; automatic and selective.
150 pounds per hour.
AUTOMATIC MODE
FUEL SPRAY NOZZLES
Automatic ignition occurs during engine start
Twelve duplex fuel spray nozzles are located in when the START-GEN switch is placed in the
the combustion chamber. They consist of START position and the thrust lever is moved
concentric primary and secondary orifices which from CUT-OFF to IDLE. Ignition is auto-
atomize the fuel delivered by the primary and matically terminated by the GCU when the
secondary fuel manifolds. N 2 speed reaches approximately 45%. DC
MODEL 31 AIRPLANES
MODEL 31A AIRPLANES
Figure 7-12. Ignition Switches

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power is provided by the L and R IGN &

START circuit breakers on the respective L and ENGINE CONTROLS
R DC BUS 1 on airplanes serial numbers 31-
002 through 31-013. On 31-014 and subse- The engines are controlled by thrust levers
quent, the circuit breakers are on the respective mounted on the center pedestal. The levers can
L and R DC BUS 3. On Model 31A airplanes, be moved freely from the fully aft, or CUT-
the circuit breakers are located in the EN- OFF, position through the IDLE position to the
GINES-FUEL group on the pilot’s and copi- fully forward, maximum power position. Me-
lot’s circuit breaker panels. chanical stops are provided at the IDLE posi-
tion to minimize the chances of a thrust lever
being inadvertently moved to CUT-OFF. Once
SELECTIVE MODE a thrust lever has been moved to IDLE or be-
yond, a release trigger on the outboard side of
On Model 31 airplanes, selective ignition is the thrust lever, must be raised before the
controlled by two-position switches labeled thrust lever can be returned to CUT-OFF.
LEFT AIR IGN and RIGHT AIR IGN located
on the instrument panel. On Model 31A air- The thrust lever is connected to the FCU by a
planes, the switches are labeled L & R IGNI- cable. In automatic (DEEC-ON) mode, thrust
TION. When the switch is turned on, the lever position information is relayed to the
ignitors operate continuously. DEEC as an electrical signal from a poten-
tiometer inside the FCU that represents thrust
Ignition should be on for all takeoffs, landings, lever angle (power lever angle or PLA). In
and windmilling airstarts. It should also be on manual mode (DEEC OFF or MAN), thrust
when flying in turbulence, heavy precipitation lever position regulates engine bleed air pres-
or icing conditions. sure which positions the metering valve to
control fuel flow to the engine. In all cases
DC power for selective ignition is provided by the thrust lever mechanically operates a rotary,
the L and R AIR IGN circuit breakers on the re- manual fuel shutoff valve.
spective L and R DC BUS 3 on airplanes serial
numbers 31-002 through 31-013. On 31-014 and Optional thrust reverser levers are piggy-back
subsequent, the circuit breakers are on the re- mounted on the thrust levers. (See Thrust
spective L and R DC EMERG BUS. On Model Reversers, this chapter).
31A airplanes, the circuit breakers are labeled
“L” and “R IGN.” They are powered from the
respective L and R DC EMERG BUS and are lo-
cated in the ENGINES-FUEL group on the
pilot’s and copilot’s circuit breaker panels. ENGINE
INSTRUMENTATION
INDICATION
GENERAL
An amber light, located above each ignition
switch, illuminates whenever power is being The primary engine instruments include analog
applied to the associated ignition exciter box. pointers and digital counters (Figure 7-5). They
The ignition lights (if illuminated) will dim if are mounted in two vertical rows on the center
the NAV LTS switch is on. instrument panel. From top to bottom they are:
• Turbine speed (N 2 rpm)
• Turbine temperature (ITT)
• Fan speed (N 1 rpm)

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TURBINE SPEED (N2) These circuit breakers and the fan speed
indicators may be powered by the emergency
Tu r b i n e s p e e d ( N 2 ) i s s e n s e d b y a d u a l battery in the event of a total DC power failure.
monopole transducer in the transfer gearbox.
One output signal is sent to the turbine speed
(N 2 ) indicator, and the other is sent to the
DEEC. A red OFF flag appears on the indi-
cator to indicate loss of DC power to the in-
STARTERS
dicator. Power for the indicators is supplied
by the L and R TURB RPM circuit breakers GENERAL
on the respective L and R DC BUS 2. On
Model 31A airplanes, the circuit breakers are During engine start, the starter-generator is
located in the ENGINE INST group on the powered by the battery charging bus through
pilot’s and copilot’s circuit-breaker panels. relays controlled by the respective GCU. DC
power for engine starting may be provided by
the airplane batteries, a ground power unit
TURBINE TEMPERATURE (ITT) (GPU), or an operating generator. The DEEC
controls fuel flow during engine start but per-
Turbine temperature is sensed by ten thermo- forms no other start functions. If the DEEC
couples located between the HP and LP tur- is inoperative, slower starts and higher ITTs
bines. The signals from the thermocouples are may be expected.
averaged and provided to the turbine temper-
ature indicator and the DEEC. A red OFF
flag appears on the indicator when loss of DC
power to the indicator occurs. Power for the OPERATION
indicators is supplied by the L and R ITT cir- With electrical power on the airplane, DC
cuit breakers on the respective L and R DC power is provided to the START-GEN switch
EMERG BUS. On Model 31A airplanes, the by the IGN & START circuit breaker on the
circuit breakers are located in the ENGINE
INST group on the pilot’s and copilot’s circuit- respective L and R DC BUS 1 on airplanes
breaker panels. serial numbers 31-002 through 31-013. On
31-014 and subsequent, the circuit breakers
are on the respective L and R DC BUS 3.
FAN SPEED (N1) On Model 31A airplanes, the circuit break-
ers are located in the ENGINES-FUEL group
The fan speed indicators are the primary power on the pilot’s and copilot’s circuit-breaker
instruments. Fan speed (N1) is sensed by a dual panels.
monopole transducer at the aft end of the LP
rotor shaft. One output signal is sent to the fan When the switch is placed in the START posi-
speed indicator and the other to the DEEC. A tion, the GCU closes the respective starter relay
red OFF flag appears to indicate the loss of DC (Figure 7-13). This connects the starter to the
power to the indicator. Power is 28 VDC battery charging bus, rotation begins and the
supplied by the L and R FAN RPM circuit amber START light illuminates. When turbine
breakers on the respective L and R DC BUS 2. speed (N2) reaches approximately 45% , a speed
On Model 31A airplanes, the circuit breakers are switch in the starter-generator signals the GCU
located in the ENGINE INST group on the which opens the starter relay, depowering the
pilot’s and copilot’s circuit-breaker panels. starter, and the START light extinguishes.

L THROTTLE R THROTTLE
SW SW
L R
IGN IGN
L AIR R AIR
IGN (DC 3) IGN (DC 3)
L AIR R AIR
IGN SW IGN SW
L STBY R STBY
PUMP SW PUMP SW
L R
L R
STBY STBY
STBY/SCAV PUMP PUMP STBY/SCAV
PUMP (DC 3) PUMP (DC 3)
*L DC 1 R DC 1
* ON 31-002 THROUGH 31-013 ONLY.

L AND R DC BUS 3 ON 31-014 AND SUBSEQUENT.
L IGN- R IGN-
START START
L DC 1 R DC 1
GCU
BUS BUS
GCU CROSS-START GCU
RELAY
GCU GCU
L L R R
START BATTERY CHARGING BUS START
GEN BUS GEN BUS
GCU GCU
L L R R
BAT BAT
GEN GEN
GPU
Figure 7-13. Starter Circuit—Condition 1

If one engine is already running, and its gen- position, the GCU again closes the respective
erator is operating, the output of that genera- starter relay. This connects the starter to the
tor is used to assist the batteries while starting battery charging bus, rotation begins and the
the other engine (Figure 7-14). When the amber START light illuminates, just as de-
START-GEN switch is placed in the START scribed previously.
L THROTTLE R THROTTLE
SW SW
L R
IGN IGN
L AIR R AIR
IGN (DC 3) IGN (DC 3)
L AIR R AIR
IGN SW IGN SW
L STBY R STBY
PUMP SW PUMP SW
L R
L R
STBY STBY
STBY/SCAV PUMP PUMP STBY/SCAV
PUMP (DC 3) PUMP (DC 3)
*L DC 1 R DC 1
* ON 31-002 THROUGH 31-013 ONLY.

L AND R DC BUS 3 ON 31-014 AND SUBSEQUENT.
L IGN- R IGN-
START START
L DC 1 R DC 1
GCU
BUS BUS
GCU CROSS-START GCU
RELAY
GCU GCU
L L R R
START BATTERY CHARGING BUS START
GEN BUS GEN BUS
GCU GCU
L L R R
BAT BAT
GEN GEN
GPU
Figure 7-14. Starter Circuit—Condition 2

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Additionally, when the START-GEN switch is On Model 31A airplanes only, an airstart relay
placed to START, the GCU also closes the box is installed to avoid possible blanking, or
CROSS-START RELAY. This reenergizes loss of data to the EADIs, EHSIs and air data
and closes the starter relay on the operating displays which might be caused by voltage
starter-generator. Its output is then connected drops during an airstart. During a starter-as-
to the battery charging bus through the start sisted airstart on these airplanes, the airstart
circuit, bypassing the 275 amp current limiter. relay box disconnects the right main airplane
However, the second amber START light does battery from the rest of the airplane electrical
not illuminate because the starter-generator on system and uses it to power the EFIS, ADC and
that side is functioning as a generator. AHS systems. There is no noticeable change
during generator-assisted, or windmilling,
airstarts.
OTHER START FUNCTIONS
However, a battery only, starter-assisted
Several other functions are automatically pro- airstart is slightly slower than normal because
vided during engine starts. When the START- only the left main airplane battery is power-
GEN switch is placed in the START position, ing the starter. Both batteries are used to
the respective wing standby pump is ener- power the starter during ground starts. The
gized while the Freon air conditioning and airstart relay box also causes a slight delay, on
stabilizer anti-icing systems are disabled. Ad- the ground or in the air, between the time the
ditionally, the GCU arms the starting ignition START-GEN switch is positioned to START
system. and the starter engages.
When the thrust lever is moved from CUTOFF
to IDLE, a throttle switch activates the igni- AIRSTARTS
tion system and the AIR IGN light illumi-
nates. When turbine speed (N 2 ) reaches Airstarts may be made, within AFM limitations,
approximately 45%, the GCU deactivates the using the starter in which case they are the same as
ignition system and the AIR IGN light extin- the sequence described above. Windmilling
guishes. When the START-GEN switch is airstarts may also be accomplished, provided N2
moved out of the START position, the wing rpm is stable at not less than 15% and not more
standby pump is deenergized while the Freon than 45%. In this case, the automatic functions,
air conditioning and stabilizer anti-icing sys- normally provided by the START switch and
tems are again enabled. GCU, will not be available; the standby pump and
ignition must be turned on by the pilot.

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ENGINE
SYNCHRONIZER
SYSTEM
GENERAL
The engine synchronizer system incorporates a
synchronizer control box which uses N 1 or N 2
inputs from both DEECs to enable automatic or
manual synchronization of the engines.
CONTROL
The system includes a R ENG SYNC gage, on Figure 7-16. ENG SYNC Control Switches
the instrument panel (Figure 7-15), and two
ENG SYNC switches located immediately INDICATION
below the thrust levers (Figure 7-16). The
left switch, labeled “SYNC-OFF,” is used to The R ENG SYNC gage shows the right engine
select automatic or manual synchronization. rpm in relation to that of the left engine. An
The right switch, labeled “TURB-FAN,” is amber ENG SYNC light, on the glareshield an-
used to select the engine spool (turbine, [N 2 ]) nunciator panel, illuminates anytime the SYNC-
(or fan, [N 1 ]) which will be synchronized. OFF switch is in the SYNC position and the nose
landing gear is down-and-locked.
Figure 7-15. Engine Sync Indicator

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OPERATION DC electrical power is supplied to the system

by the L and R FUEL CMPTR circuit break-
To manually synchronize the engines, the SYNC- ers on the L and R DC BUS 2. On Model 31A
OFF switch is positioned to OFF. The R ENG airplanes, the circuit breakers are located in
SYNC gage may then be used to synchronize the ENGINES-FUEL group on the pilot’s and
the rpm of the right engine (the slave) to that of copilot’s circuit-breaker panels.
the left engine (the master). The pilot has the op-
tion of selecting either N2 or N1 as the reference The engine sync system is inoperative if either
rpm by using the TURB-FAN switch. DEEC has failed or been switched to OFF or MAN.
To automatically synchronize the engines, the

SYNC-OFF switch is positioned to SYNC. If
the engines are within approximately 2.5% DEE HOWARD TR 4000
rpm of each other, the right engine automati-
cally synchronizes to the left engine. If the en- THRUST REVERSERS
gines are not within 2.5% of each other, the
right engine rpm must be manually adjusted GENERAL
to within 2.5% of the left engine before the en-
gines synchronize automatically. As in man- The Learjet 31/31A may be equipped with
ual sync, either N 2 or N 1 may be selected as Dee Howard TR 4000 thrust reversers (Fig-
the reference rpm. ure 7-17). The thrust reversers are electrically
controlled and hydraulically actuated and
Since thrust is determined by N 1 rpm, if N 2 is operate independently of each other. Thrust
selected as the reference rpm, asymmetric reverser levers are mounted piggy-back on the
thrust may result and rudder trim may be re- engine thrust levers and a thrust reverser con-
quired to compensate for it. trol panel is installed above the glareshield
Figure 7-17. Thrust Reverser (Dee Howard TR 4000)

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annunciator panel (Figure 7-18). Each thrust equipped with a separate accumulator and a
reverser consists of a pair of clamshell doors one-way check valve which provide one de-
that form the aft section of the engine nacelle. ploy and one stow cycle of the thrust reversers
When deployed, the doors block the engine after airplane hydraulic system failure. The
tailpipe and deflect engine exhaust gases for- accumulator preload air pressure is 900 to
ward to provide reverse thrust. 1,000 psi.
The thrust reverser hydraulic system is inte- An automatic emergency stow system, which
gral with the airplane’s hydraulic system dur- includes a throttle retard feature, provides
ing normal operation (Figure 7-19). It is protection against inadvertent deployments.
Figure 7-18. Thrust Reverser Control Panel (Dee Howard)

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PRESSURE
GAGE
HYDRAULIC
ACCUMULATOR
(900-1000 PSI) CHECK
VALVE
AIRCRAFT HYDRAULIC
SYSTEM
RETURN
FILL VALVE
SELECTOR
VALVES
THROTTLE THROTTLE
RETARD RETARD
MECHANISM MECHANISM
LATCH LATCH
ACTUATORS ACTUATORS
DOOR DOOR
ACTUATOR ACTUATOR
DOOR DOOR
LEGEND
DEPLOY STOW UNLATCH
Figure 7-19. Thrust Reversers

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Two pairs of spring-loaded latches (one pair and an IDLE switch on the respective thrust
on each side of each engine) secure the doors lever. The system will only ARM when the air-
when the thrust reversers are stowed (Figure plane is on the ground and the thrust lever is
7-20). Hydraulic actuators operate the latches, at IDLE. When the ARM position is selected,
the doors and the throttle-retard mechanism. with the airplane on the ground and the thrust
Hydraulic pressure is controlled by a selector lever at IDLE, the isolation valve is energized
va l ve w h i c h i n c o r p o r a t e s f o u r s e p a r a t e open and the microswitches, which sequence
solenoid valves. The solenoid valves are elec- the thrust reverser, are enabled. Illumination
trically sequenced by microswitches. One of of the ARM light indicates the isolation valve
the solenoid valves (the isolation valve) blocks has opened and hydraulic pressure is available
hydraulic pressure at the selector valve inlet
until the system is fully armed. The other to the other three solenoid valves.
three solenoid valves are for latch release,
door stow and door deploy. The OFF position completely disarms the deploy
circuits without disarming the automatic
DC power for thrust reverser operation is pro- emergency stow system.
vided by the T/R POWER and T/R CONTROL
circuit breakers on the L and R DC BUS 1. On ARM Lights
Model 31A airplanes, the circuit breakers are
located in the ENGINES-FUEL group on the The green ARM lights illuminate in conjunction
pilot’s and copilot’s circuit-breaker panels. with the TEST and ARM functions as described
above. However, should the ARM light illuminate
at any other time (e.g., in flight with the ARM-
CONTROL TEST switch in the OFF position), it indicates that
two inboard, or outboard, door latches are
The reverser levers control the deploy and stow unlocked and the automatic emergency stow
cycles and engine power when the reversers are system has activated. This will be followed
deployed. The thrust reverser control panel is immediately by a flashing DEPLOY light.
located in the center of the glareshield above the
annunciator panel. Two ARM-OFF-TEST DEPLOY Lights
switches on the panel (one for each reverser) are
used to arm, disarm and test the thrust reversers. The amber DEPLOY lights flash during
Four annunciator lights (two for each reverser) stow/overstow cycles and illuminate steady
provide a visual indication of normal operation when the respective reverser is fully deployed
and certain abnormal conditions. during a normal deployment. A flashing
DEPLOY light at any other time indicates that
one or more of the door latches are unlocked.
Thrust Reverser Control Panel
ARM-OFF-TEST Switches SYSTEM OPERATION
Each thrust reverser is armed, disarmed, and
tested by the respective ARM-OFF-TEST switch. Arming
The reversers are armed for normal operation
The TEST position checks operation of the iso- when:
lation valve. When TEST is selected, the iso-
lation valve is energized open, applying • The T/R circuit breakers (two for each
hydraulic pressure to a pressure switch that il- reverser) are set (in).
luminates the ARM light.
• The airplane is on the ground (squat
The ARM position is wired in series with the switch relay box in the ground mode).
ground mode of the squat switch relay box

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LATCH LATCH PLATE
LATCHED
SWITCH
TRANSITION
SWITCH
THRUST REVERSER LATCHES

(INBOARD & OUTBOARD)
THRUST REVERSER ACTUATOR

(OUTBOARD ONLY)
THRUST REVERSER STOWED
FULL DEPLOY SWITCH
THRUST REVERSER DEPLOYED
Figure 7-20. Thrust Reverser Deployed

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• The ARM-TEST switch is in the ARM of maximum reverse thrust below 50 KIAS
position. could cause reingestion of exhaust gases or
possible foreign object damage.
• The respective thrust lever is at IDLE.
After the engines have reached reverse-idle rpm
• The respective green ARM light is (approximately 30% N1) the thrust reverser may
illuminated. be stowed by returning the thrust reverser lever
to the full forward and down position.
Deploy
Raising the reverser lever to the idle-deploy Normal Stow
position (the first hard stop), locks the main
thrust lever at IDLE and contacts a deploy Returning the reverser lever to the full forward
switch that energizes the latch and stow and down position unlocks the main thrust lever
solenoids open. This directs hydraulic pres- and contacts a stow switch. The stow switch
sure to the stow side of the door actuator, both deenergizes the deploy and latch solenoid valves,
latch release actuators and the throttle-retard which close, and energizes the stow solenoid
actuator. The doors are driven to an “overstow” valve open. Hydraulic pressure is removed
condition, which unloads the latches, and the from the deploy side of the door actuator and
latch release actuators release them. At the from the latch release actuators which are spring-
same time, the throttle-retard actuator is op- loaded toward latched. Hydraulic pressure is
erated by the stow pressure. When the latch applied to the throttle retard actuator and the
release actuators engage their transition stow side of the door actuator. As the doors near
switches, the stow solenoid valve is deener- stow, pins on the door latch plates, contact the
gized closed, the latch solenoid remains en- latches and force them toward the release po-
ergized open, and the deploy solenoid valve sition against the springs in the latch actuators.
is energized open. This directs hydraulic pres- As the doors are driven to “overstow,” the latches
sure to the deploy side of the door actuator, de- lock into place mechanically, releasing the
ploying the doors, while hydraulic pressure is latched switches. When the latched switches are
maintained on the latch release actuators. released, the stow solenoid valve is deenergized
When fully deployed, the doors contact a closed and hydraulic pressure is removed from
switch that illuminates the DEPLOY light, the stow side of the door actuator and the throt-
steady. The same switch also energizes the re- tle retard actuator. Exhaust gas pressure and
verser lever solenoid-operated lock, which re- springs return the doors to their stowed position.
leases to allow the reverser lever to be pulled
further aft, increasing reverse thrust.
Automatic Emergency Stow
The automatic emergency stow system reacts to
Reverse Thrust inadvertent reverser deployment at anytime
When the DEPLOY light illuminates and the (ARM-TEST switch off or on). If two latched
reverser lever solenoid-operated lock releases, switches on the same side (inboard or outboard)
the reverser lever can be pulled further aft to indicate an unlatched condition, the result is:
increase reverse thrust to a maximum of 75%
N 1 . A second hard stop in the thrust reverser • The isolation valve opens, and the ARM
lever linkage should limit rpm to 75% N 1 , but light illuminates.
rpm should be monitored to ensure the 75%
limit is not exceeded. • The DEPLOY light begins to flash.
At or before 60 KIAS the thrust reverser lever

should be moved forward to reverse-idle. Use

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• The stow solenoid valve is energized is not available, or the pressure switch is faulty.
open applying hydraulic pressure to the The affected reverser will be inoperative.
stow side of the door actuator, driving
it to “overstow,” and to the throttle re-
tard actuator which retards the thrust ARM Light Fails to Illuminate
lever to idle. During Normal Arming
The steady ARM light and flashing DEPLOY If the ARM light fails to illuminate when the
light remain on until the latches return to the ARM-TEST switch is positioned to ARM (on
latched position or until power is removed the ground with thrust levers at IDLE), pos-
from the control circuits. sible malfunctions are:
• Isolation valve failure

Automatic Throttle Retard
• No hydraulic pressure available
The automatic throttle retard system is designed
to minimize severe thrust asymmetry which • Pressure switch failure
may occur as a result of inadvertent deploy-
ment of a reverser at high power settings. • Reverser lever IDLE switch failure
This is accomplished by using stow hydraulic • Faulty squat switch relay circuitry
pressure to operate a throttle retard actuator
which mechanically repositions the thrust
lever to the IDLE position. Steady ARM Light (ARM-TEST
This feature can be checked on the ground by Switch Off)
deploying the reversers, pulling the reverser Steady illumination of the ARM light, with the
levers toward a higher power position, then ARM-TEST switch off, indicates that two
quickly returning the reverser levers to the stow door latches on the same side (inboard or out-
position and pushing forward on the thrust board) are unlocked. It also indicates activa-
levers. Resistance to thrust lever movement tion of the automatic emergency stow and
will be felt until completion of the stow cycle. throttle retard systems and will be followed
by a flashing DEPLOY light.
ABNORMAL INDICATIONS
Flashing DEPLOY Light
ARM Light Fails to Illuminate The DEPLOY light will flash during normal
During Test stow or emergency stow operations. At any
If the ARM light fails to illuminate when TEST other time, a flashing DEPLOY light indi-
is selected on the ARM-TEST switch, the iso- cates that one or more of the door latches are
lation valve has not opened, hydraulic pressure unlocked.

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QUESTIONS
1. The TFE731-2-3B engine provides 3,500 5. The engine instruments (ITT, N 1 , and N 2 )
pounds of thrust at: are normally powered by:
A. Sea Level up to 72° F (22° C) A. Self-generating tachometers
B. All altitudes and temperatures B. The 26-VAC buses
C. Sea Level at any temperature C. The battery charging bus
D. All altitudes to 72° F (22° C) D. The DC Emergency buses and DC 2
BUSES
2. The LP rotor (N 1 ) consists of:
A. A four-stage, axial-flow compres- 6. Electrical power for the engine oil pres-
sor and a single-stage centrifugal sure indicators is provided by the:
compressor A. Left and right number 3 DC buses
B. A single-stage fan and a three-stage, B. Inverters through the 26-VAC buses
axial-flow compressor C. Battery charging bus
C. A single-stage fan, a four-stage, axial- D. Pilot’s and copilot’s 115-VAC buses
flow compressor, and a three-stage,
axial-flow turbine 7. The primary engine thrust indicating in-
D. A four-stage, axial-flow compressor strument is the:
and a four-stage, axial-flow turbine
A. Turbine (N 2 )
B. ITT
3. During a normal ground start, the ignition
light should come on when: C. Fan (N 1 )
D. Fuel flow
A. N 2 reaches 10%.
B. The START-GEN switch is moved to
8. During computer-on operation, the surge
START.
bleed valve:
C. The thrust lever is moved to IDLE.
A. Is controlled by the DEEC
D. N 1 reaches 10%.
B. Remains closed
4. The engine HP spool consists of a: C. Remains at 1⁄3 OPEN position
D. Has no function
A. Three-stage axial compressor and a
four-stage radial turbine
9. During computer-on operation, what en-
B. Single-stage centrifugal compressor
gine overspeed protection is provided?
and a two-stage axial turbine
C. Two-stage axial compressor and a sin- A. Only 107% N 1 and 109% N 2 ultimate
gle-stage axial turbine overspeed shutoff
D. Single-stage centrifugal compressor B. Only 105% N 2 mechanical governor
and a single-stage axial turbine C. Only 107% N 1 ultimate overspeed
shutoff
D. 105% N 2 mechanical governor and
107% N1/109% N2 ultimate overspeed
shutoff

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10. The ENG SYNC light indicates: 11. The major portion of total thrust at low
A. Engine sync is not turned on or has altitude is developed by the:
failed. A. Fan
B. Engine sync is operating. B. LP turbine
C. Engine sync is turned on, and the nose C. Engine core
landing gear is locked in the Down po- D. HP turbine
sition.
D. The engines are synchronized.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL .............................................................................................................................. 8-1
ENGINE FIRE DETECTION ................................................................................................. 8-2
Temperature Sensing Elements and Controls .................................................................. 8-2
ENG FIRE PULL Lights ................................................................................................. 8-3
Fire Detection Test........................................................................................................... 8-4
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-4
Extinguishing Agent Containers...................................................................................... 8-4
ENG FIRE PULL T-Handles and ENG EXT ARMED Lights........................................ 8-5
Extinguisher Discharge Indicators................................................................................... 8-6
PORTABLE FIRE EXTINGUISHER ..................................................................................... 8-6
QUESTIONS ........................................................................................................................... 8-7

ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire Detection System.................................................................................. 8-2
8-2 ENGINE FIRE PULL Handles ................................................................................ 8-3
8-3 System Test Switch .................................................................................................. 8-4
8-4 Engine Fire Extinguishing System........................................................................... 8-5
8-5 Fire Extinguisher Discharge Indicators.................................................................... 8-6

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CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
The Learjet 31/31A is equipped with engine fire detection and extinguishing systems.
The systems include detection circuits, which give visual warning in the cockpit, and
controls to activate the fire extinguishing agent containers. There is a test function for
the fire detection system. A portable fire extinguisher is located in the cabin for use in-
side the airplane.
GENERAL
The engine fire detection system includes three containers and the controls and switches to arm and
temperature sensing elements for each engine, discharge them. Either, or both, containers may be
two control units, two warning lights and a fire discharged into either engine. External discharge
detection test system. The fire extinguishing indicators provide a visual indication if either fire
system includes two fire extinguishing agent extinguishing agent container has been discharged.

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The sensing elements are made of Inconel

ENGINE FIRE metal tubing filled with a pliable, heat-sen-
DETECTION sitive ceramic material which encloses a wire
at its center that carries DC power through
the detection circuit. The electrical resis-
TEMPERATURE SENSING tance of the ceramic material is relatively
ELEMENTS AND CONTROLS high at normal temperatures. Consequently,
there is little current flow from the wire
The engine fire detection system is shown in through the ceramic material to ground (outer
Figure 8-1. It includes three temperature tubing). At high temperatures, however, the
sensing elements in each engine cowling. electrical resistance decreases and allows
One element is mounted on the engine fire- increased current flow.
wall, the second is mounted around the en-
gine accessory section and the third around The control unit detects the increased current
the engine combustion section. The ele- flow and illuminates the red ENG FIRE
ments are connected to a control unit which PULL light when current flow equates to
monitors their electrical resistance.
L OR R FIRE DET
CIRCUIT BREAKER
ENG FIRE CONTROL
PULL UNIT
410 F SENSING
ELEMENT
(PYLON FIREWALL)
COMBUSTION
SECTION
890 F SENSING
ELEMENT
ELEMENT
SUPPORT
FRAME
410 F SENSING ELEMENT

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

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890° F at the hot section sensor, or 410° F at ENG FIRE PULL LIGHTS
the engine accessory or firewall sensors.
The red, ENG FIRE PULL lights are part of
DC electrical power for the fire detection T- h a n d l e s l o c a t e d a t e a c h e n d o f t h e
system is provided by the L and R FIRE DET glareshield annunciator panel (Figure 8-2).
circuit breakers. On airplane serial num- Each T-handle contains two bulbs; one in
bers 002 through 013, the circuit breakers are each end of the handle. In the event of an en-
powered by the L and R DC BUS 2. On air- gine fire or overheat condition, the warning
plane serial numbers 014 and subsequent light in the T-handle will illuminate and flash
they are powered by the L and R DC EMER until the fire or overheat condition ceases to
BUS. On Model 31A airplanes, the circuit exist.
breakers are located in the ENGINES-FUEL
group on the pilot’s and copilot’s circuit Since the ENG FIRE PULL lights are red, if
breaker panels. either illuminates, both MSTR WARN lights
will also illuminate and flash. Pressing ei-
ther MSTR WARN light will extinguish both
MSTR WARN lights.
Figure 8-2. ENGINE FIRE PULL Handles

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FIRE DETECTION TEST both containers are connected to both engine

nacelles. Either container may be discharged
The rotary SYSTEM TEST switch, on the center into either engine or both containers may be
switch panel (Figure 8-3), is used to test the fire discharged into one engine.
detection system. Rotating the switch to FIRE
DET and depressing the PRESS TEST button The agent used in the fire-extinguishing sys-
will test the continuity of the sensing elements tem is variously known as CF 3 Br, monobro-
and control units. A satisfactory test is indicated motrifluoromethane, or by the more common
by both ENG FIRE PULL lights flashing until trade name of Halon 1301. The agent is a
the PRESS TEST button is released. noncorrosive gas which leaves no residue in
the engine cowling after it has been discharged.
The agent is stored under pressure, and a pres-
sure gage is installed on each container. The
ENGINE FIRE pressure gages indicate approximately 600
EXTINGUISHING psi at 70° F when the containers are properly
serviced.
EXTINGUISHING AGENT A thermal relief valve on each container is con-

CONTAINERS nected to a common discharge port on the out-
side of the fuselage below the left engine pylon.
Two spherical, extinguishing agent containers, The thermal relief valves release bottle pressure
sometimes called fire bottles, are located in the at approximately 220° F.
tailcone (Figure 8-4). Through shuttle valves,
Figure 8-3. System Test Switch

ENG EXT MODEL 31 MODEL 31 ENG EXT

ARMED ARMED
ENG EXT ENG EXT

MODEL 31A ARMED MODEL 31A
ARMED
ENG FIRE ENG FIRE
PULL PULL
BLEED AIR BLEED AIR
SHUTOFF SHUTOFF
VALVE VALVE
PRESSURE GAGE
FUEL SHUTOFF PRESSURE GAGE FUEL SHUTOFF
VALVE VALVE
LH RH
CONTAINER TWO-WAY
CONTAINER
CHECK VALVES
RELIEF VALVE
RELIEF VALVE
LH NACELLE RH NACELLE
L DC R DC
HYDRAULIC GENERATOR GENERATOR HYDRAULIC
SHUTOFF VALVE TRIP TRIP SHUTOFF VALVE
31-002 THROUGH 31-002 THROUGH

THERMAL MANUAL
009 ONLY 009 ONLY
DISCHARGE DISCHARGE
INDICATOR INDICATOR
Figure 8-4. Engine Fire Extinguishing System
ENG FIRE PULL T-HANDLES airplanes, the circuit breakers are located in
the ENGINES-FUEL group on the pilot’s and
AND ENG EXT ARMED LIGHTS copilot’s circuit breaker panels.
A flashing ENG FIRE PULL light, except
during test, indicates a fire or overheat con- In addition, when either ENG FIRE PULL T-
dition in the respective engine cowling. handle is pulled, the ENG EXT ARMED lights,
Pulling an ENG FIRE PULL T-handle closes one adjacent to each handle, will illuminate.
the respective fuel, hydraulic, and bleed-air The illuminated ENG EXT ARMED lights in-
shutoff and regulator valves. On airplane se- dicate that explosive squibs, on the extinguishing
rial numbers 002 through 009 only, pulling agent containers, are armed. Momentarily de-
the T-handle also shuts down the associated pressing an illuminated ENG EXT ARMED
engine driven generator. light supplies DC power to the squib on the ex-
tinguishing agent container. The squib fires, re-
DC electrical power to close the valves is pro- leasing the extinguishing agent to be discharged
vided by the L and R FW SOV circuit break- into the affected engine nacelle. When the ENG
ers. On airplane serial numbers 002 through EXT ARMED light is depressed, it extinguishes,
013, the circuit breakers are powered by the indicating the associated bottle has been dis-
L and R DC BUS 3. On airplane serial num- charged. Either ENG EXT ARMED light may
bers 014 and subsequent they are powered by be depressed to extinguish the fire. Should one
the L and R DC EMER BUS. On Model 31A container control the fire, the other container

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is still available and may be discharged into

either engine.
DC electrical power for the fire extinguishing

system is provided by the L and R FIRE EXT
circuit breakers. On airplane serial numbers
002 through 013, the circuit breakers are pow-
ered by the L and R DC BUS 2. On airplane
serial numbers 014 and subsequent they are
powered by the L and R DC EMER BUS. On
Model 31A airplanes, the circuit breakers are
EXTINGUISHER DISCHARGE
INDICATORS
Red and yellow disc indicators are flush-
mounted in the side of the fuselage below the
left engine pylon (Figure 8-5). The red disc
covers the thermal discharge port and will be
ruptured if one, or both, thermal relief valves
have released extinguishing agent. The yellow
disc will be ruptured if either bottle has been Figure 8-5. Fire Extinguisher Discharge
discharged by depressing an illuminated ENG Indicators
EXT ARMED light. The discs should be
visually checked during the preflight inspection.
PORTABLE FIRE
EXTINGUISHER
A portable fire extinguisher is located in the
cabin area for use by the crew in the event of
a cabin fire. The location may vary due to in-
terior configuration.

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QUESTIONS
1. Engine fire extinguishing agent contain- 4. When an engine fire occurs, the fire de-
ers are located in: tection control unit:
A. The nacelles A. Arms the fire-extinguishing system
B. The engine pylons B. Illuminates the MSTR WARN light
C. The tailcone and sounds the warning horn
D. The baggage compartment C. Automatically discharges the respec-
tive fire extinguisher system
2. The power-off preflight check of the en- D. Causes the respective ENG FIRE
gine fire extinguishers includes: PULL light and both MSTR WARN
lights to flash
A. Checking the condition of one yel-
low and one red blowout disc
5. The fire extinguishing agent containers
B. Checking the condition of two yel-
are discharged by:
low and two red blowout discs
C. Checking blowout discs and extin- A. A temperature switch
guisher pressure gages on the left side B. A mechanical pin at the base of the
of the fuselage supply cylinder
D. Activating the SYSTEM TEST switch C. Pulling the ENG FIRE PULL T-handle
to FIRE DET D. Pushing an illuminated ENG EXT
ARMED light
3. When the left ENG FIRE PULL T-handle
is pulled: 6. If the fire persists after activating a fire
A. It discharges one extinguisher into bottle:
the left nacelle. A. The second fire bottle can be dis-
B. It closes the fuel, hydraulic, and bleed- charged into the same engine.
air shutoff and regulator valves, and B. The second fire bottle can only be
arms both extinguishers. used on an opposite-side fire.
C. It discharges one extinguisher and C. The first fire bottle can be discharged
arms the second. a second time.
D. It ruptures the yellow discharge indi- D. No further activation of the system is
cator disc. possible.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL .............................................................................................................................. 9-1
SERVO AIR SYSTEM............................................................................................................ 9-2
REGULATED BLEED-AIR SYSTEM................................................................................... 9-2
Bleed-Air Shutoff and Regulator Valves ......................................................................... 9-2
BLEED AIR Switches ..................................................................................................... 9-5
BLEED AIR Annunciator Lights .................................................................................... 9-5
Emergency Pressurization Valves .................................................................................... 9-5
EMER PRESS Override Switches ................................................................................... 9-7
Check Valves.................................................................................................................... 9-7
Regulated Bleed-Air Manifold ........................................................................................ 9-8
QUESTIONS ........................................................................................................................... 9-9

ILLUSTRATIONS
Figure Title Page
9-1 BLEED AIR and EMER PRESS OVERRIDE Switches ......................................... 9-2
9-2 Pneumatic System .................................................................................................... 9-3
9-3 Bleed-Air Distribution.............................................................................................. 9-4
9-4 Emergency Pressurization Valves............................................................................. 9-6

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CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The airplane pneumatic system uses bleed air extracted from the engine compressor sec-
tions. It includes controls to regulate and distribute low-pressure (LP) air, from the fourth-
stage of the N 1 axial flow compressor, and high-pressure (HP) air, from the single-stage
N 2 centrifugal compressor.
GENERAL
The pneumatic system includes a servo air Both LP and HP air are normally available to
system and a regulated bleed-air system. the regulated bleed-air system. The regu-
Servo air, from the high-pressure compressor lated bleed-air system is controlled by BLEED
section of each engine, is directed, through a AIR switches, EMER PRESS override
one-way check valve, to a servo air manifold switches (Figure 9-1), and ENG FIRE PULL
in the tailcone. T-handles. Other regulated bleed-air system

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components include bleed air shutoff and reg- check valve allows air to flow from the engine
ulator valves, BLEED AIR warning lights, to the bleed air manifold and blocks airflow
emergency pressurization valves, one-way in the opposite direction. The check valves
check valves and a regulated bleed-air mani- prevent loss of bleed air during single-engine
fold in the tailcone. operation.
From the HP servo air manifold, servo air is

directed to the alcohol anti-icing system and
to two pressure regulators. One pressure reg-
ulator provides servo air pressure for the cabin
temperature control system and the bleed-air
shutoff and regulator valves. The second reg-
ulator provides servo air pressure to position
the flow control valve, the emergency pres-
surization valves, and to operate the pressur-
ization system vacuum regulator.
There are no shutoff valves in the servo air

system. With either engine running, servo air is
available in the manifold.
REGULATED BLEED-AIR
SYSTEM
BLEED AIR SHUTOFF AND
REGULATOR VALVES
Regulated bleed air is provided by bleed air
shutoff and regulator valves on each engine.
These valves are often referred to as “mod
valves” because, when open, they modulate to
maintain a constant bleed air pressure down-
Figure 9-1. BLEED AIR and EMER PRESS stream. They are controlled from the cockpit
OVERRIDE Switches by the BLEED AIR switches and the ENG
FIRE PULL T-handles.
Both LP and HP air are available to each valve.

Both the servo air and the regulated bleed-air LP air is supplied through a one-way check
systems are illustrated in Figure 9-2. valve. HP air, when required, is supplied
through a poppet valve, operated by servo air
pressure, controlled by an HP solenoid valve.
SERVO AIR SYSTEM A butterfly-type valve performs the shutoff and
regulating functions. It operates pneumatically
HP servo air is tapped off of the high pressure using air pressure provided through an LP
centrifugal compressor on each engine and solenoid valve. During normal operation (en-
directed through a one-way check valve to an gines running and BLEED AIR switches ON),
HP servo air manifold in the tailcone. Each the LP solenoids are deenergized and open.

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HP BLEED AIR
BLEED AIR
SHUTOFF AND LP BLEED AIR
REGULATOR
(MOD) VALVE
BLEED
AIR R
NACELLE ANTI-ICE
PYLON TEMP
SENSOR
HP
REGULATED DUCT TEMP SERVO AIR
BLEED AIR SENSOR
EMER
CABIN DUCT PRESS VALVE
BLEED AIR BLEED-AIR SHUTOFF
HP SERVO
MANIFOLD AND REGULATOR VALVE
AIR MANIFOLD
TEMP CONTROL
FLOW
WING ANTI-ICE CONTROL REGULATOR
VALVE
WINDSHIELD TO ALCOHOL ANTI-ICE
ANTI-ICE CABIN
HYDRAULIC REGULATOR
RESERVOIR
FLOW CONTROL VALVE
PRESSURIZATION
VACUUM REGULATOR
EMER EMER PRESS VALVES
CABIN DUCT PRESS VALVE
FROM LEFT ENGINE
LEGEND
HP BLEED AIR
LP BLEED AIR
REGULATED BLEED AIR
REGULATED SERVO AIR
Figure 9-2. Pneumatic System

9-4
SERVO PRESSURE
BLEED AIR SHUTOFF

AND REGULATOR
VALVE ASSEMBLY
NACELLE HEAT
LEARJET 31/31A
RIGHT CABIN ALCOHOL TANK
Figure 9-3. Bleed-Air Distribution
AIR DUCT EMERGENCY VALVE

RAM AIR IN
FLOW
WINDSHIELD CONTROL
HEAT
HEAT VALVE
EXCHANGER
HYDRAULIC TO MOD
RESERVOIR VALVES

WING REG
HEAT CLIMATE
CONTROL
REG SYSTEM
LEFT CABIN
AIR DUCT PRESSURIZATION JET PUMP
EMERGENCY VALVE
NACELLE HEAT
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BLEED AIR SHUTOFF
AND REGULATOR
VALVE ASSEMBLY
international
SERVO PRESSURE
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This routes pneumatic pressure to the butter- They control their respective bleed-air shut-
fly valves which open and modulate to main- off and regulator valves, as explained above,
tain approximately 35 psi air pressure and emergency pressurization valves, which
downstream in the bleed-air manifold. a r e expla ine d la te r in this se c t i o n . T h e
switches have three positions: OFF, ON and
At the same time, the HP solenoid valves are EMER. In the OFF position, the bleed air
energized and open. This routes servo air shutoff and regulator valve is closed and the
pressure to the poppet valves. However, the emergency pressurization valve is in its nor-
poppet valves will remain closed as long as mal position. In the ON position, the bleed-
enough LP air pressure is available to meet sys- air shutoff and regulator valve is open, and the
tem demands. If there is not enough LP air emergency pressurization valve remains in its
pressure available, servo air pressure opens the normal position. In the EMER position, the
poppet valves and HP air is available through bleed-air shutoff and regulator valve is open,
the shutoff and regulator valves. and the emergency pressurization valve is po-
sitioned to emergency. At the same time, the
With a BLEED AIR switch OFF, or an ENG HP solenoid valve is deenergized, restricting
FIRE PULL T-handle pulled, both the LP and the bleed-air shutoff and regulator valve out-
HP solenoid valves are energized. HP air is put to LP air.
available to the bleed-air shutoff and regula-
tor valve through the poppet valve. However,
with the LP solenoid valve energized, the but- BLEED AIR ANNUNCIATOR
terfly valve closes pneumatically, stopping LIGHTS
the flow of regulated bleed air.
Red, L and R BLEED AIR annunciator lights,
With a circuit breaker open, or in the event of on the glareshield, illuminate to alert the crew
total DC power failure, both the LP and HP of excessive temperatures. Each light is con-
solenoid valves are deenergized. The butter- trolled by two temperature sensors; a pylon
fly valve opens pneumatically to modulate temperature sensor, located inside the engine
and maintain approximately 35 psi air pressure pylon and a duct temperature sensor, inside the
downstream. However, with the HP solenoid bleed air duct inside the pylon.
valve deenergized, the poppet valve closes and
only LP air is available through the shutoff and The temperature sensors illuminate the lights
regulator valve. if the pylon temperature exceeds 250° F, or the
duct temperature exceeds 645° F.
On airplanes serial numbers 31-002 though 31-
018, electrical power for the bleed air shutoff
and regulator valves is provided by the L and EMERGENCY
R BLEED VALVE circuit breakers on the L and PRESSURIZATION VALVES
R DC EMER BUS. On airplanes serial num-
bers 31-019 and subsequent, the circuit break- Emergency pressurization valves, sometimes
ers are labeled L and R BLEED AIR and are called “three-way” valves, are located in the
powered by the L and R DC EMER BUS. On bleed air duct downstream of the temperature
31A airplanes, the circuit breakers are located sensors. They are illustrated in Figure 9-3.
in the ENVIRONMENT group on the pilot’s The valves are spring-loaded to emergency
and copilot’s circuit-breaker panels. and require both servo air pressure and DC
power to hold them in normal. They are con-
trolled from the cockpit by the BLEED AIR
BLEED AIR SWITCHES switches and EMER PRESS override switches
(explained later in this section). They may also
The L and R BLEED AIR switches are lo- be controlled by two aneroid switches, which
cated on the copilot’s lower right switch panel. will also be explained later in this section.

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INLET AIR PRESSURE
ACTUATOR ARM
NORMAL AIR PRESSURE EMERGENCY PRESSURE
SERVO AIR PRESSURE

AMBIENT
BALL VALVE
RELIEF VALVE
AMBIENT
PISTON
CYLINDER CHAMBER
SPRING SOLENOID
(ENERGIZED)
NORMAL
INLET AIR PRESSURE
ACTUATOR ARM
NORMAL AIR PRESSURE EMERGENCY PRESSURE
SERVO AIR PRESSURE

AMBIENT
BALL VALVE
RELIEF VALVE
AMBIENT
PISTON
CYLINDER CHAMBER
SPRING SOLENOID
(DEENERGIZED)
EMERGENCY
Figure 9-4. Emergency Pressurization Valves

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With the BLEED AIR switches ON or OFF, a BLEED VALVE circuit breakers on the L and
solenoid valve on each emergency pressur- R DC EMER BUS. These are the same circuit
ization valve is energized open and servo air breakers that provide electrical power for the
pressure positions the valve to normal. In bleed-air shutoff and regulator valves, as ex-
normal, with the BLEED AIR switch ON, air- plained earlier in this section.
flow through the emergency pressurization
valve, is directed through a one-way check On airplanes serial numbers 31-019 and sub-
valve to the regulated bleed air manifold in the sequent, electrical power for the emergency
tailcone. pressurization valves is provided by the L and
R EMER PRESS circuit breakers, powered by
The emergency pressurization valves may be the L and R DC EMER BUS. On 31A air-
positioned to emergency any of four ways: planes, the circuit breakers are located in the
ENVIRONMENT group on the pilot’s and
1. By positioning a BLEED AIR switch copilot’s circuit-breaker panels.
to EMER
2. By the aneroid switches if the cabin al- EMER PRESS OVERRIDE

titude exceeds 9,500 feet ± 250 feet, SWITCHES
w i t h t h e E M E R P R E S S ove r r i d e
switches in the NORMAL position. Two, two-position, red-guarded switches, la-
(The aneroids reset, and the emergency beled EMER PRESS OVERRIDE, are located
pressurization valves may be reset to on the copilot’s lower right switch panel under
normal when cabin altitude decreases the bleed-air switches (Figure 9-1). They are
to approximately 8,300 feet.) normally guarded to the NORMAL (down) po-
sition. The switches may be used to override
3. With loss of DC electrical power the aneroid switches that position the emer-
gency pressurization valves to emergency at
4. With loss of servo air pressure cabin altitudes above 9,500 feet. With the
guards raised, and the EMER PRESS switches
To position an emergency pressurization valve positioned to OVERRIDE (up), the emergency
to emergency, the solenoid on the emergency
pressurization valves will remain in normal, re-
pressurization valve is deenergized. The servo
air pressure, which had been holding the emer- gardless of cabin altitude, as long as electrical
gency pressurization valve in normal, is di- power is available and the BLEED AIR switches
rected to the bottom of a piston and, along are not in EMER. If the BLEED AIR switches
with spring pressure, positions the valve to are positioned to EMER, the emergency pres-
emergency. Airflow from the bleed-air shut- surization valves will shift to emergency, at
off and regulator valves is then directed any cabin altitude, even if the EMER PRESS
straight into the cabin. If servo air pressure switches are in OVERRIDE (up) position.
is not available, spring pressure alone will
position the valve to emergency.
CHECK VALVES
At the same time, the HP solenoid valve on the
bleed-air shutoff and regulator valve (explained A one-way check valve is installed in the
earlier in this section) is deenergized. This regulated bleed-air duct, downstream of each
stops the HP air flow at the bleed-air shutoff and emergency pressurization valve. Each check
regulator valve so only LP air enters the cabin. valve allows air to flow from the engine to
the bleed-air manifold and blocks airflow in
On airplanes serial numbers 31-002 though 31- the opposite direction. The check valves
018, electrical power for the emergency pres- prevent loss of bleed air during single-engine
surization valves is provided by the L and R operation.

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REGULATED BLEED-AIR
MANIFOLD
The regulated bleed-air manifold, in the tail
compartment, is a collection point for regu-
lated air pressure from either or both engines.
From the manifold, bleed air is routed to the
flow control valve for cabin pressurization
and heating, the windshield anti-ice system,
the wing anti-ice system and the hydraulic
reservoir pressure regulator.

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QUESTIONS
1. Bleed air is extracted from: 5. The red L BLEED AIR annunciator light
A. The LP compressor illuminates when the:
B. The HP compressor A. Temperature in the left pylon or the
C. Ram air left bleed-air duct is too high.
D. Both A and B B. Pressure in the left pylon is too low.
C. Left half of the bleed-air system is
2. With loss of DC electrical power, the operating.
bleed-air shutoff and regulator valves: D. Left half of the bleed-air system has
failed.
A. Fail closed
B. Fail open
6. With loss of electrical power, the emer-
C. Remain in their last position gency pressurization valves:
D. Can be closed by pulling an ENG
A. Fail to normal
FIRE PULL T-handle
B. Remain in their last position
3. The L and R BLEED AIR switches are C. Fail to emergency
located: D. None of the above
A. On the copilot’s lower right switch
panel
B. On the left sidewall
C. On the pilot’s lower left switch panel
D. On the overhead panel
4. The temperature of the bleed air in the

duct between the engine and the regu-
lated bleed-air manifold is monitored by
the:
A. Pylon overheat thermostat
B. Aft fuselage equipment section ther-
mostat
C. Duct temperature sensor
D. Duct overheat thermostat

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ICE DETECTION ................................................................................................................. 10-2
Windshield Ice Detection Lights ................................................................................... 10-2
WING INSP Light ......................................................................................................... 10-2
ANTI-ICE SYSTEMS........................................................................................................... 10-2
Engine Anti-ice System (Nacelle Heat)......................................................................... 10-2
Windshield Anti-ice and Defog Systems....................................................................... 10-5
Windshield/Radome Alcohol Anti-ice System ........................................................... 10-16
Wing and Horizontal Stabilizer Anti-ice System ........................................................ 10-16
Pitot/Static, Stall Vane and Total Air Temperature (TAT) Probe Anti-icing ............... 10-19
QUESTIONS ...................................................................................................................... 10-22

ILLUSTRATIONS
Figure Title Page
10-1 Anti-ice Control Panels ....................................................................................... 10-3
10-2 Engine Anti-ice System (Nacelle Heat) .............................................................. 10-4
10-3 Windshield Anti-ice and Defog........................................................................... 10-6
10-4 Windshield Anti-ice ............................................................................................ 10-9
10-5 Electric Windshield Defog System—

Models 31-010 through 029, if Installed........................................................... 10-11
10-6 Electric Windshield Defog System—

Models 31-030 through 034, if Installed........................................................... 10-13
10-7 Model 31A Windshield Defog System ............................................................. 10-15
10-8 Alcohol Anti-ice System................................................................................... 10-17
10-9 Wing Anti-ice System ....................................................................................... 10-18
10-10 Stabilizer Anti-ice System ................................................................................ 10-20

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CHAPTER 10
ICE AND RAIN PROTECTION
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INTRODUCTION
All Learjet Model 31/31A airplanes are certificated for flight in known icing conditions.
They are equipped with anti-icing systems to prevent ice formation on:
• The engine nacelle inlets and the inlet pressure-temperature probes
• The windshield and radome
• The wing and horizontal stabilizer leading edges
• Pitot/static probes, stall warning vanes, and the total air temperature probe
GENERAL
The airplane anti-icing systems are both elec- Engine bleed air is used for exterior wind-
tric and pneumatic. Electrically heated com- shield defog, anti-ice and rain removal. It is
ponents include the pitot/static probes, stall also used to anti-ice the wing leading edges and
warning vanes, horizontal stabilizer leading the engine nacelle inlets.
edges, the engine inlet air pressure-tempera-
ture (P T2 /T T2 ) sensors, the total air tempera-
ture probe and the inside of the windshields.

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An alcohol system provides radome anti-icing The ice detection light on the pilot’s side is
and may be used as a backup for the pilot’s under the airflow from the windshield anti-ice
bleed-air windshield anti-icing system. system; the light on the copilot’s side is located
outside the anti-ice airflow. For this reason,
All anti-icing systems should be turned on the copilot’s light should be monitored when
before entering icing conditions. If anti-ice the exterior windshield anti-ice system is in
systems are required during takeoff, they operation. The lights reflect ice or moisture,
should be turned on before setting takeoff depending on the OAT. The ice detection
power and Anti-ice On performance charts lights are illuminated whenever electrical
should be used. During descents, with anti- power is applied to the airplane. The lights use
icing systems on, the cabin altitude may in- DC power through the L and R ICE DET cir-
crease unless sufficient engine rpm is cuit breakers on the L and R DC BUS 3. On
maintained to compensate for the additional Model 31A airplanes, the circuit breakers are
bleed-air use. located in the ANTI-ICE group on the pilot’s
and copilot’s circuit-breaker panels.
Anti-ice system switches are located on the
anti-ice control panel (Figure 10-1). WING INSP LIGHT
The WING INSP light may be used to detect ice
formation on the right wing leading edge at
ICE DETECTION night. The light is installed on the forward right
side of the fuselage and is focused on a three-
During daylight, ice accumulation can be vi- inch black dot on the right wing leading edge,
sually detected on the windshield and the wing inboard of the winglet. It is controlled by a
leading edges. At night, the windshield ice de- push-button switch on the copilot’s sidewall.
tection lights and the WING INSP light may (See Wing Inspection Light, Chapter 3.)
be used to visually detect ice accumulation.
WINDSHIELD ICE DETECTION ANTI-ICE SYSTEMS

LIGHTS
ENGINE ANTI-ICE SYSTEM
The windshield ice detection lights indicate
ice or moisture on the windshield at night. (NACELLE HEAT)
The lights are installed in two tubes on top The engine anti-ice system provides anti-
of the glareshield, forward of the instrument ice protection for the engine nacelle inlets
panel; one on the pilot’s side and one on the and the P T2 /T T2 probes. The nacelle inlets
copilot’s side. Each tube contains a red light are heated with engine bleed air and the
which continuously shines on the inside of P T2 /T T2 probes are heated electrically.
the windshield. The ice detection lights nor-
mally shine through unseen. However, they Each engine anti-ice system is independently
will reflect red spots approximately 1 1⁄2 c o n t r o l l e d b y t h e L a n d R NAC H E AT
inches in diameter if ice or moisture has switches located on the anti-ice control panel
formed on the windshield. (Figure 10-1).

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ANTI-ICE ANTI-ICE
W/S AUX STAB STAB
WSHLD WSHLD DEFOG WING WSHLD WSHLD WSHLD WING
HEAT HEAT HEAT
H HT ON RADOME C H HT ON RADOME DEFOG
O R K O R
L A P L A
D D T D D
OFF OFF OFF OFF OFF OFF OFF OFF
PITOT HEAT NAC HEAT PITOT HEAT NAC HEAT

L R L R L R L R
OFF OFF OFF OFF OFF OFF OFF OFF
MODEL 31, WITHOUT ELECTRICALLY MODEL 31, WITH ELECTRICALLY

HEATED WINDSHIELD HEATED WINDSHIELD
ANTI-ICE
STAB
WSHLD ALCOHOL WSHLD WING
DEFOG WS/RAD HEAT HEAT
R H
O W
A I
D L
D N
OFF OFF OFF OFF G
T
PITOT HEAT NAC HEAT E
L R L R M
P
OFF OFF OFF OFF
MODEL 31A
Figure 10-1. Anti-ice Control Panels

Bleed air, for nacelle anti-ice, is supplied DC electrical power for nacelle heat is provided
from the regulated bleed-air line, just down- through the L and R NAC HT circuit breakers.
stream of the bleed air shutoff and regulator On 31-002 through 31-013, the circuit break-
valve (Figure 10-2). When the NAC HEAT ers are on the L and R DC BUS 1. On 31-014
switch is turned on (L or R position), the and subsequent, they are on the L and R DC BUS
solenoid-operated nacelle heat shutoff valve 2. On Model 31A airplanes, the circuit break-
is deenergized and opens. Bleed air is then ers are located in the ANTI-ICE group on the
directed around the inner surface of the na- pilot’s and copilot’s circuit-breaker panels.
celle inlet and exhausted overboard through
a hole near the bottom of the nacelle. At the
same time, electrical power is supplied to Nacelle Heat Annunciator Lights
heat the P T2 /T T2 probe. Selecting the OFF
position energizes the nacelle shutoff valve, Green NAC HT ON Light
which closes, and removes electrical power
from the P T2 /T T2 probe. A single, green NAC HT ON annunciator light,
is installed on the glareshield annunciator
The nacelle heat shutoff valve requires elec- panel. The light illuminates when either NAC
trical power to close. If electrical power is lost, HEAT switch is on, as a reminder that the na-
nacelle heat will be on. celle heat system is operating.
PT2, TT2 PROBE
MODEL 31
L ENG
ICE
NAC HT
ON
MODEL 31A
L NAC
HT
F&
TOF
SHU LATOR
U
REG ALVE
V HP AIR
LP AIR
NACELLE
PRESSURE SWITCH
NAC HEAT
L R
OFF OFF
NACELLE HEAT
SHUTOFF VALVE (NO)
Figure 10-2. Engine Anti-ice System (Nacelle Heat)

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Amber ENG ICE/NAC HT Lights Windshield Anti-Ice and Defog,

Two amber annunciator lights on the glareshield 31-002 Through 034, Without
panel provide a visual indication of a nacelle Electrically Heated Windshield
heat system malfunction. The lights are la-
beled “L” and “R ENG ICE” on 31-002 through The exterior windshield anti-ice and internal
034 and L and R NAC HT on Model 31A air- defog systems for these airplanes is shown in
planes. They are operated by pressure switches Figure 10-3. The exterior windshield defog,
in the nacelle heat system. Illumination of a anti-ice and rain removal system uses engine
light, with the respective NAC HEAT switch on, bleed air. Electrically heated engine bleed air
indicates that bleed-air pressure is not being ap- and the Freon air conditioning system are used
plied to the nacelle inlet. for internal windshield defogging.
Illumination of either light with the NAC Exterior Windshield Defog, Anti-Ice
HEAT switches OFF, indicates bleed-air pres- and Rain Removal
sure is being applied to the nacelle heat sys- With the engines running and the BLEED AIR
tem when it should not be; i.e., the nacelle heat switches ON, engine bleed air from the regu-
shutoff valve failed to close. Cycling the NAC lated bleed-air manifold is available to two
HEAT switch ON and back to OFF may close windshield anti-ice system valves: the anti-ice
the valve. shutoff valve and the anti-ice control valve.
The shutoff valve is solenoid-operated and is
When a NAC HEAT switch is turned on or off, normally energized open whenever electrical
the respective, amber, NAC HT/ENG ICE light power is applied to the airplane. The control
should illuminate momentarily and go out. valve is motor-driven and is controlled by the
WSHLD HT switch.
At low power settings, with nacelle heat on,
bleed-air pressure may be too low for effec- The three-position (OFF-HOLD-ON) WSHLD
tive anti-icing. Maintain at least 60% fan HT switch is located on the anti-ice control
speed (N 1 ) or above for effective anti-icing. panel. When the WSHLD HT switch is posi-
tioned to ON, the anti-ice control valve begins
to open, and the green WSHLD HT light on the
WINDSHIELD ANTI-ICE AND glareshield annunciator panel illuminates. If
DEFOG SYSTEMS the WSHLD HT switch is left in the ON posi-
tion, the control valve will drive full open in ap-
General proximately 15 seconds. For reduced airflow
to the windshield, the WSHLD HT switch may
All Model 31/31A airplanes are equipped be positioned to HOLD before the control valve
with a bleed air system for external wind- reaches full open. The control valve will then
shield defog, anti-icing and rain removal and stop and remain in an intermediate position.
an alcohol system which may be used to anti-
ice the pilot’s windshield if the bleed-air With both valves open, regulated engine bleed
system is not available. Internal windshield air flows through a heat exchanger in which it
defog, on early airplanes, is provided by a is cooled by ram air. The ram air flow is con-
system which uses electrically heated en- trolled by a pneumatically actuated modulating
gine bleed air and the Freon air condition- valve. The modulating valve senses bleed air
ing system. On 31-010 through 034, an temperature, downstream of the heat exchanger,
optional electrically heated windshield may through a temperature sensor and positions it-
be installed for internal defogging. All self automatically to maintain an air tempera-
ture of approximately 300° F. From the heat
Model 31A airplanes have electrically heated exchanger, the temperature controlled bleed air
windshields for internal defogging. is directed forward and dispensed over the

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HIGH LIMIT LOW LIMIT

WSHLD 270°F 250°F WSHLD
OV HT 250°F 215°F HT
CENTER POST
DIFFUSER
W/S AUX
DEFOG
TO FOOTWARMER, SHOULDER C HEAT
TO SHOULDER AND AND ANKLE OUTLET K
ANKLE OUTLET P
T
OFF
ENGINE ENGINE
BLEED BLEED
AIR AIR
WSHLD
ANTI-ICE
SHUTOFF
VALVE WSHLD
RAM
H HT ON
AIR
WSHLD O
ANTI-ICE L
CONTROL D
VALVE OFF
WINDSHIELD
SYSTEM
ANTI-ICE
HEAT RAM AIR
HEAT
EXCHANGER
EXCHANGER
RAM AIR MODULATING
VALVE
INFLIGHT TEMPERATURE ELECTRICAL

LIMIT THERMOSWITCH
GROUND TEMPERATURE AUX DEFOG HEATER

LIMIT THERMOSWITCH
Figure 10-3. Windshield Anti-ice and Defog

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outside of both the pilot’s and copilot’s wind- The windshield anti-ice system uses DC elec-
shields through outlets at the base of each trical power from the WSHLD HT circuit
windshield. breaker. The circuit breaker is on the L DC
BUS 1 on 31-002 through 013. It is on the L DC
Normally, the windshield anti-ice bleed-air BUS 2 on 31-014 through 034.
temperature is maintained at a safe level by the
ram air modulating valve. However, an auto- With loss of electrical power, the windshield
matic shutdown and warning system has been anti-icing system will be inoperative since the
provided to prevent windshield damage from anti-ice shutoff valve will be deenergized and
an overheat condition. The system uses sig- will close. The control valve remains in its last
nals from four thermoswitches, two under the position.
windshield heat air outlets at the base of each
windshield. Bleed air is not available for windshield anti-
icing with both the emergency pressurization
One thermoswitch on each side operates only valves in the emergency position.
on the ground while the other operates on the
ground and in the air. High limit thermoswitches Internal Windshield Defog
are located on the left side and low limit ther- The internal windshield defog system on
moswitches are on the right. these airplanes uses an electrically heated
coil, in the bleed-air duct leading into the
If the bleed air temperature at the windshield cockpit, and the Freon air conditioning sys-
reaches a low limit, (250° F in flight or 215° F tem. It is controlled by a three-position
on the ground) the anti-ice shutoff valve is deen- ( O F F - C K P T- W / S AU X D E F O G H E AT )
ergized closed and the green, WSHLD HT light switch on the anti-ice control panel.
is extinguished. When the overheat cools, the
thermoswitches reset and the anti-ice shutoff To avoid damage to the electrically heated
valve reopens. If the anti-ice control valve is coil, the crew should ensure that adequate
still open, the green WSHLD HT light illumi- bleed-air flow is available in the duct to cool
nates and windshield anti-ice airflow is restored. the coil before using the auxiliary wind-
shield defog system.
If the bleed-air temperature at the windshield
reaches a high limit, (270° F in flight or 250° F Positioning the switch to CKPT applies DC
on the ground) the anti-ice shutoff valve is deen- power to the coil, heating all the air coming
ergized closed, the green, WSHLD HT light is into the cockpit.
extinguished and the red, WSHLD OV HT light
illuminates. When the overheat cools, the ther- Positioning the switch to W/S AUX DEFOG
moswitches reset, the red, WSHLD OV HT light HEAT again applies DC power to the coil,
extinguishes and the anti-ice shutoff valve re- heating all the air coming into the cockpit. It
opens. If the anti-ice control valve is still open, also arms the Freon air conditioning system
the green WSHLD HT light illuminates and so it turns on automatically as the airplane
windshield anti-ice airflow is restored. descends through 18,000 feet. When the Freon
system turns on, electrically actuated diverter
The ground limit thermoswitches are disabled doors, on the cabin blower assembly, open
for approximately 10 seconds after landing. and direct the cold air into the space between
This prevents automatic shutoff of bleed air, the cabin headliner and the fuselage skin. This
which could restrict the pilot’s visibility due to dehumidifies the cabin air without lowering the
loss of rain-removal, if the outlet temperature cabin temperature excessively. (See Chapter
is between the inflight and ground limits at the 11 for additional information on the Freon air
moment of touchdown. conditioning system.)

DC electrical power to heat the auxiliary wind- bleed-air temperature, downstream of the heat
shield defog coil is provided by the battery exchanger, through a temperature sensor, and
charging bus through two, 20-amp current positions itself automatically to maintain an
limiters. DC control power for the auxiliary air temperature of approximately 300° F.
windshield defog system is provided by the From the heat exchanger, the temperature
AUX DEFOG circuit breaker on the L DC controlled bleed air is directed forward and
BUS 3. dispensed over the outside of both the pilot’s
and copilot’s windshields through outlets at
the base of each windshield.
Exterior Windshield Defog,
Anti-Ice and Rain Removal, Normally, the windshield anti-ice bleed-air
Airplanes With Electrically temperature is maintained at a safe level by
the ram air modulating valve. However, an
Heated Windshields automatic shutdown and warning system has
The exterior windshield defog, anti-ice and been provided to prevent windshield damage
rain removal system for these airplanes uses from an overheat condition. The system uses
engine bleed air and is shown in Figure 10-4. signals from four thermoswitches, two under
the windshield heat air outlets at the base of
With the engines running and the BLEED AIR each windshield.
switches ON, engine bleed air from the regu-
lated bleed-air manifold is available to two One thermoswitch on each side operates only
windshield anti-ice system valves: the anti-ice on the ground while the other operates on the
shutoff valve and the anti-ice control valve. g r o u n d a n d i n t h e a i r. H i g h l i m i t t h e r -
The shutoff valve is solenoid-operated and is moswitches are located on the left side and low
normally energized open whenever electrical limit thermoswitches are on the right.
power is applied to the airplane. The control
valve is motor-driven and is controlled by the If the bleed air temperature at the windshield
WSHLD HT switch. reaches a low limit, (250° F in flight or 215°
F on the ground) the anti-ice shutoff valve is
The three-position (OFF-HOLD-ON) deenergized closed and the green WSHLD
WSHLD HT switch is located on the anti-ice HT light is extinguished. When the overheat
control panel. When the WSHLD HT switch cools, the thermoswitches reset and the anti-
is positioned to ON, the anti-ice control valve ice shutoff valve reopens. If the anti-ice con-
begins to open, and the green WSHLD HT trol valve is still open, the green WSHLD
light on the glareshield annunciator panel HT light illuminates and windshield anti-ice
illuminates. If the WSHLD HT switch is airflow will be restored.
left in the ON position, the control valve
drives full open in approximately 15 sec- If the bleed-air temperature at the windshield
onds. For reduced airflow to the windshield, reaches a high limit, (270° F in flight or 250° F
the WSHLD HT switch may be positioned to on the ground) the anti-ice shutoff valve is
HOLD before the control valve reaches full deenergized closed, the green WSHLD HT
open. The control valve then stops and re- light is extinguished and the red WSHLD OV
mains in an intermediate position. HT light illuminates. When the overheat
cools, the thermoswitches reset, the red
With both valves open, regulated engine bleed WSHLD OV HT light extinguishes and the
air flows through a heat exchanger in which anti-ice shutoff valve reopens. If the anti-ice
it is cooled by ram air. The ram air flow is con- control valve is still open, the green WSHLD
trolled by a pneumatically actuated modu- HT light illuminates and windshield anti-ice
lating valve. The modulating valve senses airflow is restored.

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HIGH LIMIT LOW LIMIT

WSHLD 270°F 250°F WSHLD
OV HT 250°F 215°F HT
TO WING
ANTI-ICE
SYSTEM
ENGINE ENGINE
BLEED BLEED
AIR AIR
WSHLD
ANTI-ICE
SHUTOFF
VALVE WSHLD
WSHLD H HEAT
ANTI-ICE O
CONTROL L
VALVE D
OFF
WINDSHIELD
TO AIR
ANTI-ICE
CONDITIONING RAM AIR
HEAT
SYSTEM
EXCHANGER
RAM AIR MODULATING
VALVE
GROUND TEMPERATURE INFLIGHT TEMPERATURE ELECTRICAL

LIMIT THERMOSWITCH LIMIT THERMOSWITCH
Figure 10-4. Windshield Anti-ice

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The ground limit thermoswitches are disabled There are three temperature sensors on each
for approximately 10 seconds after landing. side of the windshield. One is a spare and
This prevents automatic shutoff of bleed air, is only used if one of the other two sensors
which could restrict the pilot’s visibility due is inoperative.
to loss of rain-removal, if the outlet temper-
ature is between the inflight and ground lim- The second sensor is set to look for a windshield
its at the moment of touchdown. temperature of approximately 130° F. When
the windshield reaches 130° F, the sensor sig-
The windshield anti-ice system uses DC elec- nals the control unit which removes electrical
trical power from the WSHLD HT circuit power from the heating element on that side.
breaker. The circuit breaker is on the L DC As the temperature cools, the control unit reap-
BUS 1 on 31-002 through 013. It is on the L
DC BUS 2 on 31-014 and subsequent. On plies power to maintain a constant windshield
Model 31A airplanes, the circuit breaker is lo- temperature of approximately 130° F.
cated in the ANTI-ICE group on the pilot’s cir-
cuit breaker panel. The third sensor signals the control unit in
the event of an under, or over, heat condition.
With loss of electrical power, the windshield If the windshield temperature is approximately
anti-icing system will be inoperative since 80° F, or below, or approximately 150° F, or
the anti-ice shutoff valve will be deener- above, the sensor signals the control unit. In
gized and will close. The control valve will either situation, the control unit illuminates an
remain in its last position. Bleed air is not amber WSHLD DEFOG annunciator light. If
available for windshield anti-icing with both an over heat condition exists, the control unit
the emergency pressurization valves in the also removes electrical power from the heat-
emergency position. ing element in the affected windshield.
The difference between an over, or under,

Electric Internal Windshield temperature condition may be determined by
Defog, 31-010 through 029, If touching the windshield. If an over tem-
Installed perature condition is suspected, and the
windshield does not cool off, the control
The electric internal windshield defog system unit has not removed electrical power from
on these airplanes is shown in Figure 10-5. It the heating element and the system should
uses 230-VAC power from the auxiliary and be turned off.
secondary inverters and is controlled by a two-
position (OFF-WSHLD DEFOG) switch lo- A windshield temperature of 80° F or below
cated on the anti-ice control panel. is common when the defog system is first
When the switch is positioned to WSHLD turned on, and the annunciator light illumi-
DEFOG, DC control power is applied to a nates. However, the light should soon extin-
windshield heat control unit. The control unit guish as the windshield warms up.
receives 230-VAC power, through 5 amp cur-
rent limiters, from the auxiliary and secondary The WSHLD DEFOG annunciator light, lo-
inverters and directs it to the heating elements cated to the left of the left ENG FIRE PULL
in the windshield. Each heating element is a T-Handle, consists of three separate lights and
thin, gold film laminated in the windshield. is controlled by the windshield heat control
The auxiliary inverter powers the element on unit. The upper WSHLD DEFOG light illu-
the left side and secondary inverter powers minates when either of the lower lights illu-
the element on the right side. Both heating el- minate. The lower L and R lights illuminate
ements are turned on and off together, but, to indicate which side of the windshield has
once operating, the two elements are con- malfunctioned.
trolled separately by the control unit.

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WSHLD
DEFOG
L R
HEATING ELEMENT HEATING ELEMENT

(GOLD FILM) (GOLD FILM)
BELOW 80/ BELOW 80/

ABOVE 150˚ ABOVE 150˚
WINDSHIELD HEAT CONTROL UNIT
130˚ 130˚
LEFT RIGHT
230 VAC OUT 230 VAC OUT
230 VAC IN 230 VAC IN
AUX SEC
INVERTER INVERTER
L WSHLD R WSHLD
DEFOG DEFOG
L DC BUS 3 R DC BUS 3
WSHLD DEFOG SWITCH
Figure 10-5. Electric Windshield Defog System—Models 31-010 through 029, if Installed

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The WSHLD DEFOG annunciator light illu- constant windshield temperature of approxi-
minates in the event of an under, or over, heat mately 110° F.
condition, as explained above. It also illumi-
nates if the control unit tries to apply electri- The second sensor signals the relay box in the
cal power to a heating element, but power has event of an under, or over, heat condition. If
not been applied, or if the control unit has the windshield temperature is approximately
tried to remove electrical power from a heat- 90° F, or below, or approximately 150° F, or
ing element, but power has not been removed. above, the sensor signals the relay box. In ei-
ther situation, the relay box illuminates an
The electric windshield defog system uses amber, WSHLD DEFOG annunciator light.
230 VAC power as explained previously. DC If an over heat condition exists, the relay box
control power for the system is provided by the also removes electrical power from the heat-
L and R WSHLD DEFOG circuit breakers on ing element in the affected windshield.
the L and R DC BUS 3.
The difference between an over, or under, tem-
perature condition may be determined by
Electric Internal Windshield touching the windshield. If an over tempera-
Defog, 31-030 through 034, If ture condition is suspected, and the wind-
shield does not cool off, the relay box has not
Installed removed electrical power from the heating el-
The electric internal windshield defog system ement and the system should be turned off.
on these airplanes is shown in Figure 10-6. It
uses 163 VAC power from the auxiliary and sec- A windshield temperature of 90° F or below
ondary inverters and is controlled by a two-po- is common when the defog system is first
sition (OFF-WSHLD DEFOG) switch located turned on, and the annunciator light illumi-
on the anti-ice control panel. nates. However, the light should soon extin-
guish as the windshield warms up.
When the switch is positioned to WSHLD
DEFOG, DC control power is applied to a The WSHLD DEFOG annunciator light, lo-
windshield defog relay box. The relay box re- cated to the left of the left ENG FIRE PULL
ceives 163-VAC power, through 5 amp current T-Handle, consists of three separate lights and
limiters, from the auxiliary and secondary in- is controlled by the windshield defog relay
verters and directs it to the heating elements box. The upper, WSHLD DEFOG light illu-
in the windshield. Each heating element is a minates when either of the lower lights illu-
thin, gold film, laminated in the windshield. minate. The lower, L and R lights illuminate
The auxiliary inverter powers the element on to indicate which side of the windshield has
the left side and secondary inverter powers malfunctioned.
the element on the right side. Both heating
elements are turned on and off together, but, The WSHLD DEFOG annunciator light illu-
once operating, the two elements are con- minates in the event of an under, or over, heat
trolled separately by the relay box. condition, as explained above. It also illumi-
nates with loss of DC or AC electrical power
There are two temperature sensors on each if the defog system switch is in the WSHLD
side of the windshield. One sensor is set to DEFOG position.
look for a windshield temperature of approx-
imately 110° F. When the windshield reaches The electric windshield defog system uses
110° F, the sensor signals the relay box which 163 VAC power as explained previously. DC
removes electrical power from the heating el- control power for the system is provided by the
ement on that side. As the temperature cools, L and R WSHLD DEFOG circuit breakers on
the relay box reapplies power to maintain a the L and R DC BUS 3.

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WSHLD
DEFOG
L R

BELOW 90/ BELOW 90/

ABOVE 150˚ ABOVE 150˚
WINDSHIELD DEFOG RELAY BOX
110˚ 110˚
LEFT RIGHT
AUX SEC
INVERTER INVERTER
L WSHLD R WSHLD
DEFOG DEFOG
WSHLD DEFOG SWITCH
Figure 10-6. Electric Windshield Defog System—Models 31-030 through 034, if Installed

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Electric Internal Windshield the relay box reapplies power to maintain a

constant windshield temperature of approxi-
Defog, Model 31A Airplanes mately 110° F.
The electric internal windshield defog system
on these airplanes is shown in Figure 10-7. It The second sensor will signal the relay box in
normally uses 163-VAC power from the left and the event of an under, or over, heat condition.
right inverters, but may also use 163-VAC If the windshield temperature is approximately
power from the auxiliary inverter. The system 90° F, or below, or approximately 150° F, or
is controlled by a green, two-position (OFF- above, the sensor signals the relay box. In ei-
WSHLD DEFOG) switch located on the anti- ther situation, the relay box illuminates an
ice control panel. amber, L or R WSHLD DEFOG annunciator
light. If an over heat condition exists, the
When the switch is positioned to WSHLD relay box also removes electrical power from
DEFOG, DC control power is applied to a the heating element in the affected windshield.
windshield defog relay box. The relay box
receives 163-VAC power, through 5-amp cur- The difference between an over, or under, tem-
rent limiters, from the aux inverter interlock perature condition may be determined by
box. The 163-VAC power from the aux in- touching the windshield. If an over tempera-
verter interlock box is normally supplied by ture condition is suspected, and the wind-
the left and right inverters. However, if ei- shield does not cool off, the relay box has not
ther of those inverters is inoperative, the removed electrical power from the heating el-
auxiliary inverter may be used to supply 163- ement and the system should be turned off.
VAC power in its place.
A windshield temperature of 90° F or below
The windshield defog relay box directs the is common when the defog system is first
163-VAC power to the heating elements in the turned on, and the annunciator light illumi-
windshield. Each heating element is a thin, gold nates. However, the light should soon extin-
film, laminated in the windshield. Normally, guish as the windshield warms up.
the left inverter powers the element on the left
side and the right inverter powers the element The L or R WSHLD DEFOG annunciator lights
on the right side. However, if selected, the aux- illuminate in the event of an under, or over, heat
iliary inverter may power either side. Both condition, as explained above. They also il-
heating elements are turned on and off together, luminate with loss of DC or AC electrical
but, once operating, the two elements are con- power if the defog system switch is in the
trolled separately by the relay box. WSHLD DEFOG position.
There are two temperature sensors on each The electric windshield defog system uses
side of the windshield. One sensor is set to 163-VAC power as explained previously. DC
look for a windshield temperature of approx- control power for the system is provided by the
imately 110° F. When the windshield reaches L and R WSHLD DEFOG circuit breakers from
110° F, the sensor signals the relay box which the L and R DC BUS 3. The circuit breakers
removes electrical power from the heating el- are located in the ANTI-ICE group on the
ement on that side. As the temperature cools, pilot’s and copilot’s circuit-breaker panels.

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L WS R WS
DEFOG DEFOG

WINDSHIELD DEFOG RELAY BOX
BELOW 90/ABOVE 150˚ BELOW 90/ABOVE 150˚
110˚ F 110˚F
LEFT RIGHT
L WSHLD L WSHLD
DEFOG WSHLD DEFOG
OFF
DEFOG
WSHLD DEFOG SWITCH
LEFT
AUX INV
RIGHT SWITCH
OFF
AUX INVERTER
INTERLOCK BOX
LEFT AUX RIGHT

Figure 10-7. Model 31A Windshield Defog System

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WINDSHIELD/RADOME approximately 2 hours and 9 minutes. With

WSHLD RADOME, or ALCOHOL WS/RAD
ALCOHOL ANTI-ICE SYSTEM selected, the duration of the supply is reduced
The alcohol anti-ice system is shown in Fig- to approximately 45 minutes.
ure 10-8. It is designed to prevent ice forma-
tion on the radome and may be used to anti-ice A float switch in the reservoir illuminates an
the pilot’s windshield if the normal bleed air amber annunciator light when the reservoir
anti-ice system is not available. is empty. The light is labeled ALC AI on
Model 31 airplanes and ALC LOW on Model
The system is controlled by a yellow, three-po- 31As. The light stays on, even if the switch
sition switch on the anti-ice control panel. On is off, as a reminder to service the reservoir.
Model 31 airplanes, the switch is labeled “OFF-
RAD-WSHLD RADOME.” On Model 31A air- DC electrical power for the alcohol anti-ice
planes, it is labeled “OFF-RAD-ALCOHOL system is provided by the ALC SYS circuit
WS/RAD.” When the switch is positioned to breaker on the right DC BUS 3. On Model 31A
RAD, WSHLD RADOME or ALCOHOL airplanes it is located in the ANTI-ICE group
WS/RAD, an alcohol pressure regulator and on the copilot’s circuit breaker panel.
shutoff valve is energized open. This allows
servo air pressure, from the servo air manifold
(see Chapter 9, Pneumatics) to an alcohol reser- WING AND HORIZONTAL
voir located in the forward left side of the nose STABILIZER ANTI-ICE SYSTEM
compartment. Servo air pressure forces the al-
cohol in the reservoir, through a filter, to a three- General
way valve. If RAD has been selected on the
switch, the three-way valve directs alcohol only Bleed air is used for anti-icing on the wing
over the front of the radome. If WSHLD leading edges, while the leading edges of the
RADOME, or ALCOHOL WS/RAD, has been horizontal stabilizer are electrically heated
selected, the three-way valve directs alcohol for anti-icing. The wing and stabilizer anti-
over the front of the radome and over the pilot’s icing systems operate independently but both
side of the windshield. are controlled by a single, two-position (OFF-
STAB WING HEAT) switch on the anti-ice
If the RAD position is selected, a fully serviced control panel.
reservoir should supply radome anti-icing for

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MODEL 31 MODEL 31A
WSHLD ALCOHOL
R RADOME R WS/RAD
A A
D D
OFF OFF
HP
ENGINE
BLEED AIR
ALCOHOL RESERVOIR
ALC
AI MODEL 31
ALC HP
MODEL 31A ENGINE
LOW
BLEED AIR
PNEUMATIC AIR PRESSURE

ELECTRICAL
ALCOHOL SUPPLY
CHECK VALVE
OVERBOARD VENT
PRESSURE RELIEF VALVE
REGULATED AIR PRESSURE
ALCOHOL PRESSURE REGULATOR

AND SHUTOFF VALVE (NC) FILTER
THREE-WAY VALVE
FLOAT SWITCH
Figure 10-8. Alcohol Anti-ice System

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Wing Anti-Ice System the temperature being sensed by a temperature

sensor located inside the left wing leading
The wing anti-ice system is shown in Figure edge and is color-coded as follows:
10-9. When the STAB WING HEAT switch
is positioned to STAB WING HEAT, a wing • Blue—Danger of icing in visible moisture
anti-ice shutoff valve is energized and opens.
The wing anti-ice shutoff valve is spring- • Green—Normal operation
loaded closed; with the switch off, or with
loss of DC electrical power, the valve closes. • Red—Possible overheat condition
With the wing anti-ice shutoff valve open, The red, WING OV HEAT annunciator light
bleed air, from the regulated bleed air mani- is controlled by a separate temperature sensor,
fold in the tail compartment, is routed through located inside the right wing leading edge. It
piccolo tubes in the leading edges of each illuminates if the wing temperature reaches
wing. The wing anti-ice bleed air is then ex- 215° F or above.
hausted overboard through the wheel wells.
The wing anti-ice system will not shut down in
A WING TEMP indicator and a red, WING OV the event of an overheat. The crew must mon-
HT annunciator light are provided to monitor itor the WING TEMP indicator and WING OV
the wing anti-icing system. The WING TEMP HT annunciator light and reduce power, or turn
indicator is located on the lower, center in- off the system, to prevent overheat damage.
strument panel on 31-002 through 31-034. It
is located on the anti-ice control panel on Wing anti-ice is not available when both emer-
Model 31A airplanes. The indicator indicates gency pressurization valves are in emergency.
W
I
N
G
WING
T
E
OV HT
M
P
STAB
WING
HEAT
WING ANTI-ICE
OFF SHUTOFF VALVE
(NC)
Figure 10-9. Wing Anti-ice System

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The wing anti-icing system uses DC electri- approximately every 15 seconds, as the se-
cal power from the WING HT circuit breaker quence timer steps from one heating element to
on the right DC BUS 3. On Model 31A air- the next. These amperage drops provide an in-
planes, the circuit breaker is located in the dication of proper system operation.
ANTI-ICE group on the copilot’s circuit-
breaker panel. If the airplane is on the ground (right main
landing gear squat switch in ground mode),
when the STAB WING HEAT switch is posi-
Stabilizer Anti-Ice System tioned to STAB WING HEAT the power relay
does not close and the stabilizer anti-icing
The horizontal stabilizer anti-icing system is
system is inoperative. However, the STAB
shown in Figure 10-10. It uses electrically
HT annunciator light illuminates to indicate
heated elements, embedded in rubberized blan-
the switch is in the STAB WING HEAT posi-
kets, on the leading edge of both sides of the
tion and the left parting element is not being
horizontal stabilizer. Each blanket contains
powered. This is a normal indication.
7 elements; a parting element at the leading
edge and 3 elements above and below the part-
The power relay is deenergized and opens
ing element.
when either START/GEN switch is positioned
to START or if both engine-driven generators
The system is controlled by the same STAB
are inoperative.
WING HEAT switch, on the anti-ice control
panel, used to control the wing anti-ice sys-
DC electrical power to the heating elements
tem. An amber, STAB HT annunciator light
is provided from the battery charging bus
is provided to monitor the stabilizer anti-icing
through a 130 amp current limiter. Control
system. The STAB HT annunciator light il-
power is provided by the STAB HT circuit
luminates when the switch is in the STAB
breaker on the right DC BUS 3. On Model 31A
WING HEAT position and no electrical power
airplanes, the circuit breaker is located in the
is being applied to the left parting element.
ANTI-ICE group on the copilot’s circuit-
breaker panel.
When the STAB WING HEAT switch is posi-
tioned to STAB WING HEAT, DC control
power is applied to the FREON/STAB HEAT
relay box. The FREON/STAB HEAT relay
PITOT/STATIC, STALL VANE
box will energize a power relay closed if the AND TOTAL AIR
following conditions exist: TEMPERATURE (TAT) PROBE
ANTI-ICING
1. Right main landing gear squat switch
is in air mode. The pitot/static probes, stall vanes and the
TAT probe are electrically heated for anti-
2. At least one engine-driven generator icing. The system is controlled by the green,
is operating. L and R PITOT HEAT switches on the anti-ice
control panel. When either switch is turned
3. Neither START/GEN switch is posi- on (L or R position), the pitot/static probe and
tioned to START. stall vane heating elements on that side are
powered. Additionally, when the R PITOT
When the power relay closes, DC electrical HEAT switch is turned on, the TAT probe heat-
power is applied continuously to both parting ing element is powered.
elements and to a sequence timer. The sequence
timer powers each of the remaining elements, An amber, PITOT HT annunciator light is pro-
individually, for approximately 15 seconds each. vided to monitor the system. When illumi-
This causes a momentary drop in DC amperage, nated, the light indicates no current flow to at

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STAB
HEAT 8 9
7
LEFT
HORIZONTAL STAB
1
2 3
11 12
10
RIGHT
HORIZONTAL STAB
4
5 6
12
11 1
10 2
STEP 3
9
TIMER
8 4
7 5
6
RIGHT MAIN LANDING GEAR

SQUAT SWITCH AIR MODE
FREON/STAB HEAT
RELAY BOX
STAB
WING
HEAT
ENGINE DRIVEN GENERATOR ON SW
STAB
HT CB
NEITHER START/GEN
SWITCH IN START
RIGHT
DC BUS 3
130A
LH LH GEN RH GEN RH
BAT CHG BUS
GEN BUS BUS GEN
275 275
A A
Figure 10-10. Stabilizer Anti-ice System

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least one pitot/static probe heating element.

The light does not monitor the stall vane or TAT
probe heating elements.
DC electrical power for pitot/static probe anti-

ice is provided by circuit breakers labeled “L”
and “R PITOT HT” or “PITOT HEAT.” On
Model 31 airplanes, they are located on the L
and R DC BUS 3. On Model 31A airplanes,
they are located on the L and R DC EMER-
GENCY BUS. DC electrical power for stall
vane anti-ice is provided by the L and R STALL
VANE HTR circuit breakers on the L and R DC
BUS 2. DC electrical power for TAT probe
anti-ice is provided by the TAT PROBE HTR
circuit breaker on the L DC BUS 1. On Model
31A airplanes, the circuit breakers are located
in the ANTI-ICE group on the pilot’s and copi-
lot’s circuit breaker panels.

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QUESTIONS
1. Bleed air is used to anti-ice the: 6. With both NAC HEAT switches OFF, an
A. Pitot/static probes illuminated, amber NAC HT/ENG ICE
light indicates:
B. P T2 /T T2 probes
C. Wing leading edges A. The system is operating normally.
D. Horizontal stabilizer leading edges B. Bleed-air pressure is being applied to
the system.
2. Anti-icing equipment should be turned C. Bleed-air pressure is not being ap-
on: plied to the system.
D. None of the above
A. When in icing conditions
B. Before entering icing conditions
7. The exterior windshield defog, anti-ice
C. Before taxi and rain removal system uses:
D. During climbout
A. 230-VAC power
B. 163-VAC power
3. Maintain at least % fan speed (N 1 )
or above for effective anti-icing. C. 115-VAC power
D. Engine bleed-air pressure
A. 40
B. 50
8. With the exterior windshield defog, anti-
C. 60 ice and rain removal system operating, the
D. 70 airflow stops, the green WSHLD HT light
extinguishes but the red WSHLD OV HT
4. The windshield ice detection lights illu- light does not illuminate. This indicates:
minate when: A. A low-voltage condition
A. DC electrical power is applied to the B. A high limit thermoswitch has shut the
airplane. system down.
B. AC electrical power is applied to the C. A low limit thermoswitch has shut the
airplane. system down.
C. Both DC and AC electrical power are D. Excess bleed-air pressure to the system
applied to the airplane.
D. T h e m a i n a i r p l a n e b a t t e r i e s a r e 9. The internal windshield defog system
installed. uses:
A. 230-VAC power
5. When the NAC HEAT switches are turned
B. 163-VAC power
on (L and R position), the are
anti-iced. C. An electrically heated coil and the
Freon air conditioning system
A. Nacelle inlets
D. Engine bleed-air pressure
B. EPR probes
C. P T2 /T T2 probes
D. Both A and C

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10. The alcohol anti-ice system may be used 13. The L and R PITOT HEAT switches sup-
to anti-ice the: ply heating element power for:
A. Radome A. The stall vanes
B. Copilot’s windshield B. The pitot/static probes
C. Pilot’s windshield C. The TAT probe
D. Both A and C D. All of the above
11. On the ground, with the STAB WING 14. With the loss of airplane electrical power,
HEAT switch in the STAB WING HEAT anti-icing will be lost on:
position, an illuminated, amber STAB A. All systems
HT light indicates:
B. Pitot/static probes only
A. The horizontal stabilizer is being C. All systems except nacelle heat
anti-iced.
D. All systems except wing anti-ice
B. The horizontal stabilizer is not being
anti-iced.
C. A normal condition
D. Both B and C
12. When the red WING OV HT light illu-

minates the crew should:
A. No action is required; the system is
automatic.
B. P o s i t i o n t h e S TA B W I N G H E AT
switch to STAB.
C. P o s i t i o n t h e S TA B W I N G H E AT
switch to OFF.
D. Position the BLEED AIR switches to
OFF.

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL ............................................................................................................................ 11-1
ENGINE BLEED-AIR CONDITIONING AND DISTRIBUTION ..................................... 11-1
General........................................................................................................................... 11-1
Flow Control Valve ........................................................................................................ 11-2
Hot Air Bypass Valve (H-Valve).................................................................................... 11-2
Ram-Air Heat Exchanger............................................................................................... 11-5
Ram-Air Ventilation....................................................................................................... 11-5
Cabin and Cockpit Bleed-Air Distribution .................................................................... 11-5
AUXILIARY AIR-CONDITIONING SYSTEMS................................................................ 11-7
General........................................................................................................................... 11-7
Cabin Blower and Evaporator Assembly....................................................................... 11-7
Cabin Blower Operation ................................................................................................ 11-7
Cockpit/Crew Fan Operation ......................................................................................... 11-9
Auxiliary Cooling System ............................................................................................. 11-9
Auxiliary Heat Systems ............................................................................................... 11-12
QUESTIONS....................................................................................................................... 11-16

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ILLUSTRATIONS
Figure Title Page
11-1 Engine Bleed-Air Conditioning System................................................................. 11-3
11-2 Air-Conditioning Controls and Indicators.............................................................. 11-4
11-3 Conditioned Bleed-Air Distribution ....................................................................... 11-6
11-4 Cabin Blower and Evaporator Assembly ............................................................... 11-8
11-5 Cockpit/Crew Fan Air Distribution ........................................................................ 11-9
11-6 Freon Air-Conditioning System ........................................................................... 11-10
11-7 Cabin Blower Switch............................................................................................ 11-11
11-8 Auxiliary Cabin Heat ........................................................................................... 11-12
11-9 Auxiliary Cockpit Heat ........................................................................................ 11-14
Revision 1 FOR TRAINING PURPOSES ONLY 11-iii

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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
Air conditioning in the Learjet 31/31A is furnished primarily by regulated engine bleed air,
which is temperature controlled and distributed throughout the cabin and cockpit areas. This
is the same bleed air that is used for cabin pressurization. Additional cooling and heating
is provided by a Freon air conditioning system and auxiliary electrical heat systems.
GENERAL ENGINE BLEED-AIR

Primary heating and cooling is accomplished CONDITIONING AND
by controlling the temperature of the bleed DISTRIBUTION
air entering the cabin by circulating it through
an air-to-air heat exchanger. Additional cool-
ing, by the Freon air conditioning system, is GENERAL
available on the ground and in flight up to This section explains how the engine bleed air
35,000 feet. Additional heating, by the aux- is conditioned, before it enters the cabin, be-
iliary electrical heat systems, is available on ginning at the flow control valve. Chapter 9,
the ground and in flight at any altitude. “Pneumatics,” describes how bleed air is

supplied to the flow control valve. Chapter 12, cated in the bleed-air duct between the ven-
“Pressurization,” describes how conditioned turi and a heat exchanger (Figure 11-1). Its
bleed air is used for cabin pressurization. purpose is to control cabin temperature by di-
recting bleed air through the heat exchanger
Regulated engine bleed air, from a manifold for cooling and allowing some bleed air to
in the tailcone, is ducted to the flow control bypass the heat exchanger. A mixture of the
valve (Figure 11-1) which controls airflow two airflows is then directed into the cabin.
into the cabin. From the flow control valve, The hot air bypass valve is pneumatically con-
the bleed air is routed through a hot air bypass trolled and actuated by servo bleed-air pres-
valve and a ram-air heat exchanger before it s u r e . T h e va l ve i s s p r i n g - l o a d e d t o t h e
enters the cabin. full-cold position.
The hot air bypass valve may be controlled au-

FLOW CONTROL VALVE tomatically or manually by controls on the
CABIN CLIMATE panel, located on the copi-
The flow control valve is an electrically con- lot’s lower instrument panel (Figure 11-2).
trolled, pneumatically actuated valve which The AUTO–MAN knob is used to select au-
controls the flow of bleed air into the cabin. tomatic or manual operation of the hot air by-
It is controlled by the two-position (OFF–ON) pass valve. The COLD–HOT knob is used to
CABIN AIR switch on the pressurization con- adjust the temperature during either automatic
trol module (Figure 11-2). When the CABIN or manual operation.
AIR switch is OFF, a solenoid valve, on the
flow control valve, is energized and opens. With the AUTO–MAN knob in the AUTO po-
With the solenoid valve open, servo air pres- sition, and a temperature set on the
sure closes the flow control valve, stopping air- COLD–HOT knob, the hot air bypass valve re-
flow into the cabin. With the CABIN AIR sponds to signals from two temperature sen-
switch ON, the solenoid valve is deenergized sors; a cabin temperature sensor and a duct
and closes. This shuts off the servo air that had temperature sensor. Based on signals from
been holding the flow control valve closed. these sensors, the hot air bypass valve modu-
The flow control valve then opens and allows lates automatically to maintain the desired
airflow into the cabin. Once the flow control cabin temperature.
valve opens, it begins to modulate pneumati-
cally by sensing changes in pressure across a With the AUTO–MAN knob in the MAN po-
venturi located downstream. The flow control sition, the signals from the temperature sen-
valve then smooths out surges in pressure that sors are cut out. Then, using the COLD–HOT
might occur and provides overpressure pro- knob, the hot air bypass valve may be set to
tection for the other components of the air- any desired position.
conditioning system.
During either automatic or manual operation,
DC power for the flow control valve is pro- the position of the hot air bypass valve is
vided by the CABIN AIR circuit breaker on the shown on the TEMP CONT indicator (Figure
left DC BUS 3. On Model 31A airplanes, the 11-2). With the indicator in full cold, all the
circuit breaker is located in the environment bleed air is being routed through the heat ex-
group on the pilot’s circuit-breaker panel. changer. With the indicator in full hot, all the
bleed air is bypassing the heat exchanger. In
any intermediate setting, some of the bleed air
HOT AIR BYPASS VALVE is routed through the heat exchanger and some
(H-VALVE) of the air is bypassing it.
A hot air bypass valve, sometimes called the The TEMP CONT indicator uses DC electrical
“H-valve” or temperature control valve, is lo- power. On Model 31 airplanes, it is powered

INTERNAL DEFOG
OUTLETS LEGEND
BLEED AIR
CREW OUTLETS
FOOTWARMER OUTLET RAM AIR
CONDITIONED BLEED AIR
SERVO AIR
TO SENSER
BLOWER MOTOR
CABIN
TEMP AUX
SENSOR DEFOG/CREW
CABIN AIR DIFFUSERS HEATER
(TYPICAL)
BAGGAGE COMPARTMENT
AIR DIFFUSER
AIR DISTRIBUTION
CHECK VALVES
EMERGENCY
CHECK VALVES PRESSURIZATION
VALVE
ON
HP
SERVO BLEED AIR BLEED AIR CAB HP
AIR
BLEED (LEFT ENGINE) (RIGHT ENGINE) SERVO
AIR OFF
BLEED
DUCT TEMP AIR
LIMITER FLOW CONTROL VALVE
AUTO MAN
DUCT TEMP
SENSOR
MODEL 31 RAM-AIR CHECK HOT 90 OH
VALVE T C
A
T
T
E E
AUTO MAN M B M
80
RAM AIR IN HOT AIR BYPASS P I
N
P
(H-VALVE) C T
C
COLD HOT 70 O
O E N
N M C T
T P O
L
COLD 60 D
RAM AIR OUT
HEAT EXCHANGER MODEL MODEL

COLD HOT 31 31A
MODEL 31A
Figure 11-1. Engine Bleed-Air Conditioning System

CABIN COCKPIT
BLOWER AIR
MODEL 31 AIRPLANES
OFF OFF
AUX HT
CAB &
CREW C
R
E
W
W/S AUX OFF
90
DEFOG 60 70 80
C HEAT CA
BIN TE MP
K WITH ELECTRICALLY
P
T HEATED WINDSHIELD
OFF
CABIN CLIMATE
AUTO MAN
WITHOUT HOT
ON AUX HT
T
E HI
ELECTRICALLY M CAB O
HEATED P AIR F
WINDSHIELD F
C LO
O
N
T
COLD
COOL
O WITHOUT ELECTRICALLY
F
F HEATED WINDSHIELD
FAN
COLD HOT
90 OH
C T
T
A E
B M
I 80
MODEL 31A AIRPLANES P
N
C
T 70 O
E N
M C T
P O
L
60 D
CABIN CLIMATE
CREW
AUTO MAN COOL FAN
OFF
ON AUX HT
CAB & CABIN
CAB CREW C FAN
AIR R
E
W
OFF
COLD HOT
Figure 11-2. Air-Conditioning Controls and Indicators

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by the TEMP CONT IND circuit breaker on be no ram air to cool the bleed air, possible
the left DC BUS 1. On Model 31A airplanes, damage to the air-conditioning system com-
the circuit breaker is labeled CAB TEMP & ponents could result.
CONT IND. It is on the right DC BUS 2 and
located in the ENVIRONMENT group on the
copilot’s circuit-breaker panel. RAM-AIR VENTILATION
In the event of a duct overheat, during man- If the airplane is unpressurized in flight, air
ual or automatic operation, a duct temperature for circulation and ventilation of the cabin
limiter, downstream of the duct temperature and cockpit areas is provided by ram air, which
sensor, shuts off servo air pressure to the hot is ducted into the conditioned bleed-air dis-
air bypass valve (Figure 11-1). This allows the tribution system.
spring- loaded hot air bypass valve to move to
the full cold position, and directs all bleed air During normal operation, a one-way check
through the heat exchanger. valve in the connecting ram-air duct prevents
loss of conditioned pressurization bleed air
A remote CABIN TEMP indicator, on the in- through the ram-air inlet (Figure 11-1).
strument panel, indicates the temperature
being sensed by the cabin temperature sensor
(Figure 11-2). The indicator uses DC electrical CABIN AND COCKPIT BLEED-
power. On Model 31 airplanes, the power is AIR DISTRIBUTION
provided by the CABIN TEMP IND circuit
breaker on the left DC BUS 1. On Model 31A Bleed-air distribution to the cabin and cock-
airplanes, the circuit breaker is labeled “CAB pit areas is shown in Figure 11-3. The con-
TEMP & CONT IND.” It is on the right DC ditioned air is routed from the tailcone into the
BUS 2 and located in the ENVIRONMENT cabin area through two ducts, one on each
group on the copilot’s circuit-breaker panel. side of the cabin. The left duct ends at the entry
door. The right duct continues forward into
the cockpit.
RAM-AIR HEAT EXCHANGER
One-way, air distribution check valves are lo-
The ram-air heat exchanger is located inside cated at the aft end of each duct. These
the tailcone (Figure 11-1). In the heat ex- valves allow air from the bleed air condi-
changer, bleed air is cooled by ram-air drawn tioning system (or emergency pressuriza-
in through the ram-air inlet in the dorsal fin. tion valves) to flow into the cabin. They do
The ram air then exhausts overboard through not allow air from the cabin to escape into
a port in the lower left side of the fuselage. The the tailcone in the event of a bleed-air con-
bleed air and ram air do not physically mix in ditioning system malfunction.
the heat exchanger.
The cooled bleed air from the heat exchanger Cabin Air Distribution
is ducted back to the bypass side of the hot air
bypass valve where it mixes with hot bypassed Cabin air distribution is furnished by diffusers,
bleed air. The resulting conditioned air is installed along the two ducts, which direct
then directed into the cabin and cockpit dis- airflow toward the floor.
tribution system.
If one emergency pressurization valve is po-
When the airplane is on the ground, the en- sitioned to emergency, all bleed air from that
gines should not be operated above idle for engine is routed directly into that side’s cabin
long periods with the CABIN AIR and distribution duct, and temperature control of
BLEED AIR switches ON. Since there would that air is lost. However, bleed air from the

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AIR DISTRIBUTION
CHECK VALVES
AUX DEFOG/COCKPIT HEATER
Figure 11-3. Conditioned Bleed-Air Distribution

opposite engine is still available to the normal Cockpit Air Distribution
bleed air conditioning system. One-way check
valves in the normal distribution ducting pre- Cockpit air distribution is provided by duct-
vent the emergency airflow from being lost ing connected to the forward end of the right-
through the normal distribution system. hand cabin duct. Four outlets (two on each side
of the cockpit), located on the sidewall pan-
If both emergency valves are positioned to els and adjacent to the outboard rudder ped-
emergency, all bleed air from both engines als, enable the pilots to control and direct the
is routed directly into the respective left and airflow as desired. A footwarmer diffuser,
right distribution ducts. Temperature con- located below the instrument panel just for-
trol is lost. See Chapter 9, “Pneumatics,” for ward of the center pedestal, directs condi-
additional information on the emergency tioned air along the center floor. Two piccolo
pressurization valves. tubes installed vertically on each side of the

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windshield center post direct a continuous compartment (Figure 11-4). It includes the
flow of conditioned air across the forward cabin blower and ducting, the cockpit fan, the
section of each pilot’s windshield for interior Freon system evaporator, the electrical cabin
windshield defogging. heating elements and two electrically controlled
and actuated diverter doors.
On airplanes without electrically heated wind-
shields, an electrically heated coil is installed
in the right-hand bleed-air duct as it enters the CABIN BLOWER OPERATION
cockpit. This coil is part of the auxiliary defog
system explained in Chapter 10 “Ice and Rain The cabin blower consists of two squirrel-
Protection.” It is also used for auxiliary cock- cage fans driven by a single DC motor and
pit heating as explained later in this chapter. may be used to circulate air in the cabin. It
is also used during operation of the Freon air
On airplanes with electrically heated wind- conditioning and cabin auxiliary heating sys-
shields, the same electrically heated coil is in- tems, described later in this section.
stalled. However, it is part of the auxiliary crew
heating system, explained later in this chapter. On Model 31 airplanes, to circulate air in the
cabin, the cabin blower is turned on by se-
On all airplanes, for maximum interior lecting FAN on the three position (COOL-
windshield defogging, all four cockpit air outlets OFF-FAN) switch located on the CABIN
should be closed to direct the maximum amount CLIMATE panel (Figure 11-2). The blower
of conditioned bleed air to the windshield will start, draw air from the baggage com-
piccolo tubes. partment area and direct it into the cabin
through a louvered grille at the front of the
ducts. With FAN selected, the speed of the
c a b i n b l ow e r m a y b e c o n t r o l l e d b y t h e
AUXILIARY AIR- CABIN BLOWER rheostat located on the
CONDITIONING copilot’s sidewall. Electrical power for the
cabin blower is provided by the CABIN FAN
SYSTEMS circuit breaker on the left DC BUS 1.
On Model 31A airplanes, to circulate air in

GENERAL the cabin, the cabin blower is turned on by
Auxiliary air-conditioning systems include rotating the CABIN FAN rheostat, located on
blowers to circulate air in the cabin and cock- the CABIN CLIMATE panel (Figure 11-2),
pit, a Freon air-conditioning system for ad- clockwise, out of the off (full counterclock-
ditional cooling and electrical auxiliary wise) detent. The blower will start, draw
heating systems. air from the baggage compartment area and
direct it into the cabin through a louvered
If a ground power unit is available, the Freon grille at the front of the ducts. The speed of
air-conditioning and electrical auxiliary heat- the cabin blower may be controlled by the
ing systems may be used to precool or preheat CABIN FAN rheostat. Electrical power for
the cabin before engine start. the cabin blower is provided by the CREW
& CABIN FAN circuit breaker on the left
DC BUS 1. The circuit breaker is located in
CABIN BLOWER AND the environment group on the pilot’s circuit-
EVAPORATOR ASSEMBLY breaker panel.
The cabin blower and evaporator assembly is in-

stalled in the cabin ceiling above the baggage

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CABIN BLOWER
FREON
EVAPORATOR
COCKPIT/CREW FAN
DIVERTER DOORS
AUX CABIN HEATING ELEMENT
Figure 11-4. Cabin Blower and Evaporator Assembly

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COCKPIT/CREW FAN copilot’s sidewall which has an off detent at the

full counterclockwise position (Figure 11-2).
OPERATION Electrical power for the fan is provided by the
The cockpit/crew fan is located between the CABIN FAN circuit breaker on the left DC
two ducts forward of the cabin blower. This BUS 1.
fan also draws air from the baggage compart-
ment area, but its output is furnished directly On Model 31A airplanes, the cockpit/crew
to four small ducts concealed in the cabin fan is controlled by the CREW FAN rheostat
overhead paneling. Two of these ducts run di- on the CABIN CLIMATE panel which has an
rectly to two louvered overhead outlets in the off detent at the full counterclockwise posi-
cockpit (Figure 11-5). The other two ducts tion (Figure 11-2). Electrical power for the fan
(one on each side) are connected to individ- is provided by the CREW & CABIN FAN cir-
ual overhead air outlets above each of the pas- cuit breaker on the left DC BUS 1. The cir-
senger seats (Figure 11-5). cuit breaker is located in the ENVIRONMENT
group on the pilot’s circuit-breaker panel.
The fan motor is cooled by the air it moves
through the ducting. The cockpit/crew fan
should not be operated with all the cockpit AUXILIARY COOLING SYSTEM
and overhead outlets closed. No cooling air-
flow for the motor would be available and the A Freon air-conditioning system is installed
motor could overheat. to provide additional cooling for ground and
in-flight operations. It can also be used to de-
On Model 31 airplanes, the cockpit/crew fan is humidify the cabin.
controlled by the COCKPIT AIR rheostat on the
COCKPIT/CREW FAN
PASSENGER OVERHEAD
AIR OUTLET
COCKPIT OVERHEAD
AIR OUTLETS
Figure 11-5. Cockpit/Crew Fan Air Distribution

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TO CABIN COOL
COCKPIT AIR CABIN BLOWER
OFF
FAN
HIGH
COCKPIT
PRESSURE
FAN
LOW FREON VAPOR
BLOWER PRESSURE PRESSURE SWITCH
VAPOR
COMPRESSOR
EVAPORATOR
AIRFLOW
LOW PRESSURE PRESSURE
LIQUID REGULATOR
COMPRESSOR
MOTOR
EXPANSION VALVE
HIGH
PRESSURE CONDENSOR
DEHYDRATOR
LIQUID
MODEL 31 AIRPLANES
TO CABIN CREW CABIN

COOL
FAN FAN
OFF
HIGH
COCKPIT PRESSURE
FAN FREON VAPOR
LOW PRESSURE SWITCH
BLOWER PRESSURE
VAPOR
COMPRESSOR
EVAPORATOR
AIRFLOW
PRESSURE
REGULATOR
LOW PRESSURE COMPRESSOR
LIQUID MOTOR
EXPANSION VALVE
HIGH
CONDENSOR
DEHYDRATOR PRESSURE
LIQUID
MODEL 31A AIRPLANES
Figure 11-6. Freon Air-Conditioning System

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The system components are shown in Figure grille. When the OFF position is selected,
11-6. They include the cabin blower and evap- the diverter doors open to block airflow into
orator, located above the baggage compart- the cabin and divert it up (through openings
ment, and the compressor, compressor motor in the top of the duct) into the space between
and condenser located inside the tailcone. The the headliner and airplane skin.
compressor motor is cooled by air from the tail-
cone ventilation airscoop on the left side of the
fuselage.
Operation
Because of the high amperage required by the
compressor motor, the motor will not start
with only airplane battery power available.
Either a ground power unit or an engine-driven
generator must be supplying power before the
compressor motor will start.
The compressor motor automatically shuts

down when a START–GEN switch is posi-
tioned to START. However, it is recommended Figure 11-7. Cabin Blower Switch
that the Freon air conditioning system be
turned off during engine start to avoid possi-
ble 275-amp current limiter failure. If the Freon air conditioning system is being
used to precool the cabin before engine start,
On Model 31 airplanes, the system is turned the crew should ensure the CABIN BLOWER
on by selecting the COOL position on the switch is in the ON position. If it is OFF, the
FA N – O F F – C O O L s w i t c h l o c a t e d o n t h e cold air is diverted above the headliner and the
CABIN CLIMATE panel (Figure 11-2). On cabin is not cooled.
Model 31A airplanes, the system is turned on
by selecting COOL on the COOL–OFF switch The CABIN BLOWER switch under the grille
located on the CABIN CLIMATE panel (Fig- controls the diverter doors, as described above.
ure 11-2). However, on airplanes without electrically
heated windshields, the diverter doors also
In either case, DC power is applied to the com- open when the Freon air-conditioning system
pressor motor and the cabin blower motor. comes on during operation of the AUX DEFOG
The cabin blower operates at maximum speed system. See Chapter 10, “Ice and Rain Pro-
with the air conditioning system on and the tection” for additional information on the
CABIN BLOWER, or CABIN FAN rheostats AUX DEFOG system.
are inoperative.
The cockpit/crew fan may be used with the
The evaporator cools the air drawn through Freon air-conditioning system to provide ad-
it by the cabin blower. The cool air is directed ditional circulation of cool air.
forward into two ducts in which the diverter
doors are installed. The diverter doors, one For maximum cooling effectiveness on the
on top of each duct, are electrically con- ground with the engines running, the CABIN
trolled and actuated by a two-position (OFF- AIR switch should be off to keep warm bleed
ON) CABIN BLOWER switch located under air from entering the cabin.
the louvered grille above the divan (Figure
11-7). With the switch positioned to ON, the The Freon air-conditioning system should be
diverter doors close and the cool airflow is turned off in flight above 35,000 feet. Addi-
directed into the cabin through the louvered tionally, the Freon air-conditioning system

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should not be turned on during takeoff or land- Auxiliary Cabin Heat System
ing. The resulting initial voltage drop may
cause the antiskid system to dump brake pres- General
sure for 2 to 3 seconds. The auxiliary cabin heat system uses the cabin
blower to circulate heated air. It also incorporates
The Freon air-conditioning compressor motor two, dual-coil heating elements, one located in
is powered by the battery charging bus through each of the cabin blower ducts (Figure 11-8).
a 150 amp current limiter. Control power for Each heating element contains a thermoswitch set
the Freon air-conditioning system is provided for high and low limits (150° F and 125° F), and
by the FREON circuit breaker. On 31-002 a thermal fuse for overheat protection.
through 31-013, the circuit breaker is on the
left DC BUS 1. On 31-014 and subsequent, it Operation
is on the left DC BUS 3. On Model 31A air-
planes, the circuit breaker is located in the Because of the high amperage required by the
environment group on the pilot’s circuit- heating coils, they cannot be powered with
breaker panel. only airplane battery power. Either a ground
power unit or an engine-driven generator must
be supplying power to operate the auxiliary
AUXILIARY HEAT SYSTEMS cabin heat system.
Two electric auxiliary heat systems are avail- The auxiliary cabin heat system automati-
able; one for the cabin and one for the cock- cally shuts down when a START–GEN switch
pit. Both systems may be used to provide is positioned to START. However, it is rec-
additional heating on the ground or in flight. ommended that the system be turned off
EVAPORATOR AND
BLOWER ASSEMBLY
HEATER COILS
THERMAL FUSE
THERMOSWITCH
(HIGH LIMIT—150°F)
(LOW LIMIT—125°F)
HEATING ELEMENTS
W
FLO
AIR
HEATER ELEMENT
Figure 11-8. Auxiliary Cabin Heat

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during engine start to avoid possible 275-amp • Heating coils are powered.
current limiter failure.
• CABIN BLOWER/CABIN FAN rheo-
The Freon air-conditioning system has prior- stat is inoperative.
ity over the auxiliary cabin heat system. If the
Freon system is operating, the auxiliary cabin Initially, the cabin blower runs at one-tenth of
heat is inoperative. If the auxiliary cabin heat its normal speed until one of the ther-
system is operating, turning on the Freon sys- moswitches senses a high limit. At that time,
tem turns off the auxiliary cabin heat system. the cabin blower comes up to full speed and
electrical power to the heating coils is re-
On airplanes without electrically heated wind- moved. The coils cool until the thermoswitch
shields, the auxiliary cabin heat system is con- senses a low limit. Electrical power is then
trolled by a three-position (LO–OFF–HI) AUX reapplied to the heating coils and they continue
HT switch on the copilot’s lower, right switch to cycle, on and off, between the high and low
panel (Figure 11-2). Selecting the LO posi- limits controlled by the thermoswitch. The
tion powers one heating coil on each element. cabin blower continues to operate at full speed
The HI position powers all four coils. as long as the auxiliary cabin heat system is
in operation.
On airplanes with electrically heated wind-
shields, the cabin auxiliary heat system is con- DC electrical power to the heating coils is
trolled by a three-position (OFF–CREW–CAB provided by the same 150-amp current limiter
& CREW) AUX HT switch. On Model 31 air- on the battery charging bus used to power the
planes, the switch is located on the copilot’s Freon air-conditioning compressor motor.
lower, right switch panel. On Model 31A air-
planes, the switch is located on the CABIN Control power for the auxiliary cabin heating
CLIMATE panel (Figure 11-2). The CREW system is provided by the AUX CABIN HEAT
position of the switch energizes the crew aux-
circuit breaker. On airplanes without electri-
iliary heater explained later in this section. Se-
lecting the CAB & CREW position energizes cally heated windshields, the circuit breaker
all four auxiliary cabin heating coils; there is is on the left DC BUS 3. On airplanes with
no low heat option. electrically heated windshields, the circuit
breaker is powered from the battery charging
When the auxiliary cabin heat is on, the: bus. On Model 31 airplanes it may be located
on left DC BUS 2 or DC BUS 3 row. On Model
• Diverter doors close, if open. 31A airplanes, the circuit breaker is located
in the ENVIRONMENT group on the pilot’s
• CABIN BLOWER switch, located above circuit-breaker panel.
the divan, is inoperative.

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Auxiliary Cockpit Heat System engine is running, the left emergency pres-
surization valve must be in normal.
General
The auxiliary cockpit heat system provides
additional heat for crew comfort and interior
On airplanes without electrically heated
windshield defogging. It includes an electric
windshields, the auxiliary cockpit heating
heater installed in the forward end of the right-
system is controlled by a three-position
hand cabin bleed-air duct, where it connects to
( O F F – C K P T – W / S AU X D E F O G H E AT )
the cockpit air distribution ducting, and uses
switch on the ANTI-ICE control panel (Fig-
conditioned bleed-air flow to circulate heated air
ure 11-2). Selecting either CKPT or W/S
(Figure 11-9).
AUX DEFOG HEAT powers the heater ele-
ment, as long as the CABIN AIR switch is
Operation ON. (See Chapter 10, “Ice and Rain Pro-
The heating element for the auxiliary cockpit tection,” for additional information on the
heat system requires bleed-air flow through it W/S AUX DEFOG HEAT function.)
for cooling. Because of this, on all airplanes,
the CABIN AIR switch must be ON before On airplanes with electrically heated wind-
electrical power can be applied to the heating shields, the auxiliary cockpit heating system
element. Additionally, on 31A-046 and sub- is controlled by a three-position (OFF–CREW–
sequent, at least one engine must be running CAB & CREW) AUX HT switch. On Model 31
and its bleed air shutoff and regulator valve airplanes, the switch is located on the copilot’s
must be open before electrical power can be lower, right switch panel. On Model 31A air-
applied to the heating element. If only the left planes, the switch is located on the CABIN
CLIMATE panel (Figure 11-2). Selecting either
HEATING ELEMENT
HEATING ELEMENT
Figure 11-9. Auxiliary Cockpit Heat

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CREW or CAB & CREW powers the heater el-

ement, as long as the CABIN AIR switch is ON
and, on 31A- 046 and subsequent, the other
conditions described above are met.
With the heater element powered, all the air

coming through the bleed air outlets in the
cockpit is heated. A thermoswitch, located
between the windshield defog diffusers and
the center footwarmer, monitors the temper-
ature of the airflow. The thermoswitch cycles
electrical power to the heater element off and
on between approximately 155 and 160° F. In
the event of an overheat, a 295° thermoswitch
in the heater should remove power to the el-
ement. Finally, a thermal fuse on the heater
will melt at approximately 415° F and remove
power to the element.
Power for the auxiliary cockpit heat element

is provided by two 20-amp current limiters
from the battery charging bus. Control power
for the auxiliary cockpit heat system is pro-
vided by a circuit breaker on the left DC BUS
3. On airplanes without electrically heated
windshields, the circuit breaker is labeled
AUX DEFOG. On airplanes with electrically
heated windshields, it is labeled AUX CREW
HT. On Model 31A airplanes, the circuit
breaker is located in the ENVIRONMENT

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QUESTIONS
1. The primary air conditioning in flight is 6. For maximum interior windshield
provided by: defogging:
A. Engine bleed air A. The CABIN AIR switch should be OFF.
B. The heat pump B. The cockpit air outlets should be open.
C. The auxiliary heater C. The AUTO-MAN knob should be in
D. The Freon refrigeration system MAN.
D. The cockpit air outlets should be
2. The flow control valve is controlled by closed.
the:
A. BLEED AIR switches 7. When the airplane is unpressurized on the
ground, air circulation is provided by:
B. AUTO-MAN knob
C. CABIN AIR switch A. Ram air
D. COLD-HOT knob B. The cockpit/crew fan and the cabin
blower
3. The hot air bypass valve (H-valve) is con- C. Bleed-air system
trolled by the: D. Auxiliary defog system
A. BLEED AIR switches
8. Air from the cockpit/crew fan comes out
B. CABIN BLOWER switch
through:
C. CABIN AIR switch
A. The cockpit overhead air outlets
D. COLD-HOT knob
B. The cabin bleed air diffusers
4. During automatic operation, the hot air C. The passenger’s overhead air outlets
bypass valve (H-valve): D. Both A and C
A. Responds to signals from two tem-
perature sensors 9. The Freon system automatically disengages:
B. Must be positioned with the AUTO- A. During engine start
MAN knob B. Upon touchdown
C. Modulates automatically C. When unpressurized
D. Both A and C D. If the main door is opened
5. In the event of a duct overheat, the hot air 10. When operating the Freon system on the
bypass valve (H-valve): ground with engines running, the switch
A. Remains in its last position that should be in OFF for maximum
cooling effectiveness is the:
B. Must be positioned manually
C. Goes to full cold A. GEN–START
D. Goes to full hot B. CABIN BLOWER
C. CABIN AIR
D. COCKPIT AIR

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11. The Freon system should not be used 15. Warm air from the auxiliary cockpit/crew
above: heat system comes out through:
A. 5,000 feet A. The cockpit overhead air outlets
B. 10,000 feet B. The footwarmer diffuser only
C. 18,000 feet C. The windshield piccolo tubes only
D. 35,000 feet D. All the bleed-air outlets in the cockpit
12. When using the auxiliary cabin heat sys- 16. Before turning on the cockpit/crew aux-
tem, the heated air blows out through: iliary heat system, the crew should ensure:
A. The cabin bleed air diffusers A. The engines are shutdown.
B. The louvered grille above the divan B. The CABIN AIR switch is OFF.
C. The overhead cockpit air outlets C. There is adequate airflow in the right-
D. The passenger’s overhead air outlets hand cabin bleed-air duct.
D. All of the above
13. In order to operate the auxiliary cabin
heat system:
A. Engines must be shut down.
B. CABIN AIR switch must be off.
C. Either a GPU or an engine-driven gen-
erator is required.
D. Airplane must be on the ground.
14. If the auxiliary cabin heat system is op-

erating and the Freon air-conditioning
system is turned on:
A. The auxiliary cabin heat system shuts
off automatically.
B. Both systems operates normally.
C. The Freon air-conditioning system
does not operate if the auxiliary cabin
heat system is operating.
D. Both systems are inoperative.

CHAPTER 12
PRESSURIZATION SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
MAJOR COMPONENTS ..................................................................................................... 12-2
Cabin Outflow Valve ..................................................................................................... 12-2
Vacuum Regulator ......................................................................................................... 12-2
Pressurization Control Module...................................................................................... 12-3
Cabin Safety Valve ........................................................................................................ 12-6
NORMAL SYSTEM OPERATION...................................................................................... 12-7
Before Takeoff ............................................................................................................... 12-7
Flight Operation—Automatic........................................................................................ 12-7
Flight Operation—Manual ............................................................................................ 12-7
Descent .......................................................................................................................... 12-8
Landing.......................................................................................................................... 12-8
QUESTIONS......................................................................................................................... 12-9

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ILLUSTRATIONS
Figure Title Page
12-1 Pressurization System ............................................................................................ 12-2
12-2 Pressurization Control Module .............................................................................. 12-3
12-3 CABIN ALT Test ................................................................................................... 12-6
TABLE
Table Title Page
12-1 Automatic Protection and Warning Features ......................................................... 12-8

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CHAPTER 12
PRESSURIZATION
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INTRODUCTION
The Learjet 31/31A pressurization system maintains a specified cabin pressure differen-
tial consistent with built-in limits. Cabin pressure is controlled by an outflow valve, which
is pneumatically operated to regulate the exhaust of conditioned bleed air supplied to the
cabin by the engines. Inward and outward relief, for both negative and excess positive pres-
sure differential conditions, are provided to protect the airplane’s structure.
GENERAL
The pneumatics and air conditioning chapters is provided by a vacuum regulator. The vac-
describe how engine bleed air is conditioned uum pressure is further regulated and applied
and brought into the cabin for pressurization, to the outflow valve by the pressurization con-
heating and cooling. This chapter describes trol module. The pressurization control mod-
how cabin pressure is controlled by regulat- ule provides automatic and manual control
ing how much of the conditioned bleed air is capability. Electrically actuated solenoid
exhausted from the cabin. valves and switches are incorporated for
ground and manual operation.
The pressurization system is pneumatically
controlled and actuated. Pneumatic pressure

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copilot’s position. It is opened to exhaust ex-

MAJOR COMPONENTS cess cabin air pressure into the unpressurized
nose compartment to maintain the desired
The pressurization control system (Figure 12-1)
cabin pressure. In case of a negative pressure
includes the following major components:
differential condition, (outside air pressure
greater than cabin pressure) ambient outside
• Cabin outflow valve
air pressure will open the outflow valve, al-
lowing airflow into the cabin to equalize the
• Vacuum regulator
differential.
• Pressurization control module
• Cabin safety valve VACUUM REGULATOR

Pneumatic pressure, to control the outflow
valve, is provided by the vacuum regulator in
CABIN OUTFLOW VALVE the tailcone. Engine bleed air is routed through
The cabin outflow valve, controlled by the a venturi which creates an increase in veloc-
pressurization control module, is located on ity and a decrease in pressure, generating par-
the forward pressure bulkhead in front of the tial vacuum. The regulator ensures the partial
SOL VALVE (NC)

ENERGIZED OPEN
STATIC ON GND
PORT CAB ALT LIM CONTROL PRESSURE
+ 1,500 FT
11,500 FT _ (VACUUM) SOURCE
SOL VALVE (NC)

ENERGIZED OPEN FILTER
SOL VALVE (NO) ON GND WITH
ENERGIZED CLOSED CAB ALT
CABIN CAB AIR OFF
ON GND LIMITER
PRESS VAC
11,500 FT
UP + 1,500 FT
_
SOL VALVE (N.O.)
ENERGIZED CLOSED REG
IN MANUAL
DN + 250 FT
ABOVE 8,750 _ ENGINE
PRESS DIFF CABIN BLEED AIR
OUTFLOW OR ON GND RELIEF 9.7 PSID PRESS
VALVE CABIN ALT LIGHT SAFETY
PRESS DIFF ORIFICE
9.2 PSID VALVE
RELIEF 9.4 PSI STATIC
AUTO
UP
STATIC
ALTERNATE STATIC FILTER PORT
STATIC PRESS DN
MAN
PORT ON
3
2 1
0
CABIN N 2 CABIN TAILCONE
AL 1000
T 30 5 x
ACF I
B
T-F
CA
AIR
NOSE CABIN
T
FILTER
OFF LEGEND
INCR
CO C A BIN R
NTR OLLE ENGINE BLEED AIR
RATE VACUUM CONTROL PRESSURE
STATIC PRESSURE
CABIN PRESSURE
MODIFIED CONTROL PRESSURE
Figure 12-1. Pressurization System

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vacuum (negative pressure) maintains a constant tail under CABIN SAFETY VALVE, later in
differential pressure with respect to cabin pres- this section. With the CAB AIR switch in the
sure. This partial vacuum is furnished to the ON position, the flow control valve is deen-
pressurization control module which uses it, ergized and opens, and on the ground the
along with positive cabin pressure, to control solenoid is deenergized closed to close the
the outflow valve. cabin safety valve. With the CAB AIR switch
in the OFF position, the flow control valve is
energized closed, and on the ground the
PRESSURIZATION CONTROL solenoid valve is energized to open the cabin
MODULE safety valve.
The pressurization control module is located

on the copilot’s lower instrument panel (Fig- AUTO-MAN Switch
ure 12-2). It contains the controls and in-
Pressurization control is normally accom-
dicators to operate and monitor the
plished in the automatic mode. With the
pressurization control system in both au-
AUTO-MAN switch in the AUTO position,
tomatic and manual modes.
the pressurization control module automati-
cally adjusts the pneumatic pressure sent to the
outflow valve to regulate cabin pressure. If the
pressurization control module malfunctions,
the automatic system can be isolated from
the outflow valve by selecting MAN. With
MAN selected, a manual mode solenoid valve
(explained later in this section) is energized
closed, cutting off the pneumatic pressure
from the pressurization control module. The
outflow valve is then manually controlled with
the UP-DN control lever to regulate cabin
pressure.
Regardless of AUTO-MAN switch position,

the pressurization control module automati-
cally fails to manual mode if the cabin altitude
exceeds 8,750 ± 250 feet, with DC electrical
power available. Without DC electrical power,
the manual mode of pressurization control
cannot be selected or maintained.
Cabin Controller
In the AUTO mode of operation, the CABIN
CONTROLLER is used to set the cabin alti-
Figure 12-2. Pressurization Control Module tude in relation to the airplane altitude. Ro-
tating the knob turns a dual-scale altitude dial
Cabin Air Switch within a window containing a fixed index.
The CAB AIR switch controls the flow con- The outer scale represents cabin altitude and
trol valve as explained in Chapter 11, Air the inner scale represents airplane altitude.
Conditioning. It also controls a solenoid valve At the index mark, the outer scale indicates
which is used to open the cabin safety valve the cabin altitude that is maintained at the air-
on the ground. This is explained in more de- plane altitude indicated on the inner scale.

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During normal operation, with the airplane Indicators

level at the altitude set on the inner scale of
the CABIN CONTROLLER, the pressuriza- CABIN ALT and DIFF PRESS
tion control module maintains a cabin pres- Indicator
sure differential of approximately 9.2 psid.
Cabin altitude and differential pressure are
The Learjet Model 31/31A is capable of main- indicated on a single indicator on the control
taining a sea level cabin altitude at airplane module which has two scales and two point-
altitudes up to approximately 25,000 feet. At ers (Figure 12-2).
an airplane altitude of 51,000 feet, the cabin
altitude will be approximately 8,000 feet. The cabin altitude is indicated by a single pointer
and a circular scale on the outer edge with
CABIN ALT markings from 0 to 50,000 feet.
Rate Knob The cabin differential pressure is indicated
A RATE knob, to the lower left of the CABIN by a circular scale on the inner portion of the
CONTROLLER, is used to control the rate at indicator and a single pointer. The scale rep-
which the cabin climbs and descends during resents differential pressure from 0–10 psi,
AUTO mode operation. It allows the selec- with a green band from 0–9.4 psi, a yellow
tion of variable rates between 175 to 2,500 feet band from 9.4–9.7, and a red band from
per minute. The RATE knob is inoperative in 9.7–10.0 psi.
MAN mode.
Cabin altitude should always be equal to or less
than the airplane altitude; therefore, cabin
UP–DN Lever pressure should always be equal to, or greater
The UP–DN lever can be used to control the than, atmospheric pressure at the airplane
outflow valve manually. Because of the red altitude. During normal operation, with the
knob on the end of the lever, it is frequently airplane level at the altitude set on the inner
referred to as the “cherry picker.” The lever scale of the CABIN CONTROLLER, the
operates a valve which uses ambient outside indicator should read approximately 9.2 psid.
air pressure (partial vacuum), in the UP po-
sition, to open the outflow valve. In the DN Cabin Vertical Speed Indicator
position, the valve uses positive cabin air The cabin vertical speed indicator, to the right
pressure to close the outflow valve. The of the cabin altimeter, provides an indication
UP–DN lever is spring loaded to the center of cabin climb or descent rates between 0 and
position and is protected by a wire guard to 6,000 feet per minute.
prevent inadvertent actuation.
The UP–DN lever can be used to increase or Primary Differential Pressure

decrease cabin altitude in either the AUTO or
MAN mode. However, if it is used in the Relief Valve
AUTO mode, the pressurization control mod- The primary differential pressure relief valve
ule also attempts to control the outflow valve. will open the outflow valve, to relieve excess
As soon as the UP–DN lever is released to cabin pressure differential, in AUTO mode. If
neutral, the pressurization control module at- the cabin pressure differential reaches 9.4
tempts to return the cabin pressure to the orig- psid, the valve will route ambient outside air
inal value. pressure (partial vacuum) to the outflow valve
to open it. The primary differential pressure
relief valve is inoperative in MAN mode.

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During rapid climbs, with a low setting on the All the control solenoid valves use DC power
RATE knob, it is possible to reach the differ- from the PRESS CONTROL circuit breaker on
ential pressure relief setting before reaching the right DC BUS 2. In Model 31A airplanes,
the selected airplane altitude. In this case, the the circuit breaker is located in the ENVI-
differential pressure relief valve maintains a RONMENT group on the copilot’s circuit
constant cabin pressure differential of 9.4 psid breaker panel.
during the climb.
Primary Cabin Altitude Limiter Aneroid Switches

The primary cabin altitude limiter limits the Two aneroid switches are installed in the
loss of cabin pressure due to a malfunction- pressurization control module. One operates the
ing pressurization control module or primary manual mode solenoid valve and the cabin
differential pressure relief valve. If the cabin altitude warning light. The other operates the
altitude reaches 11,500 ± 1,500 feet, the cabin cabin altitude warning horn.
altitude limiter routes positive cabin air pres-
sure to the outflow valve to close it and main- Manual Pressurization Aneroid
tain the cabin altitude at that level. Switch
If the cabin altitude reaches 8,750 ± 250 feet,
Control Solenoid Valves t h i s s w i t c h e n e rg i z e s t h e m a n u a l m o d e
solenoid valve closed and illuminates an
Four control solenoid valves are used in the amber, cabin altitude warning light on the
pressurization system. Three valves, within glareshield annunciator panel. The light is la-
the pressurization control module, are used beled CAB ALT on Model 31 airplanes and
for ground and MAN mode operation. The CABIN ALT on Model 31A’s.
fourth is used to open the cabin safety valve
on the ground and is explained in more de- With the manual mode solenoid valve closed,
tail under CABIN SAFETY VALVE later in the outflow valve remains in its last position
this section. For normal AUTO mode oper- until the cherry picker is used to control it, as
ation in flight, all four control solenoid valves
are deenergized. explained previously.
With the airplane on the ground, (squat switch If cabin pressurization control can be regained,
relay box in ground mode) the three control and the cabin altitude decreased to approximately
solenoids within the pressurization controller 7,200 feet, the manual pressurization aneroid
are energized. One opens and the other two switch resets. The cabin altitude warning light
close. This puts the pressurization control extinguishes and, if the AUTO–MAN switch is in
module in MAN mode and routes partial vac- AUTO, the manual mode solenoid valve reopens
uum, from the vacuum regulator, to the out- putting the pressurization control module back to
flow valve to open it, hold it open and keep the AUTO mode.
airplane depressurized on the ground.
Cabin Altitude Warning Horn
The control solenoid valve, that puts the pres- Aneroid Switch
surization control module in MAN mode, is
commonly called the “manual-mode solenoid This aneroid switch sounds a cabin altitude
valve.” It is energized closed by the squat warning horn if the cabin altitude should reach
switch relay box when the airplane is on the 10,100 ± 250 feet. A HORN MUTE switch
ground, as explained above. It may also be may be used to silence the horn. However, the
closed by placing the AUTO-MAN switch in horn sounds again, approximately 60 seconds
MAN and will close automatically if the cabin after being silenced, as long as the cabin alti-
altitude should exceed 8,750 ± 250 feet. tude is above approximately 8,600 feet.

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On Model 31 airplanes, the HORN MUTE is used to help keep the cabin depressurized
switch is located on the center switch panel, on the ground and to relieve excess cabin
just below the rotary SYSTEM TEST switch pressure, or a negative pressure differential,
(Figure 12-3). On Model 31A airplanes, the in flight.
switch is located in the right thrust lever.
The rotary SYSTEM TEST switch, on the Operation

center switch panel is used to test the cabin On the ground (squat switch relay box in
altitude warning horn. Rotating the switch ground mode), with the CAB AIR switch OFF,
to CABIN ALT and depressing the TEST a control solenoid valve is energized open.
button provides a ground, simulating cabin This routes partial vacuum, from the vacuum
altitude warning horn aneroid switch actua- regulator, to the cabin safety valve to open it
tion. This test does not illuminate the cabin and hold it open. When the CAB AIR switch
altitude warning light. While testing the is turned ON prior to takeoff, the flow control
wa r n i n g h o r n , t h e H O R N M U T E s w i t c h valve opens and, after a 10-second delay, the
should also be checked. control solenoid is deenergized closed and
the cabin safety valve closes. The cabin safety
valve then normally remains closed through-
CABIN SAFETY VALVE out the flight.
A pneumatically operated cabin safety valve If the CAB AIR switch is left OFF for takeoff,
is installed on the aft pressure bulkhead. It the control solenoid valve will be deenergized
Figure 12-3. CABIN ALT Test

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closed as the squat switch relay box goes to air will normally (1) set the AUTO–MAN switch
mode. The cabin safety valve will then close, to AUTO, (2) set the expected cruise altitude on
but the flow control valve does not open. the ACFT (inner) scale of the CABIN CON-
TROLLER dial, and (3) set the RATE knob to
In flight, the cabin safety valve may be approximately the 7 to 9 o’clock position.
opened by the secondary pressure differen-
tial relief valve, as described below. It also When the CABIN AIR switch is turned on
opens in the event of a negative pressure dif- prior to takeoff, the flow control valve opens,
ferential condition. If outside air pressure allowing conditioned engine bleed air to flow
becomes greater than cabin pressure, ambi- into the cabin. After a delay of approximately
ent outside air pressure opens the cabin safety 10 seconds, the cabin safety valve closes.
valve, allowing airflow into the cabin to
equalize the differential.
FLIGHT OPERATION—
Secondary Differential Pressure AUTOMATIC
Relief Valve At liftoff, the squat switch relay box deener-
The secondary differential pressure relief gizes the three control solenoid valves within
valve controls the safety valve in flight and is the control module and pressurization begins.
a backup for the primary pressure relief con- The cabin altitude begins to climb at a rate
nected to the outflow valve. The primary pres- based on the RATE knob setting. It should be
sure relief valve should open the outflow valve adjusted, as necessary, to maintain a cabin al-
to relieve excess cabin pressure at 9.4 psid. If titude climb rate of approximately 600 feet per
it does not, at 9.7 psid the secondary differ- minute. As the airplane climbs to cruise alti-
ential pressure relief valve will route ambient tude, the cabin controller automatically adjusts
outside air pressure (partial vacuum) to the the outflow valve to give the desired cabin
cabin safety valve to open it and relieve excess climb rate until the cabin altitude reaches the
cabin pressure. altitude set on the CABIN CONTROLLER.
As the airplane continues to climb, the dif-

Secondary Cabin Altitude ferential pressure increases while the cabin al-
Limiter titude remains constant until the airplane levels
off at the altitude set on the outer scale of the
The secondary cabin altitude limiter limits the
CABIN CONTROLLER.
loss of cabin pressure due to a malfunctioning
secondary differential pressure relief valve. If
the cabin altitude reaches 11,500 ±1,500 feet, If it is observed that the DIFF PRESS indica-
the cabin altitude limiter routes positive cabin air tor is riding on the yellow/red line, a slightly
pressure to the cabin safety valve to close it and higher cabin altitude should be selected. The
maintain the cabin altitude at that level. cabin controller should be adjusted as neces-
sary when changing cruise altitude. Cabin al-
titude and pressure differential should be
monitored throughout the flight.
NORMAL SYSTEM
OPERATION FLIGHT OPERATION—MANUAL
BEFORE TAKEOFF If the AUTO mode of the pressurization con-
trol module is not functioning properly, fol-
When accomplishing the Before Starting En- low the manual mode operation procedures
gines checklist in the approved AFM, the crew in Section 2 of the approved AFM.

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Manual mode operation is established when the DESCENT

AUTO–MAN switch is positioned to MAN or
when the cabin altitude reaches 8,750 ± 250 During descent for landing, the destination
feet. This closes the manual mode solenoid field elevation should be set on the CABIN
valve, blocking the automatic pneumatic cir- scale of the CABIN CONTROLLER. The air-
cuit to the outflow valve. The UP–DN lever plane rate of descent should be controlled so
(cherry picker) is then used to control the out- that the descent rate is comfortable (approx-
flow valve. With the cherry picker UP, ambi- imately 600 feet/minute).
ent outside air pressure is used to open the
outflow valve and allow the cabin to climb.
With the cherry picker DN, positive cabin LANDING
pressure is used to close the outflow valve
and the cabin descends. When the cherry As the airplane descends and reaches the pre-
picker is released, trapped air pressure will selected cabin altitude, the outflow valve mod-
hold the outflow valve in its last position. ulates toward the open position. The cabin
should be depressurized just prior to landing.
The manual control valve is very sensitive. At touchdown, the squat switch relay box en-
Even small, momentary displacements of the ergizes the three control solenoid valves in
cherry picker generate significant cabin climb the pressurization control module. The pres-
or descent rates. surization control module shifts to MAN mode
and the outflow valve opens. When the CAB
In MAN mode, the cabin altitude must be mon- AIR switch is turned OFF, the flow control
itored more closely than in AUTO mode. Ad- valve closes and the fourth pressurization con-
ditionally, the outflow valve position must be trol solenoid valve is energized to open the
adjusted frequently during climbs, descents cabin safety valve.
and anytime power changes are made.
Table 12-1 provides a description of the pres-
surization control system’s automatic pro-
tection and warning features.
Table 12-1. AUTOMATIC PROTECTION AND WARNING FEATURES
CABIN ALTITUDE PROTECTION AND WARNING
8,750 ±250 feet • Pressurization aneroid automatically switches system to manual

control.
• CABIN ALT caution light illuminates.
9,500 ±250 feet • Emergency pressurization valves are activated by aneroid switches,
directing engine bleed air directly into the cabin.
10,100 ±250 feet • Cabin altitude warning horn sounds—initiate emergency descent.
11,500 ±1,500 feet • Cabin altitude limiters actuate.
14,000 ±750 feet • Passenger oxygen masks are deployed. (See Chapter 17.)
* The differential pressure relief for the outflow valve is 9.4 psid, and the differential pressure relief for the
safety valve is 9.7 psid.

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QUESTIONS
1. To regulate cabin pressure in AUTO 5. To dump residual cabin pressure on
mode, the pressurization control module touchdown:
controls the: A. The outflow valve opens
A. Cabin safety valve automatically.
B. Flow control valve B. The cabin safety valve opens
C. Outflow valve automatically.
D. Primary differential pressure relief C. The flow control valve closes
valve automatically.
D. The bleed-air shutoff and regulator
2. Illumination of the amber CAB valves close automatically.
ALT/CABIN ALT light indicates:
A. Cabin altitude is at or above 8,750 ± 6. When the CAB AIR switch is turned ON,
250 feet and the pressurization con- on the ground before takeoff:
trol module is in MAN mode. A. The flow control valve opens.
B. Cabin altitude is at or above 8,750 ± B. The outflow valve closes.
250 feet and the pressurization con- C. The cabin safety valve closes.
trol module may be in either AUTO or D. Both A and C
MAN mode.
C. Cabin altitude is at or above 9,500 ± 7. The cherry picker is used to control:
250 feet and the emergency pressur-
ization mode has activated. A. The flow control valve
D. The cabin entry door is open. B. The primary differential pressure re-
lief valve
3. In the event of total airplane electrical C. The cabin safety valve
failure: D. The outflow valve
A. Cabin pressurization must be con-
trolled manually with the UP–DN
lever (cherry picker).
B. Cabin pressurization is controlled in
the AUTO mode only.
C. The emergency pressurization valves
automatically shift to emergency.
D. Both B and C
4. The cabin altitude warning horn sounds

when cabin altitude reaches:
A. 8,750 ± 250 feet
B. 9,500 ± 250 feet
C. 10,100 ± 250 feet
D. 11,500 ± 1,500 feet

CHAPTER 13
HYDRAULIC POWER SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
DESCRIPTION..................................................................................................................... 13-2
Reservoir........................................................................................................................ 13-2
Shutoff Valves................................................................................................................ 13-2
Pumps ............................................................................................................................ 13-2
Indication ....................................................................................................................... 13-5
Accumulator .................................................................................................................. 13-5
System Valves................................................................................................................ 13-5
HYDRAULIC SYSTEM OPERATION................................................................................ 13-5
Auxiliary Pump.............................................................................................................. 13-5
Engine-Driven Pump Operation .................................................................................... 13-5
QUESTIONS......................................................................................................................... 13-7

ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic System ................................................................................................... 13-3

13-2 Controls and Indicators .......................................................................................... 13-4

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CHAPTER 13
HYDRAULIC POWER SYSTEM
INTRODUCTION
;
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The Learjet 31/31A hydraulic power system, Figure 13-1, includes the reservoir, pumps,
shutoff valves, indicating systems, and an accumulator.
This chapter covers the operation of the hydraulic system up to the individual system
valves. At that point, hydraulic system operation is a function of the respective system.
See Chapter 14, “Landing Gear and Brakes”; Chapter 15, “Flight Controls”; and Chapter 7,
“Powerplant” for additional information.
GENERAL
Two engine-driven pumps supply hydraulic not operating and in flight in the event of a
fluid under a pressure of approximately 1,500 hydraulic failure.
psi for operation of the landing gear, flaps,
spoilers, brakes and thrust reversers, if in- Hydraulic ground service quick disconnect
stalled. A pressure relief valve routes excess fittings are used to connect an external hy-
pressure to return if system pressure exceeds draulic power source to the airplane on the
approximately 1,650 psi. ground.
An electric, auxiliary hydraulic pump may
be used on the ground when the engines are

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DESCRIPTION SHUTOFF VALVES

Electrically controlled and actuated hydraulic
RESERVOIR shutoff valves are installed on the reservoir in
the supply line to each engine-driven pump.
The hydraulic reservoir is located in the tail These valves may be closed from the cockpit
cone, on the right side of the fuselage just aft with the ENG FIRE PULL handles. The shut-
of the tailcone access door. It is normally off valves are powered by 28 VDC supplied
filled to the bottom of the filler neck with through the L and R FW SOV circuit breakers.
MIL-H-5606 hydraulic fluid. When fully
serviced, the total reservoir capacity is 1.9 The circuit breakers are powered by the left and
U.S. gallons. However, the engine-driven right DC BUS 3 on airplane serial numbers 31-
pumps have access to only the top 1.5 gal- 001 through 31-013. On airplane serial num-
bers 31-014 and subsequent, they are powered
lons because their supply lines are attached by the left and right DC EMER BUS. On Model
above the bottom of the reservoir. The re- 31A airplanes, the circuit breakers are located
maining .4 gallon is available only to the aux- in the left and right ENGINES–FUEL group on
iliary pump. the pilot’s and copilot’s circuit-breaker panels.
The hydraulic fluid level can be checked
through a sight glass in the side of the reser- PUMPS
voir. If the fluid level can be seen, or if no fluid
is visible in the sight glass, the hydraulic quan- Engine-Driven Pumps
tity is low.
A variable-volume, constant-pressure pump on
the accessory drive gearbox of each engine sup-
Reservoir Pressurization plies the normal hydraulic system pressure of
approximately 1,500 psi. The piston-type pumps
During normal operation, the hydraulic reser- regulate pressure by changing their volumetric
voir is pressurized by engine bleed air reg- output as system demands vary. If hydraulic
ulated to 17.5 psi. An overboard relief valve pressure decreases, pump output increases to
relieves excess pressure at 20 psi and a vac- maintain system pressure. When pressure in-
uum relief valve opens to admit ambient out- creases, pump output decreases. The maximum
side air into the reservoir to prevent volumetric output of each engine-driven pump
formation of a partial vacuum. is approximately 4 gallons per minute.

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;
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RELIEF
FILTER VALVE
(20 PSI)
OVERBOARD
REGULATOR VACUUM
RELIEF
BLEED AIR
ENG FIRE
PULL
LEGEND ENG FIRE

PULL
PRESSURE
SUPPLY
RETURN
AIR (NITROGEN)
BLEED AIR
REGULATED BLEED AIR
VARIABLE-VOLUME
ELECTRICAL ENGINE-DRIVEN
PUMP (2)
FILTER
AUXILIARY GROUND
PUMP SERVICE
ACCUMULATOR
PRESSURE
SWITCH
H 4 E
Y M
D 2 E
3 R
P G
1,650 HYD
MODEL 31A R 2
E
S
1
1
A
I
PSI PUMP
S R
125
100150
25
0
PSI X 10
HYDRAULIC
PRESSURE
LOW LO HYD
HYD PRESS
MODEL 31
MODEL 31 MODEL 31A
LANDING GEAR LANDING GEAR

THRUST FLAP SPOILER DOOR BRAKE
SELECTOR
REVERSERS SYSTEM SYSTEM SELECTOR SYSTEM
VALVE
VALVE
Figure 13-1. Hydraulic System

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Auxiliary Hydraulic Pump sure drops to 1,000 psi. Then, if the HYD PUMP
switch on the instrument panel is still in the
An electric motor driven auxiliary hydraulic HYD PUMP position, the pressure switch en-
pump is located in the tailcone on the right side ergizes the pump to bring the pressure back up
of the fuselage, aft of the hydraulic reservoir. The to 1,125 psi.
auxiliary hydraulic pump is controlled by the
HYD PUMP switch on the instrument panel (Fig- The auxiliary pump has a maximum duty cycle
ure 13-2) and a pressure switch. of 3 minutes on, then 20 minutes off, to cool
the pump and motor.
When the HYD PUMP switch is set to the HYD
PUMP (ON) position, the pump is powered if During normal operation, the auxiliary hy-
hydraulic system pressure is less than 1,000 draulic pump is powered from the battery
psi. As pressure increases to 1,125 psi, the charging bus through a 50-amp current limiter.
pressure switch removes power from the pump. During emergency bus operation, the pump is
The pump stays off until system hydraulic pres- powered by the right main airplane battery.
MODEL 31 AIRPLANES
Figure 13-2. Controls and Indicators

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INDICATION partment. Each of these valves is controlled

electrically to direct hydraulic pressure to
An indicator on the instrument panel displays power their respective systems.
hydraulic system pressure (Figure 13-2). A
capillary line supplies pressure to a direct The wheel brake system receives hydraulic
reading gage on Model 31 airplanes. On Model pressure from the nose landing gear down line.
31A airplanes, the indicator is powered by Because of this, there is no pressure available
28-VDC through the HYD PRESS IND circuit to the brake system if the landing gear is not
breaker on the right DC BUS 2. The circuit extended. If thrust reversers are installed, hy-
breaker is located in the HYDRAULICS draulic pressure is supplied to them through
group, on the copilot’s circuit-breaker panel. a one-way check valve. The hydraulic pres-
sure is then available to a thrust reverser ac-
Additionally, an amber annunciator light alerts cumulator and to selector valves for each thrust
the crew to low hydraulic system pressure. reverser located in the tailcone on the right
On Model 31 airplanes, the light is labeled “LO side, aft of the tailcone access door.
HYD.” On Model 31A airplanes, the light is
labeled “LO HYD PRESS.” A restrictor is located in a common hydraulic
system return line, downstream of the system
On all airplanes, the light is controlled by the valves. This restrictor causes back pressure to
pressure switch that actuates the auxiliary hy- apply main wheel braking during landing gear
draulic pump. The light illuminates if hy- retraction.
draulic pressure falls below 1,000 psi and
extinguishes when pressure rises above 1,125
psi. The light is not affected by the HYD
PUMP switch position. HYDRAULIC SYSTEM
OPERATION
ACCUMULATOR
A hydraulic accumulator in the tailcone on AUXILIARY PUMP
the right side just aft of the reservoir, absorbs
and dampens pressure surges in the system. The auxiliary hydraulic pump is used to gen-
The accumulator is a cylinder with a piston in erate hydraulic pressure to set the parking
it. A precharge of dry air, or nitrogen, is ap- brakes before engine start. When the HYD
plied to one side of the piston and hydraulic PUMP switch is moved to the HYD PUMP
system pressure is applied to the other side. (ON) position, the auxiliary pump operates if
The precharge pressure should be checked system pressure is below the 1,000 psi setting
during the preflight inspection and may be of the pressure switch. The amber LO HYD
read on a direct reading gage on the accumu- PRESS light on the annunciator panel is illu-
lator. Hydraulic pressure must be zero to minated by the same pressure switch. As pres-
check the accumulator precharge. Precharge sure increases, the pressure switch actuates at
pressure should normally be 850 psi; 750 psi 1,125 psi to stop the pump and extinguish the
is the minimum for flight. LO HYD PRESS light. The HYD PUMP
switch should then be positioned to OFF.
SYSTEM VALVES
ENGINE-DRIVEN PUMP
Hydraulic pressure is supplied to the flap, OPERATION
spoiler, landing gear, and landing gear door
valves. These valves are located on top of the After the first engine is started, hydraulic pres-
wing center section under the baggage com- sure should increase to approximately 1,500

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psi. This increase in pressure indicates proper

operation of the engine driven pump.
There is no increase in hydraulic system pres-

sure when the second engine is started. To
check operation of the pump on the second en-
gine, the engine started first should be shut
down first after landing and a hydraulically ac-
tuated system should be operated. If hydraulic
pressure is maintained at approximately 1,500
psi after operating a hydraulic system, the pump
on the second engine is operating properly.
If an engine-driven pump fails in flight, the re-

maining engine-driven pump can supply suf-
ficient pressure for system operation.

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QUESTIONS
1. Normally hydraulic system pressure from 5. If one engine-driven hydraulic pump fails
the engine-driven pumps is approximately in flight:
psi. A. Hydraulic pressure drops to 1,250 psi.
A. 1,400 B. The LO HYD/LO HYD PRESS light
B. 1,500 illuminates steady.
C. 1,600 C. The remaining pump supplies suffi-
D. 1,700 cient pressure for system operation.
D. The auxiliary hydraulic pump is au-
2. The left hydraulic shutoff valve may be tomatically turned on.
closed:
A. By pulling the left ENG FIRE PULL 6. Hydraulic pressure to set the parking
T-handle brake before engine start is provided by:
B. Automatically when the left FIRE A. Either engine-driven hydraulic pump
warning light comes on B. The auxiliary hydraulic pump
C. By the generator control unit C. The accumulator precharge
D. By pulling either ENG FIRE PULL D. None of the above
T-handle
7. The approved fluid for the hydraulic
3. In the event of a hydraulic system leak in system is:
flight: A. MIL-H-5606
A. The engine-driven hydraulic pumps B. MIL-O-M-332
pump all the fluid in the reservoir C. Skydrol
overboard.
D. MIL-H-2380
B. The engine-driven hydraulic pumps
pump the top 1.5 gallons of fluid in the
8. The operational time limit of the auxil-
reservoir overboard.
iary hydraulic pump is:
C. .4 of a gallon should remain in the
reservoir for use by the auxiliary hy- A. 5 minutes on, 15 minutes off
draulic pump. B. 5 minutes on, 25 minutes off
D. Both B and C C. 3 minutes on, 20 minutes off
D. 2 minutes on, 30 minutes off
4. The amber LO HYD/LO HYD PRESS
light will illuminate if system pressure
drops below psi.
A. 1,000
B. 1,250
C. 1,500
D. 850

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9. The auxiliary hydraulic pump provides 10. If DC electrical power is applied to the air-
approximately: plane and residual hydraulic pressure is
A. 1,000 psi 1,450 psi:
B. 1,125 psi A. The auxiliary hydraulic pump does
C. 1,500 psi not operate when the HYD PUMP
switch is on.
D. 1,700 psi
B. The LO HYD/LO HYD PRESS light
is out.
C. 1,450 psi is shown on the hydraulic
pressure indicator.
D. All the above

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR................................................................................................................. 14-2
Position Indicating System ............................................................................................ 14-2
Main Gear Components................................................................................................. 14-3
Nose Gear Components ................................................................................................. 14-4
Operation ....................................................................................................................... 14-5
Alternate Landing Gear Extension System ................................................................... 14-7
BRAKES............................................................................................................................. 14-10
General ........................................................................................................................ 14-10
Normal Operation........................................................................................................ 14-10
Antiskid System .......................................................................................................... 14-12
Parking Brakes............................................................................................................. 14-13
Emergency Air Brakes ................................................................................................ 14-13
NOSEWHEEL STEERING................................................................................................ 14-13
General ........................................................................................................................ 14-13
Analog Nosewheel Steering System ........................................................................... 14-14
Digital Nosewheel Steering System ............................................................................ 14-16
QUESTIONS ...................................................................................................................... 14-19

ILLUSTRATIONS
Figure Title Page
14-1 Landing Gear Control Panel................................................................................... 14-2

14-2 Main Gear............................................................................................................... 14-3
14-3 Nose Gear............................................................................................................... 14-4
14-4 Nose Gear Centering Cams.................................................................................... 14-5
14-5 Landing Gear Retracted ......................................................................................... 14-6
14-6 Landing Gear Extended.......................................................................................... 14-7
14-7 Alternate Landing Gear Extension......................................................................... 14-8
14-8 Emergency Air Pressure Indicator ......................................................................... 14-9
14-9 Alternate Extension Controls ................................................................................. 14-9
14-10 Brake System Schematic...................................................................................... 14-11
14-11 Analog Nosewheel Steering System .................................................................... 14-14
14-12 Digital Nosewheel Steering System..................................................................... 14-16

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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The Learjet 31/31A retractable landing gear is electrically controlled and hydraulically
actuated. Each main gear has dual wheels equipped with individual hydraulic brakes,
and retracts inboard. The nose gear has a single wheel and retracts forward. The nor-
mal hydraulic braking system includes antiskid protection. Alternate gear extension and
emergency braking are pneumatic. An electrical nosewheel steering system may be used
on the ground only.
GENERAL
Each landing gear strut has an air-hydraulic gency braking. Gear position indications are
shock strut. The nose gear doors and out- displayed on the copilot’s instrument panel.
board main gear doors are mechanically con-
nected to the gear and move with it. The The hydraulic brake system is controlled by
inboard main landing gear doors are hy- four valves connected to the pilot’s and copi-
draulically operated and close when the gear lot’s rudder pedals. Hydraulic system pres-
is fully extended or retracted. An air bottle is sure is metered through the valves to the brake
provided for alternate gear extension and emer- assemblies in proportion to pedal deflection.

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The antiskid system provides maximum de- green lights and an aural warning horn. On
celeration without skidding the tires. When the Model 31 airplanes, each light has a single bulb
system is operating, wheel speed transducers which is not normally considered replaceable
furnish wheel speed information to a control in flight. On Model 31A airplanes, each light
box which signals the antiskid valves to mod- contains two bulbs. Both bulbs must fail be-
ulate braking pressure. The parking brake is fore the light becomes inoperative. The bulbs
controlled by a handle on the center pedestal. may be replaced in flight.
The variable-authority, electric nosewheel
steering operates only on the ground. When the Gear Position Lights
system is engaged, steering commands from the
rudder pedals are supplied to a computer which The three green lights are labeled LOCKED
controls an actuator that positions the nosewheel DN on Model 31 airplanes and DOWN on
strut. Maximum authority of 45° either side of Model 31A’s. They are illuminated by down-
center is available at slow speeds, decreasing as lock switches on the gear actuators. As each
speed increases. gear locks down, the corresponding green light
illuminates. During gear retraction the lights
extinguish when the downlocks are hydrauli-
cally released.
LANDING GEAR
The nose gear red UNSAFE light is illuminated
when the gear is in transit; neither down-and-
POSITION INDICATING locked nor up-and-locked. When the nose
SYSTEM gear is locked, either up or down, the light
extinguishes.
The landing gear position indicating system
(Figure 14-1) consists of three red lights, three

Figure 14-1. Landing Gear Control Panel

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The two main gear red UNSAFE lights illumi- or inside the right thrust lever. On Model 31A
nate whenever the respective inboard main gear airplanes an amber light in the MUTE button on
door is not fully closed. When the inboard the landing gear control panel, illuminates when
doors close, after extension or retraction, the red the horn is silenced.
lights extinguish.
At altitudes above 14,500 ± 500 feet, the horn
On Model 31 airplanes, the landing gear position does not sound and the UNSAFE lights do not
lights are tested by holding the TEST/ MUTE illuminate when the thrust levers are retarded.
switch on the landing gear control panel in the
TEST position. All six lights illuminate and the The warning horn also sounds when the flaps
warning horn sounds. The lights can be dimmed are extended beyond 25°, if any landing gear
with the dimming rheostat, provided the navi- is not down-and-locked, regardless of thrust
gation lights are on. If the navigation lights are lever position or altitude. In this situation, the
off, the landing gear position lights are full bright. warning horn cannot be silenced.
On Model 31A airplanes, the landing gear po-

sition lights are tested with the rotary test switch. MAIN GEAR COMPONENTS
Rotating the switch to the LANDING GEAR
position and depressing the TEST button illu- Each main gear includes an air-hydraulic shock
minates all six lights and the warning horn strut, dual wheels, scissors, squat switch, gear
sounds. The landing gear position lights dim au- actuator, inboard and outboard doors, and an
tomatically when the navigation lights are on. inboard door actuator (Figure 14-2).
Each landing/taxi light is wired through its re-

spective main landing gear downlock switch;
the same switch that should illuminate the
green landing gear position light. Illumina-
tion of a landing/taxi light is another indica-
tion that the respective landing gear is locked
down.
The ENG SYNC light is wired through the

nose gear downlock switch. Illumination of
the ENG SYNC light is another indication
that the nose gear is locked down.
INBOARD DOOR
Landing Gear Warning System
The warning horn sounds and three red UN-
SAFE lights illuminate when the following
conditions are met:
• Any landing gear is not down and locked.
• Altitude is less than 14,500 ± 500 feet.
• Airspeed is 170 knots or less.
• Either thrust lever is retarded below ap-
proximately 55 to 60% fan speed.
In this situation, the horn is silenced with the

mute switch on the landing gear control panel Figure 14-2. Main Gear

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The main gear hydraulic actuator serves as

a side brace when the gear is extended. A me-
chanical downlock inside each gear actuator
holds the gear down with loss of hydraulic UPLATCH
pressure. The downlock can be unlocked ROLLER
only by hydraulic pressure on the retract side
of the actuator.
Each main gear scissors actuates a squat switch

as the strut extends after takeoff. Since strut
extension depends on the air charge in the
strut, proper shock strut inflation is an im-
portant consideration. When the airplane
weight is on the gear, the amount of strut ex-
tension varies with the airplane load.
The main gear is normally held in the extend and Figure 14-3. Nose Gear
retract positions with positive hydraulic pres- The nose gear is normally held in the extend
sure. When retracted, the main gear is enclosed and retract positions with positive hydraulic
by an outboard and an inboard door. The out- pressure. A mechanical downlock inside the
board door is mechanically connected to, and gear actuator holds the gear down with loss of
moves with, the gear strut. The inboard door is hydraulic pressure. The downlock can be un-
electrically controlled and hydraulically actu- locked only by hydraulic pressure on the re-
ated. It is normally held closed with positive tract side of the actuator.
hydraulic pressure and includes a mechanical
uplatch that keeps the door closed if hydraulic
The nose gear is also equipped with a me-
pressure is lost. The uplatch is released by hy-
draulic or emergency air pressure. chanical uplock consisting of a spring-loaded
hook in the wheel well that engages an uplock
roller on the front of the strut. The uplock
NOSE GEAR COMPONENTS keeps the gear retracted if hydraulic pressure
is lost and may be released by hydraulic or
The nose gear components include an air-hy- emergency air pressure.
draulic shock strut, a gear actuator, a single
wheel, a nosewheel steering actuator, and me- When retracted, the nose gear is enclosed by
chanically operated doors (Figure 14-3). The two doors that are mechanically connected to,
nose gear strut does not have a scissors. and move with, the gear strut.

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To center the nose wheel prior to landing gear

retraction, a self-centering mechanism is built
into the nose gear strut (Figure 14-4). As the
strut extends after takeoff, two cams inside the
strut engage to center the wheel. Since strut
extension depends on the air charge in the
strut, proper strut inflation is an important
consideration. When the airplane weight is on
the gear, the amount of strut extension varies
with airplane load.
Because the cams could probably not center

the wheel if it is turned 180° from the normal
position, the nose gear should be checked dur-
ing the exterior inspection to ensure the gear
uplock roller is facing forward (Figure 14-3).
The nosewheel tire is equipped with a chine

to deflect water or slush away from the engine
intakes during takeoff or landing.
OPERATION
Two electrically controlled, hydraulically ac-
tuated valves are used in the landing gear sys-
tem. One valve operates the inboard main gear
doors and the other operates the landing gear.
The gear door control valve is energized to the Figure 14-4. Nose Gear Centering Cams
door-open position when the landing gear routed through both squat switches to ensure
switch is placed in either the UP or the DN po- the airplane is off the ground before the valve
sition. It is energized to the door-close posi- is energized.
tion by switches on the main gear when the
gear is fully retracted or extended. Normal landing gear operation requires DC
power supplied through the GEAR circuit
The landing gear control valve is energized to breaker on the right EMERGENCY DC BUS.
the extend or retract position by switches sens- On Model 31A airplanes, the circuit breaker
ing the full open position of both main gear in- is located in the HYDRAULICS group on the
board doors. During retraction, the circuit is copilot’s circuit-breaker panel.

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Normal Retraction When the nose gear reaches full up, its uplock
engages and the red nose gear UNSAFE light
Positioning the landing gear switch to UP en- extinguishes. When both main gear are fully
ergizes the door control valve to the open po- retracted, the door control valve is energized
sition, directing hydraulic pressure to release the to the closed position and hydraulic pressure
inboard main gear door uplatches and to open closes the gear inboard doors. As the inboard
the doors. The two red main gear UNSAFE doors close, the uplatches engage and the two
lights illuminate as the doors begin to open. red main gear UNSAFE lights extinguish.
When the inboard doors are fully open and
both squat switches are in air mode, the gear Normal Extension
control valve is energized to the retract posi-
tion and hydraulic pressure is directed to the Positioning the landing gear switch to DN en-
retract side of the landing gear actuators (Fig- ergizes the door control valve to the open po-
ure 14-5). The three green LOCKED sition, directing hydraulic pressure to release the
DN/DOWN lights extinguish and the red nose inboard main gear door uplatches and to open
gear UNSAFE light illuminates as the landing the doors. The two red main gear UNSAFE
gear begins to retract. lights illuminate as the doors begin to open.
TO OVERBOARD
EMERGENCY GEAR ALTERNATE EXTENSION CONTROL VALVE GEAR
BRAKES CONTROL VALVE
EXTEND RETRACT
SOL SOL
TO BRAKE
SYSTEM
SOL SOL
DOOR
EMER
CONTROL
AIR
VALVE
BOTTLE
UPLATCH MAIN GEAR

ACTUATOR ACTUATOR
NOSE
GEAR
UPLATCH
ACTUATOR
UPLATCH ACTUATOR
LEGEND
UPLATCH
SYSTEM HYDRAULIC PRESSURE UPLATCH ACTUATOR
DOOR
ACTUATOR
RETURN DOOR
MAIN GEAR ACTUATOR UPLATCH
ACTUATOR
AIR PRESSURE GEAR INBOARD DOOR
Figure 14-5. Landing Gear Retracted

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When the inboard doors are fully open, the gear pressure then closes the gear inboard doors.
control valve is energized to the extend posi- As the inboard doors close, their uplatches
tion (Figure 14-6). This directs hydraulic engage and the two red main gear UNSAFE
pressure to release the nose gear uplock and lights extinguish.
extend all three landing gear. The red nose gear
UNSAFE light illuminates as the nose gear be-
gins to extend. ALTERNATE LANDING GEAR
EXTENSION SYSTEM
When the gear is down-and-locked, the three
green LOCKED DN/DOWN lights illuminate General
and the red nose gear UNSAFE light extin-
guishes. A signal, through both main landing The alternate landing gear extension system is
gear downlock switches, energizes the door mechanically controlled, pneumatically actu-
control valve to the closed position. Hydraulic ated and may be used to extend the landing gear
TO OVERBOARD
BRAKES CONTROL VALVE
EXTEND RETRACT
SOL SOL
TO BRAKE
SYSTEM
SOL SOL
EMER DOOR
AIR CONTROL
BOTTLE VALVE
UPLATCH
ACTUATOR
UPLATCH NOSE
GEAR UPLATCH
ACTUATOR ACTUATOR
LEGEND
UPLATCH
SYSTEM HYDRAULIC PRESSURE UPLATCH MAIN GEAR
DOOR ACTUATOR
RETURN DOOR
MAIN GEAR ACTUATOR ACTUATOR ACTUATOR
UPLATCH ACTUATOR
AIR PRESSURE GEAR INBOARD DOOR
Figure 14-6. Landing Gear Extended

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after electric or hydraulic systems failure (Fig- prevents inadvertent gear retraction after a
ure 14-7). The pneumatic pressure is provided successful extension.
by an emergency air bottle in the nose com-
partment. The same bottle also provides air The system is activated by pushing the alter-
pressure for emergency braking. nate gear extension lever, on the right side of
the pedestal, full down (Figure 14-9). The
The emergency air bottle should be charged to lever has a latch to hold it in the down posi-
1,800–3,000 psi with dry air or nitrogen. Bot- tion. Once the lever has been pushed full
tle pressure is shown on an indicator in the down, it can be raised only by lifting a re-
cockpit (Figure 14-8). On Model 31 airplanes, lease tab and simultaneously raising the lever.
this is a direct reading gage on the center in-
strument panel labeled EMERGENCY AIR.
On Model 31A airplanes, the indicator is DC Operation
powered and is labeled “EMERG AIR.” It is Pushing the alternate gear extension lever
located in the HYDRAULICS group on the down mechanically opens a valve to release
lower switch panel. emergency air bottle pressure to position the
gear control and door control valves to the
Before using the system, the landing gear extend position.
switch should be placed in the DN position
and the GEAR circuit breaker pulled. This
TO OVERBOARD
BRAKE CONTROL VALVE
VALVE
EXTEND RETRACT
SOL SOL
TO BRAKE
SYSTEM
SOL SOL
DOOR
EMER
CONTROL
AIR
VALVE
BOTTLE
UPLATCH
ACTUATOR
UPLATCH NOSE
GEAR UPLATCH
ACTUATOR ACTUATOR
LEGEND UPLATCH
UPLATCH MAIN GEAR
AIR PRESSURE DOOR ACTUATOR
DOOR
MAIN GEAR ACTUATOR ACTUATOR ACTUATOR
RETURN UPLATCH ACTUATOR
GEAR DOOR
Figure 14-7. Alternate Landing Gear Extension

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MODEL 31 AIRPLANES
MODEL 31A AIRPLANES
Figure 14-8. Emergency Air Pressure Indicator

This provides a return path for fluid in the EMERGENCY GEAR LEVER RELEASE TAB
retract side of the gear and door actuators.
Through a series of shuttle valves, the air
pressure also:
• Releases the nose gear uplock and in-

board main gear door uplatches
• Opens the inboard main gear doors
• Extends all three landing gear
When the landing gear reaches down-and-

locked, the three green LOCKED DN/DOWN
lights illuminates and the red nose gear UN-
SAFE light extinguishes. No provision is RIGHT SIDE OF PEDESTAL
made to close the inboard main landing gear
doors following alternate landing gear exten- Figure 14-9. Alternate Extension Controls
sion. Consequently, the two main gear red
UNSAFE lights remain illuminated.
tension lever. This closes the valve on the emer-
After the gear is down and locked, if no hy- gency air bottle, trapping the remaining air pres-
draulic pressure is available, air pressure may sure in the bottle, and prevents a possible leak
be released from the gear system by lifting the in the gear system from releasing air pressure
release tab and raising the alternate gear ex- that might be required for emergency braking.

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systems. From the shuttle valve, hydraulic

BRAKES pressure is routed to the brake assembly
through a parking brake valve, antiskid valve,
GENERAL brake fuse, and another shuttle valve.
The brake system has four multidisc, self-ad- Pistons in the brake assembly move a pressure
justing brake assemblies; one on each main plate, forcing the stationary and rotating discs
landing gear wheel (Figure 14-10). Each main together against a backing plate to produce the
landing gear wheel has a fusible plug. The plug braking action. Depressing one pedal applies
melts to release tire air pressure if the wheel both brakes on the corresponding main gear,
becomes hot from excessive braking. providing differential braking if required.
The brake system is powered by hydraulic Releasing brake pedal pressure repositions
system pressure from the nose gear down (ex- the brake valve, relieving brake pressure to re-
tend) line through power brake valves con- turn, releasing the brakes.
nected to the top of the rudder pedals. The
brakes may be applied by either pilot. The left During gear retraction, a restrictor in the hy-
pedals control both brake assemblies on the left draulic system return line creates back pres-
gear; the right pedals control the brake as- sure to apply the brakes and stop the main
semblies on the right gear. Braking force is landing gear wheels from spinning as they
in direct proportion to pedal pressure, unless enter the wheel well.
modulated by the antiskid system.
When taxiing through slush or snow, wheel
The antiskid system permits stopping in the brakes should be applied frequently to create
shortest distance for runway conditions. Park- friction heat to help prevent the brakes from
ing brakes are controlled by a handle on the freezing after takeoff.
center pedestal. An emergency air brake sys-
tem is used to stop the airplane if hydraulic If a takeoff is made from a slush or snow cov-
pressure is lost. Neither antiskid protection ered runway, the wheels should be allowed to
nor differential braking are available while spin down for approximately 1 minute before
using air brakes. gear retraction. This allows centrifugal force
to throw off any slush that may have collected
NORMAL OPERATION on the brakes and minimizes the possibility of
brake freezing. Additionally, if possible, the
When either pilot depresses a brake pedal, the STAB WING HEAT system should be acti-
power brake valve is mechanically positioned vated for approximately 10 minutes. The wing
to meter system hydraulic pressure from the heat air, released overboard through the wheel
nose gear down line through shuttle valves wells, will tend to dry and warm the wheels
which interconnect the pilot’s and copilot’s and brakes.

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TO RESERVOIR
FROM NOSE GEAR

DOWN LINE
PILOT PILOT COPILOT COPILOT

BRAKE VALVE BRAKE VALVE BRAKE VALVE BRAKE VALVE
GEAR
ALTERNATE
EXTENSION
CONTROL VALVE
PARK
BRAKE
PARKING EMERGENCY
VALVES AIR BOTTLE
ANTISKID
DISCONNECT
SWITCH
WARN
LIGHT OVERBOARD
ANTI CB
SKID
ON EMERG
BRAKING
VALVE
OFF
TO
RESERVOIR
SERVO SERVO
ANTISKID ANTISKID
VALVE VALVE
BRAKE FUSE
SOLENOID
SOLENOID
SHUTOFF
SHUTOFF
SERVO SERVO
SQUAT SWITCH SQUAT SWITCH
ANTISKID
CONTROL BOX
LEGEND
SYSTEM EMERGENCY BRAKE
PRESSURE AIR PRESSURE
METERED BRAKE ELECTRICAL
ANTI-SKID LIGHTS PRESSURE MECHANICAL
RETURN
Figure 14-10. Brake System Schematic

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If frozen brakes are suspected after the gear ers on each main wheel. If a wheel decelera-
is extended for landing, the ANTISKID switch tion rate is excessive, the control box positions
should be positioned to OFF, and the brakes the servo valve to release brake pressure, on
applied 6 to 10 times to break up any ice on the corresponding wheel, to return.
the brakes. The ANTISKID switch should be
positioned to ON before landing. After takeoff, the antiskid system is disabled
by the main landing gear squat switches. If
an attempt is made to apply wheel brakes in
ANTISKID SYSTEM flight with the ANTISKID switch ON, hy-
draulic pressure from the antiskid servo valves
General is routed to return instead of to the brake as-
semblies. If the brakes are to be applied in
The antiskid system regulates hydraulic pres-
flight, (to break up suspected accumulations
sure to each wheel brake individually to allow
of ice on the brakes, for example) the ANTI-
maximum braking without tire skidding. The
SKID switch must first be positioned to OFF.
system includes four wheel speed transducers
Position the switch to ON prior to landing.
(one on each main wheel), two antiskid con-
trol valves, a control box, monitor lights, and
At touchdown, the brakes are inoperative for
an ANTISKID switch on the instrument panel.
1 to 2 seconds to avoid the possibility of brak-
The antiskid system is not required to be op- ing at touchdown which could cause a skid.
erational for flight. However, if a malfunc-
tion is indicated by illumination of one or Four red ANTI-SKID lights monitor the wheel
more red ANTISKID lights, it must be assumed speed transducers and the control box. The
that antiskid protection is lost. Takeoff and lights illuminates individually if a transducer
landing data must be computed accordingly. fails. All four lights illuminate if power to the
control box is lost or if the ANTISKID switch
is off. Cycling the ANTISKID switch to OFF
Operation then back to ON may clear a fault.
The following conditions must exist for anti- At low taxi speeds (wheel speed below 150
skid operation: rpm), the antiskid system is inoperative but
normal hydraulic braking is available. The an-
• The ANTISKID switch must be on. tiskid system is disconnected when the park-
ing brakes are set; however, the red ANTI-
• Both squat switches must be in the SKID lights do not illuminate.
ground mode.
The antiskid system uses DC power from the
• The parking brake must be released. ANTISKID circuit breaker on the right DC 3
BUS. On Model 31A airplanes, the circuit
• Wheel speed must be above 150 rpm. breaker is located in the HYDRAULICS group
on the copilot’s circuit-breaker panel.
During antiskid operation, the control box re-
ceives wheel speed signals from the transduc-

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PARKING BRAKES To apply emergency air brakes, the EMER

BRAKE handle on the left side of the center
Hydraulic system pressure from either en- pedestal must be pulled out of its recess and
gine-driven pump or the auxiliary pump can pressed downward. This mechanically opens a
be used to set the parking brakes. Pulling the valve on the emergency air bottle and meters
PARKING BRAKE handle on the center air pressure through shuttle valves to all four
pedestal mechanically closes two parking brake assemblies. Pressing the handle further
brake valves. When closed, the valves func- downward increases air pressure to the brake
tion as one-way check valves, trapping pres- assemblies. Raising the handle closes the
sure from the pilot or copilot brake valves in valve on the emergency air bottle and allows
the brake assemblies. applied air pressure to be vented overboard,
releasing the brakes.
To set the parking brakes, pedal pressure may
be applied and the PARKING BRAKE han-
dle pulled out. Or, the PARKING BRAKE
handle may be pulled first and then pedal NOSEWHEEL STEERING
pressure applied. Pulling the PARKING
BRAKE handle also illuminates the amber
PARKING BRAKE light and disconnects the GENERAL
antiskid system to prevent inadvertent loss of Either of two nosewheel steering systems may
brake pressure. Even though the antiskid is be installed on Model 31/31A airplanes. Both
inoperative, the red ANTISKID lights do not are electrically controlled and actuated and
illuminate when the PARKING BRAKE han- provide variable steering authority depend-
dle is pulled. ing on the airplane’s speed. The original ana-
log nosewheel steering system was installed
To release the parking brakes, the PARKING on airplanes serial number 002 through 054.
BRAKE handle must be pushed all the way in. The later, digital nosewheel steering system
The amber PARKING BRAKE light extin- was installed on Model 31A airplanes serial
guishes when the parking brakes are released. number 055 and subsequent and may be
retrofitted on earlier airplanes.
EMERGENCY AIR BRAKES The nosewheel steering system is not required
Emergency air brakes may be used to stop the to be operational for flight. If the nosewheel
airplane when hydraulic pressure is not avail- steering system is inoperative, the airplane
able. Antiskid protection, differential brak- may be maneuvered on the ground by using dif-
ing, and parking brakes are not available while ferential power and brakes.
using the emergency brakes.

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ANALOG NOSEWHEEL center pedestal, a green STEER ON annunci-

STEERING SYSTEM ator light, and a steering actuator on the nose-
wheel strut. The steering actuator includes a
reversible DC motor which drives the nose-
Components wheel strut through an electric clutch and a
The analog nosewheel steering system (Fig- gear box.
ure 14-11) includes a steer lock button on the
28 VDC
STEER LOCK
BUTTON
STEER ON
CONTROL WHEEL
MASTER SWITCHES
NOSE GEAR
UPLOCK SWITCH
(RELEASED)
RUDDER PEDAL
POSITION SENSOR
115 VAC
LEFT INBOARD
WHEEL SPEED NOSEWHEEL STEERING AC SQUAT SWITCH
TRANSDUCERS RIGHT INBOARD
COMPUTER RELAY BOX
RIGHT OUTBOARD
AC
REVERSIBLE
MOTOR
LEFT MAIN GEAR

CLUTCH
DOWNLOCK SWITCH
NOSEWHEEL STRUT
POSITION SENSOR
NOSEWHEEL STRUT
Figure 14-11. Analog Nosewheel Steering System

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Other system components include a com- control wheel master switch. STEER LOCK
puter and two position sensors; one senses is disengaged by momentarily depressing ei-
rudder pedal position and the other senses the ther control wheel master switch.
position of the nosewheel strut. The system
also uses information from the squat switch When steering engages, DC power is applied
relay box, either control wheel master switch to the computer through the released side of
and three of the four antiskid wheel speed the nose gear uplock switch and the green
transducers; left inboard, right inboard and STEER ON annunciator illuminates. Rud-
right outboard. der pedal movement then provides steering
commands to the computer.
AC and DC electrical power for the nose- The computer uses speed signals from the
wheel steering system is provided by the wheel speed transducers, to determine how
NOSE STEER circuit breakers on the left much steering authority to provide. At low
115 VAC BUS and left DC 1 BUS. On Model taxi speeds, the maximum authority available
31A airplanes, the circuit breakers are lo- is approximately 45° either side of center. As
cated in the TRIM-FLT CONT group on the speed increases, the maximum authority is
pilot’s circuit-breaker panel. reduced until, at the maximum nosewheel
steering speed of 45 knots, it is approxi-
mately 8° either side of center.
Operation
When electrical power is applied to the air- After receiving a steering command, the
plane, DC power, through the left main land- computer signals the motor in the steering ac-
ing gear downlock switch, energizes the tuator to drive the nosewheel strut in the ap-
clutch in the nosewheel steering actuator. propriate direction. The nosewheel strut
At the same time, DC power, through the position sensor provides continuous strut
computer, is applied to both sides of the reposition information to the computer. When
versible motor in the actuator. In this con- the strut reaches the correct position, the
figuration, the nosewheel steering actuator computer signals the motor in the steering ac-
functions as a shimmy damper for the nose- tuator. The motor stops driving the strut and
wheel strut. Because of this, before towing the steering actuator again functions as a
the airplane, electrical power should be re- shimmy damper.
moved, or the DC NOSE STEER circuit
breaker should be opened. Since variable-authority steering is depen-
dent upon wheel speed transducer signals,
With the squat switch relay box in ground steering should not be engaged above 10
mode, nosewheel steering may be engaged by KIAS if any two of the following three ANTI-
momentarily depressing the STEER LOCK SKID lights are illuminated: left inboard,
switch or by depressing and holding either right inboard and right outboard.

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DIGITAL NOSEWHEEL STEER circuit breakers on the left 115-VAC

BUS and left DC 1 BUS. The circuit break-
STEERING SYSTEM ers are located in the TRIM-FLT CONTROL
Components
The digital nosewheel steering system (Fig-
ure 14-12) includes an ARM/NOSE STEER Normal Operation
button on the center pedestal, a green STEER There is no clutch in the nosewheel steering
ON annunciator light, a computer, and an ac- actuator. Nosewheel strut shimmy damping is
tuator on the nosewheel strut. Other system provided by friction in the gear train in the ac-
components include position and force sensors tuator and is available with or without elec-
on the pilot’s and copilot’s rudder pedals, the trical power on the airplane.
rudder boost computer, and two position sen-
sors on the nosewheel strut. The system also The airplane may be towed with electrical
uses information from the squat switch relay power on or off. However, the airplane should
box, either control wheel master switch, the not be towed with the nosewheel steering sys-
nose gear down-lock switch and three of the tem armed.
four antiskid wheel speed transducers: left in-
board, right inboard and right outboard. AC Before taxi, the system is armed by momen-
and DC electrical power for the nosewheel tarily depressing the ARM/NOSE STEER but-
steering system is provided by the NOSE ton on the center pedestal. The system arms
ARM
STEER
NOSE ON
STEER
WHEEL SPEED
TRANSDUCERS
LEFT INBOARD
RIGHT INBOARD
RIGHT OUTBOARD
NOSE GEAR
DOWNLOCK
SWITCH STRUT STRUT
NOSEWHEEL STEERING COMPUTER ACTUATOR POSITION POSITION
SENSOR SENSOR
SQUAT SWITCH
RELAY BOX
28 VDC 115 VAC
PEDAL RUDDER PEDAL

POSITION BOOST POSITION
SENSOR COMPUTER SENSOR
PILOT'S PEDAL PEDAL COPILOT'S

RUDDER FORCE FORCE RUDDER
PEDALS SENSOR SENSOR PEDALS
Figure 14-12. Digital Nosewheel Steering System

if both AC and DC electrical power are avail- circuit breaker on the left DC BUS 3 and lo-
able and the computer has not detected any cated in the AFCS group on the pilot’s circuit
faults in the system. Successful arming is in- breaker panel. This circuit breaker must be
dicated by the white ARM light in the but- closed to generate the rudder pedal force sig-
ton illuminating. nal; however, the RUDDER BOOST switch
may be ON or OFF.
The green STEER ON annunciator light also il-
luminates if the system has armed successfully. The nosewheel steering computer considers the
The illuminated STEER ON annunciator indi- rudder pedal position and force signals, along
cates that steering commands from the com- with speed information from the antiskid wheel
puter are available to the actuator. speed transducers, to determine how much
steering authority to provide. At low taxi
The system may be disarmed by momentarily speeds, with full rudder pedal deflection and
depressing the ARM/NOSE STEER button a maximum rudder pedal force (approximately
second time. The system may also be dis- 100 pounds) applied, a maximum steering au-
armed by momentarily depressing either con- thority of approximately 45° either side of
trol wheel master switch. The STEER ON center is available.
and ARM annunciator lights extinguish and a
disconnect tone sounds. After receiving a steering command, the com-
puter signals the actuator to drive the strut to the
The nosewheel steering may also be engaged commanded position. The computer monitors
without arming by depressing and holding ei- signals from the strut position sensors and a
ther control wheel master switch. The green servo tach in the actuator to determine that the
STEER ON light illuminates and the nose- strut has moved to the commanded position.
wheel steering system operates normally.
When the control wheel master switch is re- As ground speed increases during takeoff roll,
leased, the nosewheel steering disengages and the nosewheel steering authority decreases
the green STEER ON light extinguishes, but until, at 80 knots, it is zero. As the ground
the disconnect tone does not sound. speed reaches 90 knots, the computer opens a
relay which removes electrical power from
In summary, if the system disengages after it the actuator and the green STEER ON an-
has been armed, the STEER ON and ARM annunciator extinguishes.
nunciator lights extinguish and a disconnect
tone sounds. If the system disengages after it When the squat switch relay box shifts to air
has been engaged but not armed, the green mode, a second relay, which also removes elec-
STEER ON light extinguishes but the dis- trical power from the actuator, is opened. When
connect tone does not sound. the landing gear is retracted, and the nose land-
ing gear downlock switch breaks contact, the
Once the system is armed, and the STEER ON ARM annunciator extinguishes. The nosewheel
annunciator light is illuminated, steering com- steering computer is still energized; however,
mands are made by pushing on either the pilot’s pushing the ARM/NOSE STEER button with the
or copilot’s rudder pedals. Signals from the nose landing gear retracted will not cause the
rudder pedal position sensors are provided di- system to arm or disarm.
rectly to the nosewheel steering computer.
Signals from the rudder pedal force sensors are A d d i t i o n a l l y, t h e c o n t r o l w h e e l m a s t e r
provided to the rudder boost computer where switches have no effect on the nosewheel steer-
they are amplified and then provided to the ing system in flight.
nosewheel steering computer.
When the landing gear is extended before
Electrical power for the rudder pedal force landing, and the nose landing gear down-
sensors is provided by the RUDDER BOOST lock switch makes contact, the ARM light

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illuminates. The ARM light should be checked transducers as explained above. The signals
before landing to be sure it is illuminated. are provided directly from the transducers,
not through the antiskid system, so the AN-
At touchdown, when the squat switch relay box TISKID switch may be ON or OFF.
shifts to ground mode, a relay closes which al-
lows electrical power to the actuator when The nosewheel steering system functions prop-
commanded by the computer. As the airplane’s erly with signals from any two of the three
ground speed decreases to 90 knots during wheel speed transducers. If a wheel speed
landing roll, the computer closes a relay which transducer fails after the system has been
applies electrical power to the actuator and the armed, the system remains armed and operates
green STEER ON annunciator illuminates. normally. Once the system has been disarmed,
Variable authority nosewheel steering is again it does not rearm with a failed transducer. In
available by depressing either the pilot’s or this situation, full authority steering is avail-
copilot’s rudder pedals. able by depressing and holding either control
wheel master switch. If another malfunction
Fault Monitors occurs while steering is engaged with the con-
trol wheel master switch, the system disen-
Two processors in the nosewheel steering com- gages, the green STEER ON light extinguishes
puter monitor the system for faults. They dis- but the disconnect tone does not sound.
arm and disengage the system if certain faults
are detected after the system has been armed. If two of the three wheel speed transducers fail
They do not allow the system to arm if a fault after the system has been armed, the system
is detected before arming. disengages, the STEER ON and ARM lights
extinguish and the disconnect tone sounds.
If a fault is detected on the ground, after the sys-
tem has been armed, the system disengages, The system may again be engaged by de-
the STEER ON and ARM lights extinguish and pressing and holding either control wheel mas-
the disconnect tone sounds. If a fault is de- ter switch. However, when the airplane ground
tected in the air, with the nose landing gear speed reaches 10 knots, the system disengages
down, the ARM light extinguishes. If a fault is and the green STEER ON light extinguishes.
detected in the air, with the nose landing gear The disconnect tone does not sound.
retracted, the ARM light does not illuminate
when the landing gear is extended.
Limited Authority Mode of
Faults, which cause the system to disengage, Nosewheel Steering
include loss of AC or DC electrical power,
differences between the processors, and fail- If the rudder pedal force signal is lost due to
ure of Random Access Memory (RAM) or force sensor or rudder boost computer failure,
Programmable Read Only Memory (PROM) a limited authority mode of nosewheel steering
checks. The system also disengages if there is available by depressing and holding either
are excessive differences in the signals from control wheel master switch. The green STEER
the antiskid wheel speed transducers, rudder ON light illuminates and the steering author-
pedal and nosewheel strut position sensors ity is determined by rudder pedal position only.
and the rudder pedal force sensors. Loss of In the limited authority mode, the maximum
the rudder pedal force signal causes the sys- steering authority is approximately 18° either
tem to disengage; however, a limited author- side of center. If another malfunction occurs
ity mode of steering, explained later in this while steering is engaged in the limited au-
section, is still available. thority mode, the system disengages, the green
STEER ON light extinguishes, but the dis-
connect tone does not sound.
Antiskid Malfunctions
The nosewheel steering system uses speed in-
formation from three antiskid wheel speed

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QUESTIONS
1. Emergency air pressure can be used for: 6. Three gear UNSAFE lights are on and
A. Gear extension and parking brake the gear warning horn sounds when the:
B. Gear, flaps, spoilers, and brakes A. G e a r i s r e t r a c t e d a n d n o g r e e n
C. Gear extension and brakes LOCKED DN lights are on.
D. Gear extension, flaps, and brakes B. Gear is down, thrust levers are above
approximately 70% fan speed, and al-
titude is below 14,500 ±500 feet.
2. Prior to takeoff, the EMERGENCY AIR
pressure indicator should indicate: C. Gear is up, thrust levers are below ap-
proximately 55–60% fan speed, alti-
A. 1,800 to 3,000 psi tude is below 14,500 feet and the
B. 1,700 psi minimum airspeed is below 170.
C. 3,000 to 3,350 psi D. Flaps are extended beyond 25°, re-
D. 1,750 psi maximum gardless of altitude.
3. During normal operation, the inboard 7. With the flaps extended beyond 25° and
main landing gear doors open: the gear not down-and-locked, the warn-
A. When the landing gear switch is po- ing horn:
sitioned to UP. A. Sounds but can be muted
B. When the landing gear switch is po- B. Does not sound
sitioned to DN C. Sounds but cannot be muted
C. When the main gear begins to extend D. None of the above
D. Both A and B
8. Illumination of a red main gear UNSAFE
4. Automatic wheel braking, during gear light indicates:
retraction, is provided by: A. The corresponding main gear is not
A. The antiskid system down-and-locked.
B. The parking brake valves B. The corresponding main gear is not
C. The squat switches up-and-locked.
D. Restricting return fluid from the hy- C. The corresponding main gear inboard
draulic system door is not closed.
D. The corresponding main gear inboard
5. After alternate gear extension, the gear door is closed.
position light indications should be:
A. Three green 9. The red nose gear UNSAFE light will be
on when:
B. Three green, two red
C. Three red, two green A. The nose gear is unsafe or in transit.
D. Three red, three green B. Nosewheel steering is inoperative.
C. The nose gear doors are open.
D. The nose gear doors are closed.

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10. Parking brakes can be set with the: 15. The electrical requirements for nosewheel
A. Pilot’s brakes only steering are:
B. Pilot’s or copilot’s brake pedals only A. 24 VAC and 28 VDC
with the ANTISKID switch ON B. Only 28 VDC
C. Pilot’s or copilot’s brake pedals C. Only 115 VAC
D. Pilot’s or copilot’s brake pedals only D. 28 VDC and 115 VAC
with the ANTISKID switch OFF
16. When STEER LOCK is engaged:
11. If the left outboard, left inboard, and right A. My airplane does not have STEER
inboard antiskid lights are illuminated: LOCK.
A. Takeoff weight is limited to 15,000 B. The nosewheel is locked in whatever
pounds. position it is in at the time.
B. Nosewheel steering should not be en- C. Up to 45° left or right steering is avail-
gaged above 10 knots. able, with decreasing authority at
C. Takeoff (V R ) will be affected. higher speeds.
D. Nosewheel steering will be inopera- D. Nosewheel becomes free swiveling.
tive above 10 knots.
17. If the digital nosewheel steering system
12. Normal brake pressure is provided by: does not ARM before taxi:
A. The nose gear down line A. My airplane does not have digital
B. The brake accumulator nosewheel steering.
C. The main gear down lines B. The nosewheel steering is inoperative.
D. The emergency air bottle C. The nosewheel steering is inopera-
tive above 10 knots.
13. Related to nosewheel steering, the pre- D. Normal, or limited authority, nose-
cautions that should be taken before tow- wheel steering may be engaged by de-
ing the airplane are: pressing, and holding, either control
wheel master switch.
A. The nosewheel steering system should
not be ARMED.
B. Do not exceed the 55° turning limits.
C. Pull the NOSE STEER DC circuit
breaker if the battery switches are on.
D. Turn OFF the antiskid switch.
14. I f a g r e e n m a i n g e a r L O C K E D
DN/DOWN light is burned out, another
down-and-locked indication is:
A. GND IDLE light illuminated
B. ENG SYNC light illuminated
C. Illumination of the corresponding
landing light when the switch is turned
on
D. Red UNSAFE lights illuminated

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
Elevators ........................................................................................................................ 15-2
Ailerons ......................................................................................................................... 15-3
Rudder ........................................................................................................................... 15-3
TRIM SYSTEMS.................................................................................................................. 15-4
General........................................................................................................................... 15-4
Rudder (Yaw) Trim........................................................................................................ 15-4
Aileron (Roll) Trim........................................................................................................ 15-4
Pitch Trim ...................................................................................................................... 15-6
MACH TRIM ........................................................................................................................ 15-8
General........................................................................................................................... 15-8
Operation ..................................................................................................................... 15-10
Mach Trim Monitor..................................................................................................... 15-10
SECONDARY FLIGHT CONTROLS ............................................................................... 15-10
Flaps ............................................................................................................................ 15-10
Spoilers........................................................................................................................ 15-13
YAW DAMPERS ................................................................................................................ 15-14
Model 31 Yaw Damper................................................................................................ 15-14

Model 31A Yaw Damper............................................................................................. 15-16

RUDDER BOOST SYSTEM ............................................................................................. 15-16
Model 31 Rudder Boost .............................................................................................. 15-18
Model 31A Rudder Boost............................................................................................ 15-20
STALL WARNING SYSTEMS.......................................................................................... 15-22
General ........................................................................................................................ 15-22
ANGLE OF ATTACK Indicators ................................................................................ 15-22
Warning Lights ............................................................................................................ 15-22
Stick Shaker................................................................................................................. 15-22
Operation ..................................................................................................................... 15-23
OVERSPEED WARNING.................................................................................................. 15-24
QUESTIONS ...................................................................................................................... 15-25

ILLUSTRATIONS
Figure Title Page
15-1 Flight Controls ....................................................................................................... 15-2

15-2 Flight Controls Gust Lock...................................................................................... 15-3
15-3 Aileron Tabs ........................................................................................................... 15-3
15-4 Trim Systems Controls and Indicators ................................................................... 15-5
15-5 Pitch Trim System.................................................................................................. 15-7
15-6 Model 31A Mach Trim System.............................................................................. 15-9
15-7 Flap System.......................................................................................................... 15-11
15-8 Spoiler System ..................................................................................................... 15-13
15-9 Model 31 Yaw Damper ........................................................................................ 15-15
15-10 Model 31A Yaw Damper ..................................................................................... 15-17
15-11 Model 31 Rudder Boost System .......................................................................... 15-19
15-12 Model 31A Rudder Boost System ....................................................................... 15-21
15-13 Stall Warning Systems ......................................................................................... 15-23

CHAPTER 15
FLIGHT CONTROLS
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INTRODUCTION
This chapter provides information on the primary and secondary flight control systems.
It includes a description of the trim systems and other flight control related systems.
GENERAL
The primary flight controls, ailerons, eleva- A flight control gust lock is provided to pre-
tor, and rudder, are mechanically operated vent wind gust damage to the primary flight
through dual control columns, control wheels, controls. When installed, the gust lock holds
and rudder pedals. They may also be posi- full left rudder, full left aileron, and full down
tioned by the autopilot. Electrical trim is elevator (Figure 15- 2).
provided in pitch, roll, and yaw. Secondary
flight controls consist of hydraulically actu- Other flight control related systems are the yaw
damper, rudder boost, stall warning, over-
ated spoilers and flaps. All flight control sur- speed warning and, on Model 31A airplanes,
faces are shown in Figure 15-1. a Mach trim system.

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HORIZONTAL
STABILIZER
ELEVATOR
VERTICAL
STABILIZER
AILERON
BALANCE
RUDDER
TAB
TRIM TAB
FLAP
SPOILER
RUDDER
AILERON
AILERON
TRIM TAB
AILERON
BALANCE TAB
FLAP
AILERON
SPOILER
Figure 15-1. Flight Controls
movement of either control column. A bob

PRIMARY FLIGHT weight, attached to the control column, and a
CONTROLS downspring, in the elevator control linkage,
improve pitch stability.
ELEVATORS The elevators can also be positioned by the au-
topilot through a DC electrically powered
The elevators provide pitch control and may pitch servo. The pitch servo is mechanically
be mechanically positioned by fore-and-aft

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PILOT'S CONTROL WHEEL G

WIN
AILERON
BALANCE TRIM TAB

TAB
PILOT'S RIGHT RUDDER PEDAL
Figure 15-2. Flight Controls Gust Lock

Figure 15-3. Aileron Tabs
connected to the elevator control linkage
through an electric clutch and a mechanical slip ailerons. The autopilot can be disengaged by
clutch. The electric clutch is only engaged depressing either control wheel master switch.
when the servo receives a signal from the au-
topilot to move the elevators. The autopilot The pilot can also override the roll servo, if
can be disengaged by depressing either con- necessary, by exerting sufficient force on the
trol wheel master switch, located on the out- control wheel to slip the mechanical clutch.
board horn of each control wheel.
The pilot can also override the pitch servo, if RUDDER

necessary, by exerting sufficient force on the
control column to slip the mechanical clutch. The rudder provides yaw control and is me-
chanically positioned by depressing a rudder
pedal. It may also be positioned by the yaw
AILERONS damper, or rudder boost system (if installed),
through a DC electrically powered yaw servo.
The ailerons provide roll control and are me- The yaw servo is mechanically connected to
chanically positioned by rotating either con- the rudder control linkage through a mechani-
trol wheel. Mechanical balance tabs, one on cal slip clutch. On Model 31A airplanes only,
each aileron, provide aerodynamic assistance the servo incorporates an electric clutch that is
to move the aileron and reduce control wheel only engaged when the servo receives a signal
forces (Figure 15-3). from the yaw damper or rudder boost system to
move the rudder. The yaw damper may be dis-
The ailerons can also be positioned by the au- engaged by momentarily depressing either con-
topilot through a DC electrically powered roll trol wheel master switch. The rudder boost
servo. The roll servo is mechanically con- system can be disabled by depressing and hold-
nected to the aileron control linkage through ing either control wheel master switch.
a mechanical slip clutch. On Model 31A air-
planes only, the servo incorporates an electric The pilot can override the yaw servo, if
clutch that is only engaged when the servo re- necessary, by exerting sufficient force on the
ceives a signal from the autopilot to move the rudder pedals to slip the mechanical clutch.

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The rudder trim system is powered through the

TRIM SYSTEMS YAW TRIM circuit breaker on the left DC
BUS 2. On Model 31A airplanes, the circuit
GENERAL breaker is located in the TRIM-FLT CONT
DC electrically powered trim is provided on
all primary flight controls. Trim tabs are used
for roll and yaw trim; one tab on the left aileron AILERON (ROLL) TRIM
and one tab on the rudder. The airplane is
trimmed in pitch by changing the angle of in- Aileron (roll) trim is controlled with control
cidence of the horizontal stabilizer. wheel trim switches located on the outboard
horn of each control wheel. Each control
Trim position indicators for pitch, roll, and wheel trim switch is a dual-function (trim and
yaw are all located on the center pedestal trim arming) switch which controls roll trim
(Figure 15-4). They are DC powered through and primary pitch trim. The switches have four
the TRIM-FLAP IND circuit breaker on the positions: LWD, RWD, NOSE UP, and NOSE
right DC EMER BUS. On Model 31A air- DN. They are spring-loaded to the center,
planes, the circuit breaker is located in the neutral, position.
TRIM-FLT CONT group on the copilot’s cir-
cuit-breaker panel. The arming button on top of the switch must
be depressed and held while moving the trim
switch in the direction of desired trim action.
RUDDER (YAW) TRIM Actuation of the pilot’s trim switch overrides
actuation of the copilot’s switch in all four
Rudder (yaw) trim is controlled by a three-po- directions.
sition rudder trim switch on the center pedestal,
spring-loaded to the OFF position. The switch Actuation of either control wheel trim switch
knob is split into an upper and a lower half. to LWD or RWD, with the arming button de-
Both halves must be rotated simultaneously to pressed, energizes the aileron trim actuator
activate rudder trim. This is a safety feature motor, in the left aileron, to move the trim tab
to reduce the possibility of inadvertent trim ac- in the appropriate direction.
tuation. Actuation of both halves of the switch
energizes the rudder trim actuator motor in the The aileron trim system is powered through the
rudder to move the trim tab in the appropriate ROLL TRIM circuit breaker on the left DC
direction. BUS 2. On Model 31A airplanes, the circuit
breaker is located in the TRIM-FLT CONT

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ARMING SWITCH CONTROL WHEEL TRIM SWITCH
WHEEL MASTER SWITCH
Figure 15-4. Trim Systems Controls and Indicators

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PITCH TRIM Pitch Trim Selector Switch

The PITCH TRIM selector switch on the cen-
General ter pedestal is used to select primary or sec-
The airplane is trimmed in pitch by a movable ondary trim modes. In the PRI (forward)
horizontal stabilizer which is positioned by a position, primary pitch trim may be activated
stabilizer actuator (Figure 15-5). The actua- by either of the control wheel trim switches,
tor consists of two DC electric trim motors (pri- with the arming button depressed, and the
mary and secondary) which operate through Mach trim system, if installed.
a single gearbox and jackscrew to position
the stabilizer. Depressing and holding either In the OFF position, both trim systems are
control wheel master switch stops both trim inoperative.
motors. The primary and secondary pitch trim
systems are electrically independent. In the SEC (aft) position, secondary pitch trim
may be activated by a three-position secondary
Control power for the primary trim system is trim switch on the center pedestal. The switch
provided by the PRI PITCH TRIM circuit is spring-loaded to the OFF position. With the
breaker on the left DC EMER BUS. On Model PITCH TRIM selector switch in SEC, primary
31A airplanes, the circuit breaker is located pitch trim is inoperative and cannot be acti-
in the TRIM-FLT CONT group on the pilot’s vated by the control wheel trim switches or the
circuit-breaker panel. Power to drive the pri- Mach trim system, if installed.
mary pitch trim motor is normally provided by
the battery charging bus through a 50-amp The autopilot can activate the secondary trim
current limiter. With EMER BUS selected, the system with the PITCH TRIM selector switch
primary pitch trim motor is powered directly in either the PRI or SEC positions. If the
from the left main airplane battery. PITCH TRIM selector is OFF, the autopilot
pitch axis is inoperative.
Control power for the secondary trim system,
and power to drive the secondary trim motor,
are both provided by the SEC PITCH TRIM
circuit breaker on the right DC EMER BUS. Primary Pitch Trim
On Model 31A airplanes, the circuit breaker With the PITCH TRIM selector switch in the
is located in the TRIM-FLT CONT group on PRI (forward) position, primary pitch trim
the copilot’s circuit-breaker panel. may be activated by either of the control wheel
trim switches, with the arming button de-
Pitch trim operates in three modes: pressed. Actuation of the pilot’s trim switch
overrides actuation of the copilot’s switch.
• Primary pitch trim, using the primary
trim motor Primary pitch trim operates at two different
speeds depending on wing flap position. With
• Secondary pitch trim, using the sec- the flaps extended beyond 3°, it takes 19 to 23
ondary trim motor seconds for the primary pitch trim to run from
stop-to-stop, e.g., full noseup to full nose-
• Autopilot pitch trim, using the secondary down. With the flaps full up, the time is 39 to
trim motor 43 seconds.
Additionally, on Model 31A airplanes, the A pitch trim monitor provides a visual indi-
Mach trim system, explained later in this sec- cation of faults in the primary trim system. The
tion, uses the primary pitch trim system. trim monitor monitors the primary trim sys-
tem, the 3° flap switch, and the pitch trim ac-
Selection of primary or secondary pitch trim tuator. Faults are indicated by illumination of
is made with the PITCH TRIM selector switch. the amber PITCH TRIM light.

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WHEEL MASTER
SWITCH (MSW)
CONTROL WHEEL
TRIM SWITCH
SLOW
UP
FAST
8° F
L
A
20° P
DN
3° FLAP SWITCH
ANNUNCIATOR
PITCH
TRIM P S
R E
I C
PRIMARY TRIM TRIM
MONITOR
PITCH TRIM
PRI NOSE DN
SECONDARY TRIM
O
F
F
SEC NOSE UP
AUTOPILOT
TRIM
AUTOPILOT
PITCH
COMPUTER AURAL PITCH SERVO
TRIM IN
MOTION
NDN
5 AFT
PITCH
7 T.O. TRIM LEGEND
D
FW
9
NUP ELECTRICAL
T.O.
TRIM
ANNUNCIATOR
Figure 15-5. Pitch Trim System

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With flaps up (primary pitch trim in the slow Trim Clicker

speed mode), the monitor system illuminates
the PITCH TRIM light if it senses that pri- A trim clicker provides an audible indication of
mary trim is running at the fast rate (trim primary or secondary trim motor operation
overspeed). when the flaps are up. The clicker sounds when
either trim motor operates for more than
Regardless of flap position, the monitor sys- approximately 1⁄4 second with flaps up. The
tem illuminates the PITCH TRIM light if it clicker is inoperative when the flaps are
senses an electrical fault in the primary sys- extended beyond 3°. Electrical protection is
tem that creates the potential for runaway pri- provided through the WARN HORNS circuit
mary pitch trim. breaker on the copilot’s side.
The PITCH TRIM light also illuminates when- PITCH TRIM Indicator
ever either control wheel master switch is de- Horizontal stabilizer position is shown on the
pressed and held. This is normal.
PITCH TRIM indicator on the center pedestal.
If the PITCH TRIM light illuminates while the The indicator is marked in number of degrees,
wheel master switch is not depressed, the sec- stabilizer leading edge down from horizontal,
ondary trim system should be selected by plac- from –2 to –11°. On the indicator, the takeoff
ing the PITCH TRIM selector switch in the trim range is marked by two white lines.
SEC position.
T. O. TRIM Light
When the airplane is on the ground, if the pitch
Secondary Pitch Trim trim is set outside of the takeoff range, an amber
With the PITCH TRIM selector switch in the T. O. TRIM annunciator light illuminates and the
SEC position, secondary pitch trim is con- takeoff monitor warning horn sounds if the right
trolled through the secondary trim switch on thrust lever is advanced above approximately
the center pedestal. The secondary pitch trim 82% fan speed.
system runs at only one speed, regardless of
wing flap position. The secondary pitch trim
system takes approximately 57 seconds to run
from stop-to-stop. MACH TRIM
Autopilot Pitch Trim GENERAL
When engaged in pitch, the autopilot uses the Model 31A airplanes have a Mach trim system
pitch servo to position the elevator. The au- that uses the primary trim system to improve
topilot then uses the secondary pitch trim sys- pitch stability at high speeds (Figure 15-6).
tem to trim off any control pressure the servo Since the Mach trim system uses the primary
is holding. The autopilot can activate the sec- pitch trim system, the PITCH TRIM selector
ondary trim system with the PITCH TRIM se- switch must be in the PRI position for Mach
lector switch in either PRI or SEC position. trim system operation.
The pitch axis of the airplane is the only one
in which the autopilot can trim. The MACH TRIM position on the rotary SYS-
TEM TEST switch is used to check the Mach
trim system on the ground and to resynchro-
Pitch Trim Indications nize it in flight.
A trim clicker, PITCH TRIM indicator, and T. O.
TRIM annunciator light are used to monitor the The Mach trim system becomes active auto-
pitch trim systems. matically above approximately .70 M I if the
autopilot is not engaged. If the autopilot is

OVERSPEED
WARNING
HORN
BENDIX/KING
IAS 60 MACH TRIM

400
350 80
MACH
TRIM FOLLOW-UP
300 100
250 . MACH
KNOTS
120
200 140
180 160
MACH TRIM
MON P S
PILOT'S R E
LEARJET 31/31A
AIRSPEED MACH TRIM I C
INDICATOR COMP
BENDIX/KING
400 IAS 60
350 80
300 100
250 . MACH
KNOTS
120
200 140
180 160

PITCH
COPILOT'S TRIM
AIRSPEED PRI
INDICATOR
SEC
LEGEND
ELECTRICAL
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15-9
Figure 15-6. Model 31A Mach Trim System

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engaged, the Mach trim system assumes a MACH TRIM MONITOR

passive, standby, mode. In this case, the
PITCH TRIM selector switch can be in either The Mach trim monitor continuously monitors
the PRI or SEC position, since the autopilot input signals and power to the Mach trim com-
can use the secondary trim system with the puter. It also compares airspeed signals with
switch in either position. the horizontal stabilizer position signal. A mal-
function exists if the Mach trim monitor does
The Mach trim system includes a computer, a not receive a signal, indicating a change in hor-
follow-up on the horizontal stabilizer, an izontal stabilizer position, after the signals
amber MACH TRIM annunciator light, and a from the airspeed indicators have indicated an
monitor system. airspeed change. A malfunction also exists if
power to the Mach trim computer is lost, an
The Mach trim system uses 115-VAC and
DC power. The 115 VAC is provided by the input signal is lost, or a Mach number/horizontal
MACH TRIM circuit breaker on the left AC stabilizer trim position error occurs.
bus, located in the AFCS group on the pilot’s
circuit-breaker panel. The DC power is pro- In any of these cases, the Mach trim monitor
vided by the PRI PITCH TRIM circuit disengages Mach trim and illuminates the
breaker on the left DC EMER BUS and lo- amber MACH TRIM light if the airspeed is
cated in the TRIM-FLT CONT group on the above .70 M I. If the airspeed is above 0.78 M I,
pilot’s circuit-breaker panel. the overspeed warning horn also sounds.
If the fault clears or power is restored, the

OPERATION system can be resynchronized by selecting the
MACH TRIM position on the SYSTEM TEST
During flight, with the autopilot disengaged, switch and depressing the TEST button. If the
analog airspeed signals from the pilot’s and Mach trim system cannot be resynchronized,
copilot’s airspeed indicators are provided airspeed must be limited to .78 M I or the
to the Mach trim computer. The follow-up autopilot may be engaged. Engaging the
on the horizontal stabilizer provides the com- autopilot cancels all warnings and the airplane
puter with a signal that indicates horizontal can be accelerated to MMO.
stabilizer position. Altitude information is
obtained through the air data computers.
As airspeed increases above approximately

.70 Mach, the Mach trim system becomes ac-
SECONDARY FLIGHT
tive and commands the appropriate pitch trim CONTROLS
change for airspeed changes; noseup trim for
speed increases, nosedown trim for speed de-
creases. The primary pitch trim system then FLAPS
repositions the horizontal stabilizer and the
follow-up indicates the new stabilizer position General
to the computer.
All Model 31 and Model 31A airplanes are
Whenever either pilot makes a trim input using equipped with single-slotted Fowler flaps (Fig-
the control wheel trim switch, the Mach trim ure 15-7). The flaps are electrically controlled
is interrupted. When the trim switch is re- and hydraulically actuated by two flap actua-
leased, the Mach trim system resynchronizes tors, one in each wing. The flaps are mechan-
to the new horizontal stabilizer position. In ically interconnected by a cable to minimize the
flight, the Mach trim system is also resyn- possibility of a “split flap” condition.
chronized by selecting the MACH TRIM po-
sition on the SYSTEM TEST switch and
depressing the TEST button.

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FLAP POSITION FLAP POSITION

SWITCH SWITCH
(3˚–13˚–25˚) (3˚–13˚–25˚)
INTERCONNECT FLAP
CABLE ACTUATOR
FLAP
LIMIT 19 / 21
7/9 SWITCHES
POSITION
TRANSMITTER
FLAP CONTROL
VALVE
RELIEF VALVE FLAP

(FLAP BLOWUP) SELECTOR
(1,650 PSI) SWITCH
EXTEND RETRACT
U
P
LEGEND
NORMAL HYDRAULIC
8 SYSTEM PRESSURE
RETURN
2
0
D
STATIC
N
MECHANICAL
ELECTRICAL
Figure 15-7. Flap System

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Position switches, on each flap, actuate at 3, Flap Position Indicator

13, and 25° of flap extension. These switches
provide flap position information to the land- A vertical-scale FLAP position indicator is
ing gear warning, stall warning, spoiler warn- mounted on the center switch panel. A posi-
ing, trim-in-motion warning, takeoff tion transmitter on the left flap generates a sig-
configuration monitor systems, and the rud- nal proportional to flap position and provides
der boost system, if installed. On Model 31 it to the indicator. The indicator is DC pow-
airplanes only, the position switches also pro- ered by the TRIM-FLAP IND circuit breaker
vide flap position information to the autopi- on the right DC EMER BUS. On Model 31A
lot and yaw damper systems. Additional flap airplanes, the circuit breaker is located in the
position switches, at 7, 9, 19, and 21° of ex- TRIM-FLT CONT group on the copilot’s cir-
tension, automatically maintain flap position cuit-breaker panel. With loss of electrical
at the 8 and 20° positions. power, the indicator indicates full-scale down
(DN), regardless of actual flap position.
Flap Control Valve

Operation
The flap control valve, mounted over the wing
center section, is used to direct hydraulic pres- When the flap selector switch is placed in the
sure to the extend or retract sides of the flap DN position, the down solenoid is energized
actuators. The valve is electrically controlled and a pilot valve positions the flap control
and hydraulically actuated. Two solenoids valve to the down position. This directs hy-
on the valve are used to position it. When en- draulic pressure to the down side of both flap
ergized, a solenoid positions a pilot valve actuators. The down solenoid remains ener-
within the flap control valve, which directs hy- gized, and the control valve maintains positive
draulic pressure to move the valve to the ex- hydraulic pressure on the down side of the
tend or retract positions. The flap control flap actuators to hold the flaps full down. A
valve has three positions: up, down, and neu- check valve at the control valve inlet prevents
tral, and is spring-loaded to neutral. With flap retraction in the event of upstream hy-
loss of electrical power, or loss of hydraulic draulic system failure.
pressure, the flap control valve goes to neu-
tral, trapping hydraulic pressure between the When fully extended, the flaps are protected
valve and the flap actuators in the wings. from excessive airloads (due to excessive air-
speed) by a relief valve in the down line. If
airloads on the flaps cause hydraulic pressure
Flap Selector Switch in the down line to exceed approximately 1,650
psi, the relief valve begins to open. This re-
The flap selector switch on the right side of lieves excess pressure into the return line, al-
the center pedestal has four positions: UP, 8°, lowing the flaps to blow up. As airspeed is
20°, and DN (40°), with detents at the 8 and decreased, the positive pressure on the down
20° positions. There is a hard detent at the 20° side of the flap actuators returns the flaps to
position when the handle is being raised. To the full down position.
retract the flaps above 20°, the handle must be
pulled out to move it to the 8° detent or UP. Moving the flap selector switch to an inter-
The flap system is powered by the FLAPS cir- mediate setting of 8 or 20° energizes the up or
cuit breaker on the right DC EMERG BUS. On down solenoid on the flap control valve, as ap-
Model 31A airplanes, the circuit breaker is lo- propriate. A pilot valve then repositions the
cated in the TRIM-FLT CONT group on the flap control valve which directs hydraulic
copilot’s circuit-breaker panel. pressure to extend or retract the flaps. As the

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flaps reach the selected setting, the appropri- SPOILERS

ate flap position switch deenergizes the solenoid
on the control valve; 7 or 9° switch at 8°, 19 or General
21° switch at 20°. When the solenoid is deen-
ergized, the flap control valve repositions to the The spoilers, located on the upper surface of
spring-loaded neutral position, trapping hy- the wings forward of the flaps, may be ex-
draulic pressure between the flap control valve tended on the ground or in the air, but should
and the actuators in the wings. not be extended in flight with the flaps ex-
tended. The spoilers are electrically con-
When the flap selector switch is positioned to trolled by a two position switch on the center
UP, the up solenoid is energized and a pilot pedestal, and hydraulically actuated (Figure
valve positions the flap control valve to the up 15-8). An amber, SPOILER annunciator light
position. This directs hydraulic pressure to the is used to monitor spoiler position. The spoiler
retract side of both flap actuators. When the system is powered by the SPOILER circuit
flaps reach full up, the up solenoid remains en- breaker on the right DC EMER BUS. On
ergized and the flap control valve maintains Model 31A airplanes, the circuit breaker is lo-
positive hydraulic pressure on the up side of cated in the TRIM-FLT CONT group on the
the flap actuators. copilot’s circuit-breaker panel.
S
P
O
I
L
E
R
EXT
SOL
SOL LEGEND
SPOILER CONTROL VALVE
RETRACT EXTEND PRESSURE
(SHOWN IN EXTEND POSITION) RETURN
RESTRICTOR RESTRICTOR
ACTUATOR SPOILER ACTUATOR
LEFT SPOILER RIGHT SPOILER
3 DEGREE FLAP SWITCH
Figure 15-8. Spoiler System

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Spoiler Control Valve pressure to the retract side of both spoiler ac-
tuators and the spoilers retract fully in ap-
The spoiler control valve, mounted over the proximately 5 to 7 seconds. As the spoilers
wing center section, is used to direct hy- retract completely, the amber SPOILER light
draulic pressure to the extend or retract sides extinguishes.
of two spoiler actuators, one in each wing.
The valve is electrically controlled and hy- Once the spoilers are fully retracted, the re-
draulically actuated. Two solenoids on the tract solenoid remains energized, the spoiler
valve are used to position it. When energized, control valve remains in the retract position
a solenoid positions a pilot valve, within the and positive hydraulic pressure is applied to
spoiler control valve, which directs hydraulic the retract side of the spoiler actuators.
pressure to move the valve to the extend or
retract position. The spoiler control valve Spoiler operation in flight causes significant
has three positions: up, down, and neutral, airplane pitching moments; nosedown when
and is spring-loaded to neutral. With loss of the spoilers are extended and noseup when
electrical power, or loss of hydraulic pres- they are retracted. This should be anticipated
sure, the spoiler control valve goes to neu- and offset by application of elevator control
tral, trapping hydraulic pressure between the pressure and pitch trim.
valve and the spoiler actuators in the wings.
In flight, extending flaps and spoilers simultan-
eously may damage the flaps and create
Operation excessive drag and loss of lift. To alert the crew
When the SPOILER switch is positioned to that spoilers and flaps are both extended, the
EXT, the extend solenoid on the spoiler con- SPOILER annunciator light illuminates and
trol valve is energized. The solenoid positions flashes, in flight or on the ground, anytime the
a pilot valve which positions the spoiler con- spoilers are extended with the flaps extended
trol valve to the extend position. The spoiler beyond 3°.
control valve then directs hydraulic pressure
to the extend side of both spoiler actuators
and the spoilers extend fully in approximately
5 to 7 seconds. As the spoilers extend, the YAW DAMPERS
amber SPOILER light illuminates.
Different yaw damper systems are used on the
Maximum spoiler extension is approximately Model 31 and Model 31A airplanes. Both
47° on the ground or in the air. However, at systems improve yaw stability by using the
high airspeeds in flight, the spoilers may not rudder servo to apply rudder against transient
reach full extension due to excessive airloads. motion in the yaw axis. The yaw damper also
coordinates the rudder during turns, whether
Once the spoilers are fully extended, the ex- or not the autopilot is engaged. On all air-
tend solenoid remains energized, the spoiler planes, the yaw damper should be disengaged
control valve remains in the extend position while trimming the rudder.
and positive hydraulic pressure is applied to
the extend side of the spoiler actuators. MODEL 31 YAW DAMPER
When the SPOILER switch is positioned to The Model 31 JET YD-531 yaw damper in-
RET, the retract solenoid on the spoiler con- cludes a computer, a yaw rate gyro, a lateral ac-
trol valve is energized. The solenoid posi- c e l e r o m e t e r, a r u d d e r s e r vo , a n d a y aw
tions a pilot valve which positions the spoiler follow-up (Figure 15-9). In flight, airspeed
control valve to the retract position. The information, from the air data sensor, is pro-
spoiler control valve then directs hydraulic vided to the yaw damper computer to schedule

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AFCS
YAW RP
CONTROL WHEEL Y/D A/P SFT DISCONNECT
MASTER SWITCHES TONE
TST
YAW DAMPER COMPUTER RUDDER

BOOST*
LATERAL YAW RATE AIR DATA YAW RUDDER 3 DEGREE AUTOPILOT

ACCELEROMETER GYRO UNIT SERVO POSITION FLAP COMPUTER
SENSOR SWITCH
*IF INSTALLED
RUDDER
Figure 15-9. Model 31 Yaw Damper
signal gains. The yaw damper (Y/D) button yaw rate, and lateral acceleration. Based on
and annunciator are located on the autopilot these signals, the computer sends a signal to
control panel and are used to engage, disen- the rudder servo to move the rudder in the ap-
gage and monitor the yaw damper. propriate direction. The rudder position sen-
sor provides rudder position information to the
The yaw damper engages when the autopilot yaw damper computer.
is engaged, or may be engaged independently
by depressing the Y/D button. When the yaw Any time the wing flaps are extended beyond
damper is engaged, the YAW annunciator, on 3°, with the autopilot disengaged, the yaw
the autopilot controller, illuminates. If the damper force is reduced so the pilot may cross-
yaw damper is already engaged, depressing the control the airplane with the yaw damper en-
Y/D button disengages the yaw damper. The gaged. During a normal landing, with full
yaw damper may also be disengaged by mo- flaps, the yaw damper may remain engaged
mentarily depressing either control wheel mas- until after touchdown. If a no-flap landing is
ter switch. When the yaw damper disengages, planned, the yaw damper should be disen-
the YAW annunciator extinguishes and the gaged before touchdown.
yaw damper disconnect tone sounds.
The yaw damper may also be used to provide
During flight, with the yaw damper engaged, a centering force and improved feel while using
the yaw damper computer senses airspeed, the nosewheel steering system during taxi.

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If the yaw damper is to be used during taxi, the system (described later in this chapter) may
wing flaps should be extended to 8° or more. be used to cross control the airplane with
the yaw damper engaged. Rudder boost servo
The yaw damper uses DC and 115-VAC power force is increased with the wing flaps ex-
from the YAW DAMP circuit breakers on the tended beyond 3°, making it easier to over-
left DC BUS 3 and the left AC BUS. come the yaw damper with the rudder boost
system. Therefore, for a normal landing,
the yaw damper may remain engaged until
MODEL 31A YAW DAMPER after touchdown. However, if the landing is
to be made with no flaps, or with the rudder
The Model 31A yaw damper is the yaw axis boost off, the yaw damper should be disen-
of the KFC 3100 flight control system but op- gaged before touchdown.
erates independent of the autopilots. The yaw
damper (YD) button and annunciator are lo- The yaw damper uses DC and 115-VAC power
cated on the autopilot control panel and are from the No. 1 or No. 2 AP, AP MON, and FLT
used to engage, disengage and monitor the DIR circuit breakers powered by the left and
yaw damper (Figure 15-10). right AC BUS and DC BUS 3. The circuit
breakers are located in the AFCS group on both
The yaw damper engages when either autopi- the pilot’s and copilot’s circuit-breaker panels.
lot is engaged, or may be engaged indepen-
dently by depressing the YD button. When the
yaw damper is engaged, the green light above
the YD button illuminates and a “YD” will be
displayed on both electronic attitude director in- RUDDER BOOST
dicators (EADIs). If the yaw damper is already
engaged, depressing the YD button disengages
SYSTEM
the yaw damper. The yaw damper may also be A rudder boost system is installed on Model
disengaged by momentarily depressing either 31 airplanes, serial number 014 and subse-
control wheel master switch. When the yaw quent, and all Model 31A airplanes. It may be
damper disengages, the green light above the YD retrofitted on earlier Model 31 airplanes. The
button extinguishes, the “YD” on both EADIs Model 31 and 31A systems are different, but
is removed and the yaw damper disconnect tone both improve directional control effective-
sounds.
ness to reduce minimum control speed and
improve takeoff performance. Both systems
During flight, with the yaw damper engaged, also use the same rudder servo used by the yaw
the yaw damper uses the rudder servo to op- dampers. A two-position RUDDER BOOST
pose uncommanded motion in the yaw axis switch on the pilot’s switch panel controls the
and provide turn coordination. The yaw rudder boost system and is normally left on all
damper has full force authority regardless of the time.
flap position. However, the rudder boost

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AP SR
RB AP SR
HB HB
YD CWS YD CWS
SOFT
YD AP XFR
RIDE
DISCONNECT TONE
LEFT CONTROL WHEEL RIGHT

AUTOPILOT MASTER SWITCHES AUTOPILOT
YAW AXIS YAW AXIS
RUDDER
BOOST
LEFT RIGHT
ATTITUDE/ ATTITUDE/
HEADING YAW SERVO HEADING
SYSTEM SYSTEM
Figure 15-10. Model 31A Yaw Damper

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MODEL 31 RUDDER BOOST is reduced below approximately 50 pounds,

the rudder boost computer cancels its signal to
The Model 31 rudder boost system includes a the rudder servo and extinguishes the YAW
rudder boost computer and force sensors on the annunciator.
rudder pedal linkage (Figure 15-11). The sys-
tem uses information from the yaw damper If rudder boost is activated with the yaw damper
computer, the 3° switch on the left wing flap, engaged, and the YAW annunciator illuminated,
and the control wheel master switch. It also the rudder boost computer inhibits the yaw
uses the same YAW annunciator on the au- damper and signals the rudder servo to apply rud-
topilot controller used by the yaw damper. der pressure in the same direction the pilot is
pushing. The yaw damper disconnect tone does
The rudder boost system is inoperative when not sound, but the YAW annunciator blinks to
the wing flaps are fully retracted. It becomes indicate this has happened. When rudder pedal
operational when the rudder boost switch is ON force is reduced below approximately 50 pounds,
and the wing flaps are extended beyond 3°. the rudder boost computer cancels its signal to
Under these conditions, if either pilot pushes the rudder servo, the yaw damper becomes op-
on a rudder pedal, the rudder pedal force sen- erational again and the YAW annunciator blinks
sor generates a signal proportional to force to indicate that has happened.
being applied and provides it to the rudder
boost computer. Either control wheel master switch, while de-
pressed and held, disables the rudder boost
If the rudder pedal force being applied reaches system.
approximately 50 pounds, the rudder boost
computer signals the rudder servo to apply On airplanes serial numbers 014 through 018,
rudder force in the same direction the pilot is the rudder boost system is powered by RUD
pushing. When the rudder servo is energized, BOOST circuit breakers on the left AC BUS
the YAW annunciator on the autopilot con- and the left DC BUS 3. On airplanes serial
troller illuminates to indicate the rudder boost numbers 019 through 034, the rudder boost
system is operating. system is powered by RUDDER BOOST cir-
cuit breakers on the left AC BUS and the left
As the pilot increases rudder pedal force, the DC BUS 3.
servo force also increases up to the maximum
servo force available. When rudder pedal force

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RUDDER YAW
PEDALS
Y/D
RUDDER
BOOST
FORCE
SENSOR
OFF
YAW
DAMPER RUDDER BOOST YAW
COMPUTER COMPUTER SERVO
CONTROL WHEEL
FLAP MASTER SWITCHES RUDDER
SWITCH (MSW)
MECHANICAL
ELECTRICAL
Figure 15-11. Model 31 Rudder Boost System

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MODEL 31A RUDDER BOOST If rudder boost is activated with the yaw damper
engaged, the rudder boost computer inhibits the
The Model 31A rudder boost system includes yaw damper and signals the rudder servo to
a rudder boost computer and force sensors on apply rudder pressure in the same direction
the rudder pedal linkage (Figure 15-12). The the pilot is pushing. The green RB annuncia-
system uses information from the 3° switch on tor on the autopilot controller illuminates to in-
the left wing flap and the control wheel mas- dicate the rudder boost system is operating.
ter switch. Two RB annunciators for the rud-
der boost system are located on the autopilot However, the yaw damper disconnect tone
controller; one green and one amber. does not sound and there is no change in the
yaw damper annunciator lights. When rudder
With the rudder boost switch ON, the rudder pedal force is reduced below approximately 35
boost system is operational regardless of wing pounds, the rudder boost computer cancels its
flap position. However, rudder boost author- signal to the rudder servo, the green RB an-
ity is increased when the wing flaps are ex- nunciator extinguishes and the yaw damper is
tended beyond the 3° switch. operational again.
If either pilot applies rudder pedal pressure,
Either control wheel master switch, while de-
the rudder pedal force sensor generates a sig-
nal proportional to force being applied and pressed and held, disables the rudder boost
provides it to the rudder boost computer. If system. Whenever the rudder boost system
the rudder pedal force being applied reaches is disabled or inoperative, the amber RB
approximately 35 pounds, the rudder boost annunciator, on the autopilot controller, is
computer signals the rudder servo to apply illuminated.
rudder pressure in the same direction the pilot
is pushing. When the rudder servo is ener- The rudder boost system uses 28-VDC power
gized, the green RB annunciator on the au- from the RUDDER BOOST circuit breaker on
topilot controller illuminates to indicate the the left DC BUS 3. It is located in the AFCS
rudder boost system is operating. group on the pilot’s circuit-breaker panel.
As the pilot increases rudder pedal force, the

servo force also increases up to the maximum
servo force available. When rudder pedal
force is reduced below approximately 35
pounds, the rudder boost computer cancels its
signal to the rudder servo and extinguishes
the green RB annunciator.

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R P Y R P Y
AP PT RB RB AP PT
RUDDER
PEDALS SOFT
RIDE YD AP XFR
RUDDER
BOOST
ON
FORCE
SENSOR
OFF
AUTOPILOT
RUDDER BOOST YAW
COMPUTER
COMPUTER SERVO
(YAW AXIS)
CONTROL WHEEL
FLAP MASTER SWITCHES RUDDER
SWITCH (MSW)
MECHANICAL
ELECTRICAL
Figure 15-12. Model 31A Rudder Boost System

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STALL WARNING ANGLE OF ATTACK

SYSTEMS INDICATORS
The ANGLE OF ATTACK indicators, on the
upper portion of the instrument panel on each
GENERAL side, each have a single pointer. The face of
Dual stall warning systems provide visual and each indicator is divided into three colored seg-
tactile indications of an impending stall. Each ments: green, yellow, and red. The green seg-
system, left and right, includes a stall vane on ment represents the normal operating range.
the side of the nose, a computer, a red STALL The yellow segment warns of an approaching
annunciator light, a stick shaker motor, and an stall and the red segment indicates that aero-
ANGLE OF ATTACK indicator on the in- dynamic stall is imminent or has occurred.
strument panel (Figure 15-13).
The stall warning computers are adjusted WARNING LIGHTS

for changes in stall speed in relation to flap The red L and R STALL warning lights begin
position and altitude. Flap position infor- to flash when the respective ANGLE OF AT-
mation is provided by the 3, 13, and 25° flap TACK indicator pointer enters the yellow area.
position switches. Altitude information on The STALL WARN lights illuminate steady in
Model 31 airplanes is provided by altitude the red segment. Steady illumination of the
switches within the pilot’s and copilot’s air- lights at any other time indicates a malfunc-
speed indicators. On Model 31A airplanes, tion. The warning lights are disabled on the
altitude information is provided by the air ground, through the landing gear squat
data computers. switches, except during the stall warning test.
They remain disabled for approximately 3 to
The left and right stall warning systems are 5 seconds after takeoff.
completely independent and operate on DC
power supplied from the L and R STALL
WARN circuit breakers on the left and right STICK SHAKER
DC EMER BUS. On Model 31A airplanes, the
circuit breakers are located in the TRIM-FLT Stick shaker motors, on the front of each con-
CONT group on the pilot’s and copilot’s cir- trol column, vibrate the control columns as the
cuit-breaker panels. There are no switches for ANGLE OF ATTACK indicator pointers enter
the stall warning systems. They are energized the yellow area. The stick shakers are disabled
whenever electrical power is applied to the on the ground, through the landing gear squat
airplane and the STALL WARN circuit break- switches, except during the stall warning test.
ers are closed. They remain disabled for approximately 3 to
5 seconds after takeoff.

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ANGLE OF ATTACK STALL WARNING ANGLE OF ATTACK

VANES
L STALL R STALL
L R
WARNING WARNING
STALL STALL
COMP/AMP COMP/AMP
BIAS INPUTS:
FLAP POSITION
ALTITUDE
SHAKER SHAKER
MOTOR MOTOR
LEFT RIGHT
SQUAT SQUAT
SWITCH SHAKER AND LIGHTS SWITCH
DISABLED BY THE
SQUAT SWITCHES
ON THE GROUND
Figure 15-13. Stall Warning Systems
OPERATION the indicator pointer moves to the right. As

it enters the yellow area, the red L and R
During flight, the stall warning vanes align STALL annunciator lights begin to flash and
with the airstream, generate a signal pro- the stick shakers are activated. The pointers
portional to airplane angle of attack and pro- should enter the yellow area at an angle of at-
vide it to the stall warning computer. These tack corresponding to an airspeed at least 7 per-
signals, biased by information from the flap cent above the airplane stall speed. If angle
position switches and altitude information, of attack is allowed to increase further, the
are displayed on the ANGLE OF ATTACK pointer crosses into the red area and the L and
INDICATORS. R STALL annunciator lights illuminate steady.
At normal angles of attack, the ANGLE OF Above 22,500 feet, the stall indication speeds
ATTACK INDICATOR pointers should be in are increased approximately 15 knots.
the green area. As angle of attack increases,

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On Model 31A airplanes, speed information

OVERSPEED WARNING is provided by the air data computers. Dur-
The overspeed warning system sounds an ing preflight, the overspeed warning system
overspeed warning horn if the airplane’s speed is checked by selecting ADC on the SYSTEM
exceeds V MO or M MO . On Model 31A air- TEST switch and depressing the TEST button.
planes, it also sounds the overspeed warning
horn if the airplane is above .78 M I with the The overspeed warning system is powered by
autopilot disengaged and the Mach trim sys- the WARN HORNS circuit breaker on the
tem inoperative. right DC EMER BUS. On Model 31A air-
planes, the circuit breaker is located in the
On Model 31 airplanes, the overspeed warn- TRIM-FLT CONT group on the copilot’s cir-
i n g s y s t e m r e c e ive s s p e e d s i g n a l s f r o m cuit-breaker panel.
switches in the pilot’s and copilot’s airspeed
indicators. During preflight, the overspeed
warning system may be checked by selecting
OVRSPD on the SYSTEM TEST switch and
depressing the TEST button.

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QUESTIONS
1. The uses the pitch servo to po- 6. In the event of runaway trim, both trim
sition the elevator. motors can be disabled by:
A. Mach trim A. Depressing and holding either con-
B. Autopilot trol wheel master switch
C. Primary pitch trim B. Moving the PITCH TRIM selector
D. Secondary pitch trim switch to OFF
C. Moving the PITCH TRIM selector
2. The airplane is trimmed in the pitch axis switch to EMER position
by: D. Both A and B
A. A trim tab on the elevator
7. The OVRSPD position on the rotary SYS-
B. The Delta fins
TEM TEST switch is used to test the:
C. A movable horizontal stabilizer
A. Mach trim system
D. An elevator downspring
B. Overspeed warning horn
3. To enable pitch trim through the control C. My airplane does not have an OVR-
wheel trim switches, the PITCH TRIM se- SPD position on the rotary SYS TEST
lector switch must be in the: switch.
D. The HORN SILENCE switch
A. PRI or SEC position
B. PRI, OFF, or SEC position
8. In the event of airplane electrical failure,
C. PRI position the flap position indicator will:
D. SEC position
A. Be powered by the EMER BAT
B. Not be powered and freezes at last
4. Illumination of the amber MACH TRIM
flap position
light indicates:
C. Not be powered and indicates full-
A. Mach trim is not operating above 0.70 scale down
Mach.
D. None of the above
B. The secondary trim motor is inoperative.
C. The autopilot is engaged above 0.78 9. A flashing amber SPOILER light indicates:
MI.
A. Spoilers are retracted.
D. My airplane does not have a MACH
TRIM light. B. Spoilers are extended with the flap
full up.
5. The systems that can function with the C. Spoiler system is inoperative.
PITCH TRIM selector switch in the SEC D. Spoilers are extended with the flaps
position are: extended beyond 3°.
A. Primary pitch trim and Mach trim
10. With loss of electrical power, the spoil-
B. Secondary pitch trim and Mach trim
ers will:
C. Secondary pitch trim
A. Retract if they are extended
D. Secondary pitch trim and autopilot
pitch trim B. Extend if they are retracted
C. Be inoperative and stay where they
were
D. Operate normally

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11. The yaw damper is engaged: 14. When the ANGLE OF ATTACK indica-
A. Automatically when the autopilot is tor pointers are in the yellow area:
engaged A. The stall warning horn sounds.
B. Automatically when the autopilot is B. The STALL WARN lights illuminate
engaged if the wing flaps are extended steady.
beyond 3° C. The shakers activate and the STALL
C. By depressing the Y/D, or YD, button WARN lights flash.
on the autopilot controller D. The shakers activate and the stall
D. Both A and C warning horn sounds.
12. The yaw damper may be engaged for land- 15. The switch used to turn the overspeed
ing if: warning system on and off is the:
A. The wing flaps will be extended be- A. RUDDER BOOST switch
yond 3°. B. AVIONICS master switch
B. Anytime C. Y/D, YD button
C. The wing flaps will be extended be- D. There is no switch for the overspeed
yond 3° and the rudder boost system warning system.
is on.
D. Never
13. If the rudder boost system is inoperative

or off:
A. The airplane cannot be flown.
B. The airplane may be flown, as a ferry
flight, to a location where the system
may be repaired.
C. The airplane may be flown, but “Rud-
der Boost Off” takeoff data must be
used.
D. My airplane does not have rudder
boost.

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
NAVIGATION SYSTEM ...................................................................................................... 16-2
Pitot-Static System ........................................................................................................ 16-2
Temperature Indicating System .................................................................................... 16-6
AUTOFLIGHT SYSTEM ..................................................................................................... 16-7
General........................................................................................................................... 16-7
Model 31 Airplanes ....................................................................................................... 16-7
Model 31A Airplanes .................................................................................................. 16-17
COMMUNICATION SYSTEM ......................................................................................... 16-28
Static Discharge Wicks................................................................................................ 16-28
QUESTIONS ...................................................................................................................... 16-29

ILLUSTRATIONS
Figure Title Page
16-1 Pitot-static Head (Typical) ..................................................................................... 16-2
16-2 Model 31 Pitot-Static System ................................................................................ 16-3
16-3 Static Source Selector ............................................................................................ 16-4
16-4 Model 31A Pitot-Static System ............................................................................. 16-5
16-5 RAM AIR TEMP Indicator ................................................................................... 16-6
16-6 Model 31A SAT/TAS Indicator ............................................................................. 16-7
16-7 Model 31 Autopilot/Flight Director Control Panel................................................ 16-7
16-8 Model 31 ADI, EHSI and EHSI Control Panel ..................................................... 16-9
16-9 Model 31 Control Wheel Switches ........................................................................ 16-8
16-10 Model 31 Altitude Alerter ................................................................................... 16-17
16-11 Model 31A Autopilot/Flight Director Control Panel........................................... 16-17
16-12 Model 31A Control Wheel Switches................................................................... 16-21
16-13 Model 31A EADI ................................................................................................ 16-23
16-14 Model 31A EHSI ................................................................................................. 16-24
16-15 Model 31A EFIS Control Panel........................................................................... 16-25
16-16 Model 31A MFD ................................................................................................. 16-26
16-17 Model 31A MFD Control Panel .......................................................................... 16-27
16-18 Model 31A Reversionary Control Panel (Pilot’s Shown).................................... 16-28
16-19 Static Wicks (Typical).......................................................................................... 16-28
TABLE
Table Title Page
16-1 Model 31 Autopilot Modes and Annunciators .................................................... 16-13

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CHAPTER 16
AVIONICS
INTRODUCTION
The Learjet 31/31A avionics consists of, but is not limited to, the navigation system, the
automatic flight control system (AFCS), and the communication system. There are sig-
nificant differences between the avionics in the Model 31 airplanes and those in the Model
31A so some systems are explained separately. The user should refer to the Airplane
Flight Manual and vendor manuals for additional information and information on spe-
cific systems not included in this chapter.
GENERAL
The basic navigation system consists of the autopilot and is described in Chapter 15,
pitot-static system and the temperature gage. “Flight Controls.” The communication system
The autoflight system includes the flight di- section of this chapter discusses the static dis-
rector, autopilot, and yaw damper. The yaw charge wicks.
damper system operates independently of the

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NAVIGATION SYSTEM Model 31 Pitot-Static System

The Model 31 pitot systems are independent
of each other (Figure 16-2). The left pitot
PITOT-STATIC SYSTEM probe provides pitot air pressure to the pilot’s
Mach/airspeed indicator. The right pitot probe
General provides pitot air pressure to the copilot’s
Pitot and static pressure are sensed by two Mach/airspeed indicator, the .78 Mach switch,
pitot-static probes, one on each side of the the 170 KIAS gear warning airspeed switch,
nose compartment (Figure 16-1). Each probe optional equipment, and the air data sensor.
contains a pitot port in the tip and two static
sources on the side. The probes also contain There are two static sources on each pitot-
electrical heating elements controlled by the static probe and the left and right static sys-
L and R PITOT HEAT switches. See Chapter tems are normally interconnected. The ports
10, “Ice and Rain Protection,” for information on one probe are connected to those on the
on pitot-static heat. other probe so both the pilot’s and copilot’s
system sense static pressure from both probes.
The pilot’s static system provides static pres-

sure to the pilot’s Mach/airspeed indicator,
altimeter and vertical speed indicator. The
copilot’s static system provides static pressure
to the copilot’s Mach/airspeed indicator, al-
timeter, vertical speed indicator, Mach switch,
gear warning airspeed and altitude switches,
optional equipment and the air data sensor.
The air data sensor converts pitot-static pres-

sure to electrical signals which it provides to
the autopilot/flight director computer.
Figure 16-1. Pitot-Static Head (Typical)
Drain valves, located near the aft end of the
nose gear doors on each side, are installed at
the system’s low points to drain moisture from
the system.

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GEAR WARNING
AIRSPEED SWITCH
GEAR WARNING
ALTITUDE SWITCH
LEGEND
PILOT'S PITOT
COPILOT'S PITOT
PILOT'S STATIC
OPTIONAL
COPILOT'S STATIC EQUIPMENT
MACH
SWITCH
AIR DATA SENSOR
RATE-OF-CLIMB RATE-OF-CLIMB
INDICATOR (PILOT) INDICATOR (COPILOT)
ALTIMETER (PILOT) ALTIMETER (COPILOT)
MACH/AIRSPEED MACH/AIRSPEED
INDICATOR INDICATOR
(ALTITUDE (ALTITUDE
OVERSPEED OVERSPEED
PITOT PITOT
SWITCHES) SWITCHES)
STATIC 1 STATIC 1
CLOSE CLOSE
STATIC 2 STATIC 2
CLOSE CLOSE
PILOT'S STATIC COPILOT'S
PITOT-STATIC SOLENOID SOURCE SOLENOID PITOT-STATIC
HEAD VALVES VALVES HEAD
BOTH
DRAINS L R DRAINS
Figure 16-2. Model 31 Pitot-Static System

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Four solenoid-operated shutoff valves enable vide static pressure to the pressurization control
the pilot to select the source of static pressure. module. Refer to Chapter 12, “Pressurization,”
The valves are controlled by the three-position for additional information.
(L–BOTH–R) STATIC SOURCE switch located
on the pilot’s switch panel (Figure 16-3). In the
BOTH position, the pilot’s system receives static Model 31A Pitot-Static System
pressure from the forward static ports on the
left probe and the aft static ports on the right The Model 31A pitot systems are indepen-
probe. The copilot’s system receives static pres- dent of each other (Figure 16-4). The left
sure from the forward static ports on the right pitot probe provides pitot air pressure Air
probe and the aft static ports on the left probe. Data Computer (ADC) 1. The right pitot probe
provides pitot air pressure to ADC 2 and the
When the STATIC SOURCE switch is placed standby Mach/airspeed indicator.
in the L or R position, solenoid-operated shut-
off valves are energized to shut off the static There are two static sources on each pitot-static
source from the opposite side static ports. probe and the left and right static systems are nor-
mally interconnected. The ports on one probe
The shutoff valves operate on DC power supplied are connected to those on the other probe so
through the STATIC SOURCE circuit breaker on both the pilot’s and copilot’s system sense static
the pilot’s DC BUS 2. In the event of electrical pressure from both probes.
failure, all shutoff valves will be open regard-
less of the STATIC SOURCE switch position. The pilot’s static system provides static pressure
to ADC 1. The copilot’s static system provides
A separate unheated static port is flush mounted static pressure to ADC 2 and the standby
on the right side of the nose compartment to pro- Mach/airspeed indicator and standby altimeter.
MODEL 31A MODEL 31
Figure 16-3. Static Source Selector

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The ADCs also receive temperature informa- receives static pressure from the forward static
tion from the total temperature probe located ports on the left probe and the aft static ports
on the lower, right side of the nose compart- on the right probe. The copilot’s system re-
ment. The ADCs convert pitot-static pres- ceives static pressure from the forward static
sure and temperature information to electrical ports on the right probe and the aft static ports
signals which they provide to the associated on the left probe.
cockpit displays. Additional signals from the
ADCs are transmitted to the attitude heading When the STATIC SOURCE switch is placed
systems (AHS), electronic flight instrument in the L or R position, solenoid-operated shut-
systems (EFIS), stall warning systems, over- off valves are energized to shut off the static
speed warning systems, flight management source from the opposite side static ports.
system (FMS), MACH trim system and the
autopilot/flight director systems. The shutoff valves operate on DC power sup-
plied through the STATIC SOURCE circuit
Four solenoid-operated shutoff valves enable breaker on the pilot’s DC BUS 2. The circuit
the pilot to select the source of static pressure. breaker is located in the INSTRUMENTS
The valves are controlled by the three-position group on the pilot’s circuit-breaker panel. In
(L–BOTH–R) STATIC SOURCE switch lo- the event of electrical failure, all shutoff valves
cated on the pilot’s switch panel (Figure 16- w i l l b e o p e n r e g a r d l e s s o f t h e S TAT I C
3). In the BOTH position, the pilot’s system SOURCE switch position.
LEGEND
AIR DATA
PILOT'S PITOT COMPUTER
(ADC 2)
COPILOT'S PITOT
PILOT'S STATIC
STANDBY
COPILOT'S STATIC ALTIMETER
AIR DATA
COMPUTER
(ADC 1) STANDBY
MACH/AIRSPEED
INDICATOR
PITOT PITOT
STATIC 1 STATIC 1
CLOSE CLOSE
STATIC 2 STATIC 2
PILOT'S SOLENOID SOLENOID COPILOT'S

PITOT-STATIC VALVES STATIC VALVES PITOT-STATIC
TUBE SOURCE TUBE
BOTH
DRAINS L R DRAINS
Figure 16-4. Model 31A Pitot-Static System

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A separate unheated static port is flush mounted Model 31A Airplanes

on the right side of the nose compartment to pro-
vide static pressure to the pressurization control A combined speed/temperature (SAT/TAS)
module. Refer to Chapter 12, “Pressurization,” indicator is installed on the pilot’s instrument
for additional information. panel (Figure 16- 6). It uses information from
ADC 1 and provides a digital display of true
airspeed (TAS) in knots and either static air
TEMPERATURE INDICATING temperature (SAT) or total air temperature
(TAT) in degrees Celsius. A button labeled
SYSTEM S/T, on the indicator, is used to toggle be-
tween SAT and TAT.
Model 31 Airplanes
Ram-air temperature is displayed on the RAM The indicator uses DC electrical power from the
AIR TEMP indicator located on the center in- SAT-TAS circuit breaker on the left DC BUS 3,
strument panel (Figure 16-5). The gage is located in the INSTRUMENTS group on the
calibrated in degrees Celsius. For conversion pilot’s circuit-breaker panel.
to outside air temperature (OAT), refer to the
Ram Air to Outside Air Temperature Conver-
sion (RAT to OAT) chart in Section V of the
Airplane Flight Manual.
Figure 16-5. RAM AIR TEMP Indicator

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command(s) will be applied by the computer

to the flight director command bars, which
TAS SAT °C are built into the pilot’s attitude director in-
KTS dicator (ADI).
When engaged, the autopilot is always coupled

to the flight director command bars. The pilot
S/T has the option of using the flight director func-
tion with the autopilot disengaged.
Figure 16-6. Model 31A SAT/TAS Indicator Additional controls available to the pilot for
control of the autopilot and flight director
functions are:
AUTOFLIGHT SYSTEM
• Both four-way trim switches
GENERAL • Both maneuver control switches
• The pilot’s pitch SYNC switch
Model 31 and Model 31A airplanes are both
equipped with autopilot and flight director • The go-around switch (left thrust lever)
systems. Model 31 airplanes are equipped • The pilot’s HSI heading (HDG) and
with the J.E.T. FC 531 system while Model COURSE selector knob
31A airplanes are equipped with the
Bendix/King KFC 3100 system. There are • The altitude alerter and pilot’s altimeter
considerable differences between the two so Most of the modes of operation for the FC
they are discussed separately. 531 are activated by push-button switches on
the controller. The push buttons operate with
alternate action. The first depression of the
MODEL 31 AIRPLANES push button activates a mode; the second de-
Model 31 airplanes have a dual channel (roll pression cancels it. Annunciation of the mode
and pitch), J.E.T. FC 531 automatic flight con- selected appears in the push button. Any op-
trol system (AFCS) computer which integrates erating mode not compatible with a newly se-
the autopilot pitch and roll axes with the flight lected mode is automatically cancelled in favor
director system. The AFCS control panel, lo- of the pilot’s latest selection. This allows the
cated in the center of the glareshield, provides pilot to advance along the flight sequence
pilot access to the computer for autopilot and without deselecting modes manually.
yaw damper engagement and flight director
mode selection (Figure 16-7).
Flight Director System
The AFCS computer processes information
received from the primary vertical and direc-
General
tional gyros, horizontal situation indicator The standard fight director installation on the
(HSI), the NAV 1 receiver, and the air data sen- Learjet 31 is the Collins ADI-84A/EHSI-74 in-
sor. The resulting computed roll and/or pitch tegrated with the J.E.T. FC 531 automatic
ROLL AFCS PITCH

ON ON ARM CAP ON ON YAW R P MON ON IAS M ON ARM CAP ARM CAP ON G/A
HDG 1/2 BNK NAV LRN BC LVL Y/D A/P SFT SPD V/S G/S FNL ALT SEL ALT HLD
TST JET
Figure 16-7. Model 31 Autopilot/Flight Director Control Panel

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flight control system for the pilot and AIM The basic attitude reference (gyro) mode,
510-24/Collins HSI-70 for the copilot. How- flight director and autopilot, are energized
ever, different configurations are available when power is applied to the airplane. It pro-
upon customer request such as EFIS-85 and vides indication of airplane heading on the
FDS-85. This presentation will address the HSI and roll and pitch attitude and slip or skid
standard factory installation. on the ADI. The ADI command bars (V-bars)
are biased out of view.
The flight director system includes an atti-
tude director indicator (ADI), an electronic The autopilot and flight director control panel
horizontal situation indicator (EHSI) on the provides for flight director mode selection and
pilot’s side only, a mode selector panel, an- annunciation whether the autopilot is engaged or
nunciators, and course and heading select con- disengaged. The autopilot is engaged by
trols located on the EHSI remote-control panel depressing the R P ENG button.
(Figure 16-8). In addition, maneuver control
and pitch SYNC switches are located on the Attitude Director Indicator (ADI)
pilot’s control wheel. (Figure 16-9)
The ADI provides a presentation of the airplane
The copilot’s pull-to-cage ADI and mechan- attitude, localizer and glide-slope deviation, and
ical HSI do not have a flight director system airplane slip or skid (Figure 16-8). When a
and cannot be connected to the autopilot. The flight director mode has been selected, command
remainder of this section will address the bars on the ADI appear to provide the computed
pilot’s instrument presentation. roll and pitch commands. These bars move up
or down to command pitch, and move clockwise
MANUV R/P SWITCH
CONTROL WHEEL TRIM SWITCH

ARMING BUTTON
PITCH SYNC
SWITCH
MIC SWITCH
(NOT SHOWN)
TRANSPONDER IDENT
SWITCH
(NOT SHOWN)
CONTROL WHEEL MASTER SWITCH (MSW)
Figure 16-9. Model 31 Control Wheel Switches

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ADI DISPLAYS
DECISION HEIGHT
BANK INDICATOR ANNUNCIATOR
AND SCALE
D
H ATTITUDE TAPE
GLIDESLOPE POINTER COMMAND BARS

AND DEVIATION
SCALE
100
10 10 RADIO ALTITUDE
200 POINTER AND SCALE
AIRPLANE SYMBOL 20 20
LOCALIZER SCALE
RUNWAY SYMBOL C ol l i ns
(LOCALIZER DEVIATION)
INCLINOMETER LUBBER LINE

DISTANCE DISPLAY
DME HEADING BUG
TCN
EHSI DISPLAYS
COURSE DISPLAY
WPT CRS
DTK
DME CRS
046 COMPASS DISPLAY
N
BEARING POINTER 33 3 AZIMUTH CARD
•SINGLE BAR
30
V (VOR 1)
6
COURSE ARROW
W (WAYPOINT)
W
A (ADF)
E
•DOUBLE BAR TO-FROM POINTER

24
V (VOR 2)
12
21 15 AIRPLANE SYMBOL
GLS S
SPD
GLIDESLOPE DISPLAY ILS1 COURSE DEVIATION BAR
C ol l i ns NAVIGATION SOURCE
DISPLAY
TIME-TO-GO (TTG) OR VOR 1
GROUNDSPEED (SPD) VOR 2
DISPLAY ILS 1
ILS 2
LRN
EHSI CONTROL PANEL
Collins
HDG DISPLAY CRS
US
H HSI ARC MAP PUS
H
CR
P
G
HD BRG S
DI
INT R
C
SYN ECT
NV1 ADF NV2 TEST
Figure 16-8. Model 31 ADI, EHSI and EHSI Control Panel

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or counterclockwise to command bank. During and altitudes. The autopilot system can also cap-
engaged autopilot flight, the airplane is flown by ture and track VOR/LOC/ILS radio beams and
the autopilot computer signals. The command LRN tracks. The system provides modes for
bars may be used to monitor autopilot functions. speed control as well as vertical rate control.
With the autopilot disengaged, any selected
flight director mode will cause the command The flight director is integrated with the au-
bars to assume the computed roll and pitch topilot through the control panel on the
command from the computer, and the pilot must glareshield. Autopilot and flight director
maneuver the airplane so that the airplane modes are engaged by depressing the appli-
symbol and command bars are aligned. cable mode selector button on the control
panel. Flight-director-only mode selection is
Electronic Horizontal Situation accomplished by depressing the desired mode
Indicator (EHSI) selectors on the control panel (Figure 16-7),
but with the autopilot disengaged.
The EHSI provides a pictorial presentation of
airplane position relative to VOR radials, LRN When the autopilot is not engaged, the ADI
tracks, heading reference with respect to command bars indicate the deviation from the
magnetic north, and localizer and glide slope desired flight path, enabling the pilot to manually
beams (Figure 16-8). Signal inputs to the EHSI fly the airplane in response to the flight director
are coupled to the autopilot system which system. When the autopilot is engaged, it will
commands the airplane flight path. The heading align the airplane with the command bars,
marker is used to direct the airplane to turn to indicating that the airplane is automatically
and maintain the heading selected with the maintaining the desired flight path.
heading (HDG) control knob. The course
deviation indicator is used to intercept and track Autopilot Description
a VOR or LOC course which is set with the
course (CRS) control knob. The HDG and CRS The J.E.T. FC 531 autopilot system includes
control knobs are located on the remote control the autopilot and flight director control panel,
panel on the center pedestal. in the center of the glareshield, as well as the
autopilot computer amplifier and electrical box
under the pilot’s seat. Also included with the
Control Wheel PITCH SYNC Switch system are roll and pitch servos and follow-
When the control wheel PITCH SYNC switch ups, flight director system, roll- rate gyro, NAV
(Figure 16-9) is depressed during flight di- 1 receiver, the primary (pilot’s) vertical gyro,
rector only operation, the flight director com- directional gyro and EHSI, altitude alerter and
mand bars synchronize to the pitch attitude pilot’s altimeter, and an air data sensor.
existing when the PITCH SYNC switch is re-
leased. Depressing the pilot’s PITCH SYNC The autopilot computer interprets the input
switch disengages any pitch mode except G/S signals and sends correctional signals to pitch
ARM (glide-slope arm) and ALT SEL ARM (al- and roll servos which adjust the elevator and
titude select arm). The PITCH SYNC switch aileron positions as necessary to control the pitch
has no effect when the autopilot is engaged. and roll attitude of the airplane. Refer to Chapter
15, “Flight Controls,” for more information on
In the factory standard configuration, there the roll and pitch servos.
is no copilot’s PITCH SYNC switch.
Autopilot and Flight Director Control
Panel
Autopilot /Flight Director The autopilot control panel (Figure 16-7) is
mounted in the center of the glareshield. It is
General accessible to the pilot and the copilot, but
The autopilot will automatically fly the air- functions only with reference to the pilot’s
plane to, and hold, desired headings, attitudes, gyros and navigation equipment. The control

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panel has all the switches needed to actuate the The resultant signal is applied to the servo which
autopilot modes. Annunciators are either moves the airplane’s elevator, changing the pitch
green or amber and are legible in daylight. attitude. After the pitch servo has been energized
They appear above the mode select switches to establish a new pitch attitude, the autopilot then
on the control panel. zeroes the effort required by the pitch servo by
applying horizontal stabilizer trim through the
The controller annunciators are automatically secondary pitch trim motor.
dimmed and the controller push button dimming
function is through the pilot’s INSTR dimmer Roll Axis Control
rheostat on the pilot’s lighting control panel.
Roll axis control is accomplished through a DC
The autopilot A/P push button is used only to roll servo coupled to the center aileron sector.
engage the autopilot, while all other push button The bank angle from the vertical gyro and the
switches operate with alternate action. The roll rate data from the roll rate gyro are pro-
initial depression engages a mode; a subsequent cessed in the autopilot computer. This pro-
depression cancels it. Automatic cancellations cessed data becomes the roll function and
also occur. Annunciation of the mode selected combines with other signals to move the roll
appears above the push button. Any operating servo. The roll function is a steering signal that
mode not compatible with a newly selected can command roll rates of 4 to 5° per second
mode is automatically cancelled in favor of the and bank angles up to 30°.
latest selection. This allows the pilot to advance
along the flight sequence without deselecting The autopilot does not apply trim in the roll
modes manually. axis as it does in the pitch axis. Therefore, if
the airplane is out of trim in the roll axis, the
autopilot must apply continuous roll servo ef-
Autopilot Computer fort to hold the desired roll attitude.
The autopilot computer is mounted underneath the
pilot’s seat. It provides the digital and analog The autopilot computer receives other signals in
circuits needed to perform sensor processing, as accomplishing the roll function. These signals
well as signal computation and amplification. include directional information from the compass
system, aileron position data from a follow-up in
Operation the left aileron and roll rate commands from the
pilot’s and copilot’s trim switches. The computer
The autopilot system controls airplane also receives data from the navigation system.
movement about two axes (pitch and roll). The
yaw damper provides automatic control of the
yaw axis in the same way as when the airplane is Electrical Requirements
being flown manually. The autopilot requires DC and AC electrical
power. The DC power is supplied through the
Pitch Axis Control AFCS PWR, AFCS PITCH, and AFCS ROLL
circuit breakers on the left DC BUS 3; 115 VAC is
Pitch axis control is accomplished through the DC supplied through AFCS PITCH and AFCS ROLL
powered pitch servo that operates the elevator. circuit breakers on the left 115 VAC BUS.
The vertical gyro supplies pitch information and
acts as the pitch axis attitude reference. Air data
from the air data sensor and signals from the Controls and Indicators
altitude preselect unit are also routed to, and The autopilot and flight director control panel
processed in, the computer. Other inputs to the contains most of the controls and indicators used
computer come from the vertical accelerometer, for the autopilot system. Additional controls
the pilot’s and copilot’s trim switches, and the and indicators are found on the control wheels,
number one NAV or LRN equipment. All these the EHSI remote heading and course selector,
inputs are processed and sent to the pitch servo. the altitude alerter, and the thrust levers.

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Control Wheel Trim Switch During flight-director-only operation, either

maneuver switch simply cancels all selected
Either control wheel trim switch (NOSE flight director modes on the pilot’s ADI and bias
UP/NOSE DN/LWD/RWD) can be used to the pilot’s command bars out of view.
command the autopilot to change the airplane’s
attitude when moved in any one of four di-
rections without depressing the trim arming Autopilot Engagement
button. When an attitude change is made with- The autopilot is engaged by depressing the A/P
out depressing the trim arming button, the au- ENG button. Illumination of the P and R
topilot system changes the attitude of the annunciators indicate engagement of the pitch
airplane and disengages any modes previously and roll axes. If not engaged previously, the yaw
selected in the affected axis (except NAV damper automatically engages when the auto-
ARM, G/S ARM, and ALT SEL ARM). The pilot is engaged.
autopilot reverts to basic attitude hold in the
affected axis when the switch is released. Attitude Hold Mode
Depressing the trim arming button and moving The autopilot is in pitch attitude hold when the
the trim switch in any of the four directions P annunciator is illuminated and all other pitch
disengages the autopilot, and the autopilot dis- axis annunciators are extinguished (except
engagement tone will sound. This is considered G/S ARM and ALT SEL ARM). The autopi-
the normal means of disengaging the autopilot lot is in roll attitude hold when the R annun-
since it does not disengage the yaw damper. Pre- ciator is illuminated and all other roll axis
viously selected flight director modes are not annunciators are extinguished (except NAV
disengaged when the autopilot is disengaged. ARM). When the autopilot is in both pitch and
Autopilot disengagement is further described in roll attitude hold, the flight director command
this chapter under “Autopilot Disengagement.” bars will be out of view. Attitude hold au-
thority is limited to 10° nose down and 20°
nose up in the pitch axis and 30° left or right
Control Wheel Master Switch
bank in the roll axis.
Depressing either pilot’s control wheel master
switch (MSW) disengages the autopilot and the When the autopilot is in the basic attitude hold
yaw damper. mode, attitude commands are made with either
pilot’s control wheel trim switch (arming button
Control Wheel Maneuver Switches not depressed) (Figure 16-9). The autopilot will
maintain the attitude that exists when the trim
The control wheel maneuver control switches switch is released.
are referred to as the MANUV R/P switches.
Depressing and holding either the pilot’s or
copilot’s MANUV R/P switch (see Figure
Autopilot /Flight Director Mode
16-9) with the autopilot engaged, temporar- Selection
ily releases autopilot access to the pitch and Autopilot and flight director modes are engaged
roll servos and extinguishes the R and P an- by depressing the mode selector buttons on the
nunciators. This enables either pilot to autopilot control panel (Figure 16-7). Engaged
change the airplane attitude in both pitch and modes (except the SPD mode) may be disen-
roll axes by using the manual control. When gaged by depressing the selector button a sec-
the switch is released, the autopilot resumes ond time or by selecting another pitch mode.
control based on the new pitch (SPD [IAS or
M], V/S, or ALT HLD) and roll conditions. Table 16-1 contains a description of each mode,
However, if the new roll condition is beyond the applicable annunciator, and the function of
the autopilot’s limits, the R mode disengages. each mode selector switch and annunciator.

Table 16-1. MODEL 31 AUTOPILOT MODES AND ANNUNCIATORS
MODE ANNUNCIATOR FUNCTION

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

(Long Range Nav) information from a long range navigational system.

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Table 16-1. MODEL 31 AUTOPILOT MODES AND ANNUNCIATORS (Cont)

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

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Table 16-1. MODEL 31 AUTOPILOT MODES AND ANNUNCIATORS (Cont)

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

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Autopilot Disengagement Roll Monitors

Whenever the autopilot pitch and/or roll axes The autopilot system uses two roll monitors which
disengage, the applicable P and/or R annun- disengage the autopilot roll axis if the bank angle
ciators extinguish and the autopilot disengage exceeds approximately 35° or if the roll rate is
tone sounds. excessive. When either monitor disengages the
roll axis, the disengage tone sounds and the R light
Additionally: on the control panel extinguishes.
• Either control wheel trim switch, with Out-of-trim Monitors
arming button depressed and moved in
any of the four directions (NOSE UP, With the autopilot engaged, the out-of-trim
NOSE DN, LWD, or RWD), disengages monitors cause the applicable P or R annunciator
both autopilot axes provided the to flash if an out-of-trim condition exists to a
MANUV R/P button is not depressed. degree that servo force is continuously applied
for more than approximately 20 seconds. The
• Either control wheel master switch light continues to flash until either the trim is
(MSW), when depressed, disengages restored or the axis is disengaged.
both autopilot axes and the yaw damper.
Pitch Trim Monitor
• The PITCH TRIM selector switch, when
moved to the OFF position, disengages The autopilot maintains pitch trim using the
both autopilot axes. airplane’s secondary pitch trim actuator.
Whenever the autopilot is engaged and the
• With the PITCH TRIM selector switch secondary trim runs in a direction opposite the
in the SEC position, moving the pedestal elevator servo force, the monitor disengages the
NOSE DN-OFF-NOSE UP switch to autopilot. The disengage tone sounds and the P
NOSE UP or NOSE DN disengages both and R annunciator lights will be extinguished.
autopilot axes.
Pitch Monitor
• Individual axes may be disengaged by
pulling the applicable axis AC or DC With the autopilot engaged, the pitch monitor
circuit breakers (pilot’s AC and number causes the elevator to streamline whenever
3 DC buses). the G level reaches 1.6 G or 0.6 G. The pitch
axis remains engaged, but keeps the elevator
• Depressing the GO-AROUND button (left streamlined. Previously engaged pitch modes
thrust lever knob) disengages the autopilot also remain on. When the airplane is within
and selects flight director G/A (go- the G limits, the pitch axis resumes sending
around) and LVL modes. This positions elevator inputs.
the command bars at a wings level and 9°
nose up pitch position.
Altitude Alerter
• Depressing the pilot’s VG ERECT but-
ton disengages the autopilot. The altitude alerter provides automatic visual
and aural signals announcing approach to and
• Slaving the pilot’s DG (directional Gyro) departure from a selected altitude. The alerter
disengages the autopilot. is a direct-reading instrument with a five-digit
display (Figure 16-10).
Autopilot Monitors
The altitude alerter is located in the center in-
The autopilot system incorporates monitors for strument panel and receives altitude infor-
roll, out-of-trim, pitch trim, and G-forces during mation from the pilot’s altimeter and autopilot
its operation. altitude select. An OFF flag adjacent to the

Stick Shaker Interface

If the autopilot is engaged and the stick
shaker actuates, the autopilot will disen-
gage. The shaker has no effect on the flight
director or its operation.
MODEL 31A AIRPLANES

General
The Bendix/King KFC 3100 Flight Control
System in Model 31A airplanes provides au-
tomatic flight guidance, or control, for climb,
cruise, descent and approach. The system is
fully integrated with the airplane’s air data
system, attitude heading reference system
(AHRS) and electronic flight instrument sys-
tems (EFIS).
Figure 16-10. Model 31 Altitude Alerter Dual flight computers provide separate pilot
and copilot flight guidance in the pitch and roll
altitude display will be in view whenever axes. Either the pilot’s or the copilot’s flight
power is not available to the alerter. During guidance steering commands may be coupled
flight, as the airplane approaches the selected to the autopilot.
altitude, the amber ALT annunciators on the
pilot’s altimeter illuminate and an alert bell When engaged, the autopilot makes pitch and
sounds. The point at which the approach to roll changes through pitch and roll servo mo-
the preselected altitude is annunciated de- tors. The autopilot also uses the secondary trim
pends upon airplane vertical speed. The an- system to trim the airplane in pitch. The au-
nunciators extinguish when the airplane is topilot’s control authority, in pitch, is limited
within ±300 feet of the preselected altitude. to 10° nosedown and 20° noseup. Roll author-
ity is limited to 25° of bank.
Should the altitude subsequently deviate
more than ±300 feet from the selected alti- T h e a u t o p i l o t c o n t r o l l e r, l o c a t e d o n t h e
tude, the ALT annunciators illuminate and the glareshield, provides for engagement, mode se-
alert bell sounds. lection and status annunciation (Figure 16-
11). Pilot inputs to the flight control system
The altitude alerter is also used to preselect al- are made through the autopilot controller, con-
titude for the autopilot/flight director altitude trol wheel switches, altimeter/vertical speed
select (ALT SEL) mode. indicator and the EFIS controls.
R P Y R P Y
HALF ALT ALT HALF ALT ALT
HDG CLB MACH HDG CLB MACH
BANK SEL HOLD AP PT RB RB AP PT BANK SEL HOLD
SOFT
NAV APR VNAV VS DES IAS YD AP XFR NAV APR VNAV VS DES IAS
RIDE
Figure 16-11. Model 31A Autopilot/Flight Director Control Panel

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The flight control system automatically self AP (Autopilot)—The AP button alternately en-
tests when both AC and DC electrical power gages and disengages the autopilot. When en-
are applied. If the self test is not successfully gaged, the autopilot automatically couples to the
completed, a failure will be displayed on the selected flight guidance system, provided the
autopilot controller and the autopilot will not self test has been successfully completed. A
engage. Additionally, an “FD” flag will be dis- green light, above the AP button, illuminates
played on the EADI. when the autopilot is engaged and autopilot en-
gagement will also be annunciated on both
Flight guidance steering commands are dis- EADIs. Engaging the autopilot also engages the
played on the EADI. The pilot may fly the air- yaw damper and flight director if they are not
plane manually to satisfy the commands (flight already engaged.
director only operation) or couple the au-
topilot to the flight guidance system. When XFR (Transfer)—The XFR button alternately
coupled, the autopilot will respond to the steer- selects the pilot’s or copilot’s flight guidance
ing commands. computer for the source of autopilot com-
mands. A green arrow, on the controller, in-
If the stick shaker activates with the autopilot dicates which system has been selected. The
engaged, the autopilot will disengage. The stick selected system is indicated by annunciators
shaker has no effect on flight director operation. on both EADIs.
SOFT RIDE—The SOFT RIDE button is used

Autopilot Controller to select the autopilot’s soft ride mode. In this
mode, the autopilot will react more slowly to
The autopilot controller provides autopilot commands to give a smoother ride. Soft ride
and yaw damper engage functions as well as is available whenever the autopilot is engaged
autopilot/flight director mode selection and an- and the approach capture mode is not active.
nunciation (Figure 16-11). A green light above the SOFT RIDE button il-
luminates when the soft ride mode is engaged.
The controller is divided into three sections. The soft ride mode is also indicated by an-
The center section provides autopilot/yaw nunciators on both EADIs.
damper selection and engage buttons as well
as status annunciators. The section on the left YD (Yaw Damper)—The YD button alternately
provides mode selection and annunciators for engages and disengages the yaw damper,
the pilot’s flight guidance system while the one independent of autopilot operation. A green
on the right provides the same for the copilot’s
flight guidance system. light above the YD button illuminates when the
yaw damper is engaged. Yaw damper
The autopilot controller is located in the center engagement is also indicated by annunciators on
of the glareshield so it is easily accessible from both EADIs.
either crew position. The controller lights can
be dimmed through the pilot’s INSTR dimmer Autopilot Annunciators
switch on the left side wall. The annunciator A series of red, amber and green annunciator
lights are dimmed automatically by a photocell lights are located in the center section of the
located above the XFR button on the center autopilot controller (Figure 16-11). They will
section of the controller. be described separately.
Autopilot/Yaw Damper Engage Except for the RB (rudder boost) lights, the
Functions lights on the left of the panel represent the
These functions are controlled by 4 push-but- pilot’s autopilot while the lights on the right
ton switches located on the center section of represent the copilot’s autopilot.
the autopilot controller (Figure 16-11). They
will be described separately. AP (Autopilot)—When illuminated, the red AP
annunciator light indicates an autopilot failure.

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PT (Pitch Trim)—When illuminated, the red matically be active. Attitude hold may be
PT annunciator light indicates a pitch trim used to maintain specific pitch or bank an-
failure. gles. The angles to be maintained may be es-
tablished by manually flying the airplane to
R (Roll Axis)—When illuminated steady, the the desired pitch and roll attitude with the
amber R annunciator light indicates an autopi- control wheel steering (CWS) switch de-
lot roll axis failure. The red AP also illuminates pressed. (The CWS switch is located on the
with a roll axis failure. A flashing R annunci- control column and is explained later in this
ator light indicates a roll axis mistrim. section.) When the CWS is released, the flight
director generates steering commands to main-
P (Pitch Axis)—When illuminated steady, the tain the existing pitch and bank angles. Once
amber P annunciator light indicates an au- established, the attitude hold pitch and bank
topilot pitch axis failure. The red AP also il- angles may be changed using the vertical and
luminates with a pitch axis failure. A flashing lateral command functions of the control wheel
P annunciator light indicates a pitch axis trim switches, which are also explained later
mistrim. in this section.
Y (Yaw Axis)—When illuminated steady, the HDG (heading)—When HDG is selected, au-
amber Y annunciator light indicates an autopilot/flight director commands are generated
topilot yaw axis failure. The red AP also il- to turn the airplane to, and to maintain, the
luminates with a yaw axis failure. heading selected by the position of the head-
ing “bug” on the EHSI.
RB (Rudder Boost)—When illuminated, the
green RB annunciator light indicates the rudder HALF BANK—When HALF BANK is se-
boost system is active. When illuminated, the lected, the maximum bank angle that would be
amber RB annunciator light indicates the rudder commanded by the flight director is reduced
boost system is inoperative. See Chapter 15, to one-half the normal value. HALF BANK
“Flight Controls,” for additional information on may be engaged with any other lateral mode
the rudder boost system. except approach.
Autopilot /Flight Director Modes NAV (navigation)—The NAV mode provides

flight director commands to intercept and track
Autopilot and flight director modes are en- the navigational course selected on the EHSI.
gaged by depressing the mode selector buttons
on the autopilot controller (Figure 16-11). A APR (approach)—The APR mode provides
green light above each button illuminates when flight director commands to intercept and track
that mode is selected and the selected modes the navigational course selected on the EHSI
will be indicated on both EADIs. Flight di- with approach accuracy. During ILS front
rector only modes are selected by depressing course approaches, commands to capture and
the mode selector buttons while the autopilot track the glideslope will be generated after
is disengaged. the localizer has been captured.
After engagement, autopilot and flight direc- ALT SEL (altitude select)—The ALT SEL
tor modes may be disengaged by depressing mode provides flight director commands to
the button a second time or selecting an in- capture and maintain the altitude selected in
compatible mode. The following is a brief de- the altitude preselect window on the altime-
scription of the KFC 3100 autopilot and flight ter/vertical speed indicator. ALT SEL may also
director modes. be engaged by depressing the SEL button on
either altimeter/vertical speed indicator. It
Attitude Hold—When the flight director is will also be engaged automatically if a climb
operating, with no vertical or lateral modes se- mode is selected with a preselected altitude
lected, pitch and roll attitude hold will auto- above the airplane’s altitude or if a descent

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mode is selected with a preselected altitude IAS (indicated airspeed hold)—The IAS mode
below the airplane’s altitude. provides commands to maintain the indicated
airspeed at the time it is engaged. The selected
ALT HOLD (altitude hold)—The ALT HOLD airspeed will be indicated on both EADIs and
mode provides commands to maintain the alti- may be changed by using the vertical command
tude of the airplane at the time the mode is se- function of the control wheel trim switch; for-
lected. The selected altitude will be indicated on ward to increase the speed, aft to decrease it.
both EADIs and may be changed by using the ver-
tical command function of the control wheel trim VNAV (vertical navigation)—The VNAV mode
switches. If ALT SEL is used to capture an al- provides commands to capture and track a vertical
titude, ALT HOLD will automatically engage profile defined by a compatible flight management
when the selected altitude has been captured. system with vertical navigation capability.
CLB (climb)—The CLB mode provides com- VS (vertical speed hold)—The VS mode pro-
mands to maintain a preset speed versus alti- vides commands to maintain the vertical speed
tude profile. Two climb profiles are available; selected on the vertical speed indicator. If no
normal and high speed. The normal climb vertical speed has been selected, the vertical
profile will maintain 250 KIAS to approxi- speed at the time of engagement will be main-
mately 32,000 feet and then .70 Mach above tained. The selected vertical speed will be
that altitude. The high speed climb profile will indicated on both EADIs and may be changed
maintain 250 KIAS to 10,000 feet and then 275 by using the vertical command function of the
KIAS to .73 Mach. The desired climb profile control wheel trim switch; forward to increase
is selected with the vertical command function the vertical speed, aft to decrease it.
of the control wheel trim switch; forward for
high speed climb, aft for normal climb. En- Go-Around—Go-around is a flight director only
gaging the CLB mode also activates the ALT mode. Depressing the GO-AROUND button in
SEL mode if the preselected altitude is above the left thrust lever disengages the autopilot (if
the airplane’s altitude. engaged) and commands both flight directors to
a 9° noseup pitch attitude and wings level. GO-
DES (descend)—The DES mode provides com- AROUND may be used for takeoff.
mands to maintain a preset speed versus altitude
profile. Two descent profiles are available; nor- Control Wheel Master Switches—
mal and high speed. The normal descent pro-
file will maintain .76 Mach to approximately Autopilot Function
32,000 feet, then 300 KIAS to 10,000 feet and The control wheel master switches (MSW), on
250 KIAS below 10,000 feet. The high speed the outboard horn of the pilot’s and copilot’s
descent profile will maintain M MO minus .02 control wheels (Figure 16-12), may be used to
Mach to 315 KIAS then 315 KIAS to 10,000 feet disengage the autopilot. Depressing either
and 250 KIAS below 10,000 feet. The desired MSW disengages the autopilot. When the
descent profile is selected with the vertical com- autopilot disengages, the green light above the
mand function of the control wheel trim switch; AP button extinguishes and the autopilot
forward for high speed descent, aft for normal disconnect tone sounds. The MSW will have no
descent. Engaging the DES mode also acti- effect on any selected flight director modes.
vates the ALT SEL mode if the preselected al-
titude is below the airplane’s altitude. Pitch Trim Selector Switch—
Autopilot Function
MACH (Mach hold)—The MACH mode pro-
vides commands to maintain the indicated Mach When engaged, the autopilot trims the airplane
number at the time it is engaged. The selected in pitch using the secondary trim system with the
Mach number will be indicated on both EADIs PITCH TRIM selector switch in PRI or SEC.
and may be changed by using the vertical com- The autopilot will not engage, or will
mand function of the control wheel trim switch; disengage, if the PITCH TRIM selector switch
forward to increase the Mach, aft to decrease it. is positioned to OFF.

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Control Wheel Trim Switches— HOLD, MACH, VS, IAS, pitch or roll attitude
Autopilot/Flight Director Function hold modes are engaged. To make a vertical
command, the control wheel trim switch, arm-
The control wheel trim switches, on the outboard ing button not depressed, is moved to NOSE UP
horn of each control column (Figure 16-12), or NOSE DN. To make a lateral command, the
may be used to disengage the autopilot, to make control wheel trim switch, arming button not de-
trim adjustments with the autopilot pitch and roll pressed, is moved to LWD or RWD.
axes inhibited, to make vertical and lateral in-
puts in some modes and to toggle between nor- Making a vertical command with VNAV, glides-
mal and high speed profiles in CLB or DES lope capture, altitude capture or go-around mode
modes as explained earlier in this section. selected cancels those modes and the system re-
verts to pitch attitude hold.
When either control wheel trim switch is
moved to any of it’s four positions with the Making a lateral command with HDG, NAV
arming button depressed, the autopilot disen- capture or APR capture selected cancels
gages, the green light above the AP button ex- those modes and the system reverts to roll at-
tinguishes and the autopilot disconnect tone titude hold.
sounds. The control wheel trim switch will
have no effect on any selected flight direc- If the autopilot is engaged, pitch and roll trim
tor modes. changes may be made by depressing and holding
the control wheel steering button and using the
With the arming button not depressed, the con- control wheel trim switches as explained under
trol wheel trim switches may be used to make control wheel steering (CWS) switches, later in
vertical and lateral commands when ALT this section.
FD CLEAR SWITCH
CONTROL WHEEL TRIM SWITCH

ARMING BUTTON
CWS SWITCH
MIC SWITCH
(NOT SHOWN)
TRANSPONDER IDENT
SWITCH
(NOT SHOWN)
CONTROL WHEEL MASTER SWITCH (MSW)
Figure 16-12. Model 31A Control Wheel Switches

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Secondary Trim Switch—Autopilot Electrical Power Source

Function The autopilot/flight director systems use both
The secondary trim switch, labeled NOSE AC and DC electrical power. The pilot’s and
DN-OFF-NOSE UP, is located on the pedestal copilot’s systems are powered separately.
and may be used to disengage the autopilot
or to make trim changes with the autopilot DC power for the pilot’s autopilot/flight di-
pitch and roll axes inhibited. rector systems is provided by the AP 1 and FLT
DIR 1 circuit breakers on the left DC BUS 3
With the autopilot engaged, and the PITCH and located in the AFCS group on the pilot’s
TRIM selector switch in either PRI or SEC, circuit-breaker panel. AC power for the pilot’s
activating the secondary trim switch in either autopilot/flight director system is provided
direction disengages the autopilot. When by the AP 1 MON circuit breaker on the left
the autopilot disengages, the green light 115 VAC BUS and located in the AFCS group
above the AP button extinguishes and the on the pilot’s circuit-breaker panel.
autopilot disconnect tone sounds. The sec-
ondary trim switch will have no effect on DC power for the copilot’s autopilot/flight
any selected flight director modes. director systems is provided by the AP 2 and
FLT DIR 2 circuit breakers on the right DC BUS
When the autopilot is engaged, but has been 3 and located in the AFCS group on the copilot’s
inhibited by depressing and holding the control circuit-breaker panel. AC power for the
wheel steering button, the secondary trim system copilot’s autopilot/flight director system is
may be used to make manual trim inputs. provided by the AP 2 MON circuit breaker on
the right 115 VAC BUS and located in the AFCS
group on the copilot’s circuit-breaker panel.
Control Wheel Steering (CWS)
Switches
Electronic Flight Instruments
Depressing and holding the control wheel System (EFIS)
steering (CWS) switch, on the inboard horn of
each control wheel (Figure 16- 12), inhibits the A Bendix/King 5-tube EFS 50 electronic flight
autopilot by uncoupling the autopilot servo instruments system (EFIS) is provided to dis-
clutches. The airplane may then be manually play airplane attitude, navigational data, flight
flown to any new attitude. Manual pitch and director commands, mode annunciators,
roll trim commands may be made while the weather, checklists, warnings and diagnostic
switch is depressed. messages. The EFIS consists of an electronic
attitude director indicator (EADI) and elec-
When the switch is released, the flight director tronic horizontal situation indicator (EHSI) on
synchronizes to and holds the existing (new) both pilot’s and copilot’s instrument panels,
values in MACH, IAS, ALT HOLD, or attitude a multifunction display (MFD) on the center
hold modes. If the flight director is not engaged, instrument panel, three symbol generators
depressing the CWS switch activates pitch and roll (SG 1, SG 2 and SG 3) and control panels to
attitude hold modes and commands will be operate the system.
provided to maintain the pitch and roll attitudes
existing when the switch is released. Depressing Cooling for the EFIS displays is provided by fans
the CWS switch cancels go-around mode and built into each display unit and two fans be-
activates pitch attitude hold mode. hind the instrument panel. Cooling for the sym-
bol generators is provided by one fan on each
symbol generator mounting rack.
Control Wheel FD CLEAR Switches
The FD CLEAR switches, on the inboard horn
of each control wheel (Figure 16-12), are used to
stow the on-side flight director command bars.

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The pilot’s displays are normally driven by SG copilot’s electronic attitude director indicator
1 and the copilot’s displays are normally driven (EADI) and the copilot’s electronic horizontal
by SG 2. The MFD is driven by SG 3. If SG situation indicator (EHSI).
1 or SG 2 malfunctions, SG 3 may be selected
to assume the functions of the failed unit. Electronic Attitude Director Indicator
(EADI)
The EFIS displays are wired through the
avionics master switches and are inoperative Each EADI is a 5-inch, multicolor CRT display
with the avionics master switches off. The left (Figure 16-13). An inclinometer on the face of
avionics master switch controls the pilot’s each EADI provides slip and skid information.
electronic attitude director indicator (EADI), Each EADI displays the following information:
pilot’s electronic horizontal situation indicator
(EHSI) and the multifunction display (MFD). • Pitch and roll attitude
The right avionics master switch controls the
• Mode annunciations
LATERAL AP COMMAND VERTICAL FD/AP

AP MODES FD/AP MODE DATA MODES
NAV K VNAV 1257

AP SR
HB
125
T ALT
RA
YD CWS
20 20
VERTICAL
F DEVIATION
POINTER
10 10
G
N 3 6 T S
A
S
SINGLE CUE
FD COMMAND 10 10
BARS VERTICAL
S DEVIATION
SCALE
20 20 LOC
DH
1257
RISING RUNWAY EXPANDED LATERAL

LATERAL DEVIATION DEVIATION SCALE
PITCH SCALE
Figure 16-13. Model 31A EADI

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• Radio altitude and DH • Vertical navigation deviation

• Fast/slow indication • Heading
• Marker beacon Electronic Horizontal Situation
Indicator (EHSI)
• Rate-of-turn (optional)
Each EHSI is a 5-inch, multicolor CRT display
• Flight director commands (Figure 16-14). Each EHSI displays the fol-
lowing information:
• Warning annunciations and flags
• Heading
• Glideslope and localizer deviation
• Source annunciations
DRIFT ANGLE LUBBER

BUG LINE
COURSE/DESIRED DG MODE HEADING SELECT
TRACK OR SOURCE BUG
HEADING
MISCOMPARE
PRIMARY NAVIGATION
WIND SPEED SOURCE RANGE
BENDIX KING (OR HELD DME)
DISTANCE
WIND VECTOR
COURSE POINTER CRS 359 FDG HDG 12.6 NM FREQUENCY

117.95H
23 KT/MN
N 11.5 SELECTED MLS
SYMBOLIC 33 3 GLIDEPATH ANGLE
AIRCRAFT
VERTICAL DEVIATION
30
PRIMARY L SCALE
NAVIGATION O
SOURCE G
W
C
E
S POINTER/SOURCE
ANNUNCIATOR
SYSTEM 1
12
24
ANNUNCIATOR HEADING SELECT

DEVIATION BAR 15 DISPLAY
21 S
360°
ADF 1 VOR 2 COMPASS CARD
#1 SYSTEM BEARING 12.6 NM H 50.8 NM
POINTER
#2 SYSTEM
BEARING POINTER
#1 DISTANCE #2 DISTANCE
#1 SYSTEM BEARING #2 SYSTEM BEARING

POINTER SOURCE POINTER SOURCE
ANNUNCIATOR ANNUNCIATOR
Figure 16-14. Model 31A EHSI

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• Course deviation EFIS Control Panels

• Selected heading EFIS control panels are provided for the pilot’s
and copilot’s displays (Figure 16-15). They
• Bearing pointers are located on the center pedestal and provide
the following functions:
• Weather radar
• Decision height set
• DME data
• EFIS test
• Warning annunciations and flags
• Display format
• Glideslope and localizer deviation
• Bearing pointer select
• Vertical navigation deviation
• Course select
• Selected course/desired track
• Range select (weather and map modes)
SECTORED MODE SELECT NAV SOURCE SELECT

360 MODE SELECT ARC COMPASS ROSE VOR, LOC, TCN, OR RNV ADF
HSI COMPASS ROSE ARC NAV MAP TCN HOM
NAV MAP ARC NAV MAP WITH WX FMS, LOR, OR OMG
NAV MAP WITH WX ARC COMPASS ROSE WITH WX NAV
DG (OPTIONAL) MLS
PUSH TEST TEST/REF

RADIO ALTIMETER TEST
GROUNDSPEED
PULL SET TIME-TO-STATION
RADIO ALTIMETER NAV MAP FORMAT
RALT _TST_ SYS REF
DH BRT
HSI ARC NAV RNG
CRS HDG
1-2 RNG
#1 BEARING RANGE SELECT

POINTER SELECT NAV MAP
DECLUTTER WX
VOR, TCN OR RNV SYSTEM 1-2 SELECT
TCN #2 BEARING
FMS, LOR OR OMG POINTER SELECT
NAV DECLUTTER NAV
MLS VOR, TCN, OR RNV MLS
ADF TCN ADF
DME DISTANCE ONLY FMS, LOR OR OMG DME DISTANCE ONLY
Figure 16-15. Model 31A EFIS Control Panel

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• Radio altimeter test Multifunction Display (MFD)

• Display brightness The MFD is a 5-inch, multicolor CRT display
located in the center instrument panel (Figure
16-16). It provides weather radar display, FMS
• Navigation source select map display and functions as a third EHSI.
• Heading select
• Ground speed/time to station select
PLAN VIEW TRUE NORTH

MODE ANNUNCIATION ANNUNCIATION
BENDIX KING "NORTH-UP"

ANNUNCIATION
LNAV MESSAGE
T
ANNUNCIATION PLAN
N
CENTER OF MAP
MSG DISPLAY
F
PRIMARY M 5
NAVIGATION
SOURCE S
IXDA FULL SCALE
RANGE RING
WAYPOINT
SYMBOL OJC
HALF SCALE
RANGE RING
FLIGHT PLAN
DESIRED TRACK
LINE
VORTAC SYMBOL
AIRPORT SYMBOLIC AIRCRAFT

SYMBOL (PRESENT POSITION)
Figure 16-16. Model 31A MFD

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MFD Control Panel • Course select

An MFD control panel is located on the cen- • Range select (weather and map modes)
ter pedestal (Figure 16-17) and provides the
following functions:
• Display brightness
• EFIS test
• Navigation source select
• Display format
• Ground speed/time to station select
• Bearing pointer select
SECTORED MODE SELECT

360 MODE SELECT NAV SOURCE SELECT
ARC COMPASS ROSE
HSI COMPASS ROSE VOR, LOC, OR RNV ADF
ARC NAV MAP
NAV MAP FMS, LOR OR OMG HOM
ARC NAV MAP WITH WX
NAV MAP WITH WX NAV
ARC COMPASS ROSE WITH WX
DG (OPTIONAL) MLS
WX ONLY (OPTIONAL)
PLAN (OPTIONAL) COURSE
ACTIVATE, TEST/REF
DEACTIVATE TEST
GROUNDSPEED
TIME-TO-STATION
NAV MAP FORMAT
CRS SEL TST REF
HSI ARC NAV BRT

RNG
CRS
RNG
1-2
#1 BEARING SYSTEM 1-2 SELECT

POINTER SELECT #2 BEARING
DECLUTTER POINTER SELECT RANGE SELECT
VOR, TCN OR RNV DECLUTTER NAV NAV MAP
FMS, LOR OR OMG VOR, OR RNV MLS WX
NAV ADF
MLS FMS, LOR OR OMG DME DISTANCE ONLY
ADF
DME DISTANCE ONLY
Figure 16-17. Model 31A MFD Control Panel

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EFIS Reversionary Control Panels The circuit breakers on the pilot’s circuit-
breaker panel are: EADI 1, EHSI 1, SG 1
EFIS reversionary control panels are installed EADI, SG 1 EHSI, and MFD all powered by
on both the pilot’s and copilot’s instrument the left DC BUS 1. Also on the pilot’s circuit-
panels (Figure 16- 18). The panels are used breaker panel, but powered by the left DC
to control the reversionary functions of the as- BUS 3, are the SG 3 EADI and SG 3 EHSI cir-
sociated EFIS displays. The following re- cuit breakers.
versionary functions are provided:
• AHS select The circuit breakers on the copilot’s circuit-breaker
panel are: EADI 2, EHSI 2, SG 2 EADI, and SG 2
• SG select EHSI all powered by the right DC BUS 1.
• Single-cue/double-cue select
• ADC select COMMUNICATION
• Composite/display select SYSTEM
• EADI down select
STATIC DISCHARGE WICKS
Refer to the Airplane Flight Manual for a
description and use of each function. A static electrical charge, commonly referred
to as “P static” (precipitation static), builds up
on the surface of an airplane while in flight
Electrical Power Source and causes interference in radio and avionics
The EFIS uses DC electrical power. All the equipment operation. The charge may be dan-
EFIS circuit breakers are located in the IN- gerous to persons disembarking after landing
STRUMENTS group on the pilot’s and copi- as well as to persons performing maintenance
lot’s circuit-breaker panels. on the airplane. The static wicks are installed
on all trailing edges (Figure 16-19) to dissi-
pate static electricity.
AHS 2 ADC 2 CMPST

C
AHS 1 ADC 1 DSPL O
E N
F T
I R
S SG 3 O
L
EADI SG 1
Figure 16-18. Model 31A Reversionary

Control Panel
(Pilot’s Shown) Figure 16-19. Static Wicks (Typical)

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QUESTIONS
1. Static air pressure to the pitot-static sys- 6. When the autopilot is engaged:
tem is sensed by: A. The yaw damper will automatically
A. Static sources on each pitot-static engage.
probe B. The rudder boost system will be in-
B. Static ports on the aft, left side of the operative.
fuselage C. The yaw damper will automatically
C. A flush mounted static port on the disengage.
right side of the nose compartment D. The flight director is inoperative.
D. Both A and C
7. With the autopilot engaged, a roll axis
2. Pitot-static system drains are located: mistrim will be indicated by:
A. Behind the tail compartment door A. A flashing, green “R” annunciator
B. Under the wing center section light
C. In the wheel wells B. A flashing, green “P” annunciator
D. Near the aft end of the nose gear doors light
on each side C. A flashing, amber “R” annunciator
light
3. The temperature of the air outside the D. A flashing, amber “P” annunciator
airplane is indicated by: light
A. A RAM AIR TEMPERATURE gage
8. Moving either 4-way trim switch, with-
B. An OAT gage
out the arming button depressed, may be
C. A SAT/TAS indicator used to:
D. A thermometer in the copilot’s side
A. Disconnect the autopilot.
window
B. Make a pitch or roll command to the
autopilot in attitude hold mode.
4. The autopilot/flight director control panel
is located: C. Toggle between normal and high
speed climb modes.
A. On the instrument panel, below the en-
D. Both B and C
gine instruments
B. On the copilot’s lower switch panel
9. Depressing either control wheel master
C. In the center of the glareshield switch (MSW) will:
D. On the pilot’s sidewall
A. Cancel all flight director modes.
B. Engage the yaw damper.
5. The autopilot is engaged by:
C. Engage attitude hold mode.
A. Turning on the avionics master switch
D. Disengage the autopilot and yaw
B. Depressing the R P ENG button damper.
C. Depressing the AP button
D. Selecting any flight director mode

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10. If the pitch trim selector switch is posi- 12. The static wicks are located:
tioned to OFF: A. On the leading edges
A. The autopilot will disengage. B. On the trailing edges
B. The autopilot will operate normally. C. Only on the winglets
C. The autopilot will not engage. D. On each main landing gear
D. Both A and C
11. The autopilot and flight director systems

require electrical power:
A. Only DC
B. Only AC
C. No
D. Both DC and AC

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 17-1
OXYGEN SYSTEM ............................................................................................................. 17-1
General........................................................................................................................... 17-1
Oxygen System Components......................................................................................... 17-2
Crew Distribution System ............................................................................................. 17-4
Passenger Distribution System ...................................................................................... 17-5
SQUAT SWITCH SYSTEM ................................................................................................. 17-7
General........................................................................................................................... 17-7
Squat Switches............................................................................................................... 17-8
Squat Switch Relay Box ................................................................................................ 17-8
DRAG CHUTE ..................................................................................................................... 17-9
General........................................................................................................................... 17-9
Operation ..................................................................................................................... 17-10
QUESTIONS ...................................................................................................................... 17-11

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System ...................................................................................................... 17-2
17-2 Oxygen Cylinder and Overboard Discharge Indicator .......................................... 17-3
17-3 Oxygen Pressure Gage and Passenger Oxygen Control Knob .............................. 17-4
17-4 OXY MIC Switches ............................................................................................... 17-5
17-5 Passenger Oxygen System Control Valve.............................................................. 17-6
17-6 Passenger Mask...................................................................................................... 17-7
17-7 Drag Chute ............................................................................................................. 17-9

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CHAPTER 17
MISCELLANEOUS SYSTEMS
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RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
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INTRODUCTION
Miscellaneous systems on the Learjet 31/31A include the oxygen system, squat switch
system and drag chute. The oxygen system can provide oxygen to both the crew and
passengers. The squat switch system provides airborne and ground signals to systems
which shift from ground to air modes. The drag chute is an optional deceleration de-
vice to be used on the ground only.
OXYGEN SYSTEM tion Regulations. It is also designed to pro-

vide oxygen to the crew and passengers dur-
i n g a b n o r m a l , o r e m e rg e n cy, s i t u a t i o n s
General involving loss of cabin pressure. It is not de-
signed, or intended, to be used, in place of the
The Learjet 31/31A oxygen system is designed airplane’s pressurization system, for extended
to provide oxygen to the crew during high al- unpressurized flight at high cabin altitudes
titude flight as required by the Federal Avia- requiring the use of oxygen.

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OXYGEN
CYLINDER
BLOWOUT
DISC
FILLER
VALVE
155
30 180
0 200
PSI x 10
OXYGEN
PRESSURE
SHUTOFF AND REGULATOR
VALVE
PILOT'S MASK
TO COPILOT'S MASK
QUICK-DISCONNECT FITTINGS
AUTO
LEGEND
DE
FF
PL
O
O
Y
SUPPLY PRESSURE
ANEROID SWITCH — REGULATED PRESSURE

14,000 FEET PASSENGER
OXYGEN
PASSENGER MASK
STORAGE COMPARTMENT
DOOR
LATCH
MASK
LANYARD PIN
MASK VALVE/FLOW REGULATOR
Figure 17-1. Oxygen System

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Oxygen System Components nose or on the dorsal fin.
Oxygen system components include an oxy- The oxygen cylinder has a storage capacity of
gen storage cylinder, a filler valve, an over- approximately 40 cubic feet at 1,800 psi and
pressure relief valve and discharge indicator, is fitted with a filler valve so it may be serviced
an oxygen pressure gage, a shutoff and regu- while installed in the airplane. The oxygen
lator valve, and distribution systems for the cylinder is also equipped with an overpressure
crew and passengers. The oxygen system is relief valve which will release oxygen over-
shown in Figure 17-1. board if cylinder pressure exceeds 2,700 to
3,000 psi. When the overpressure relief valve
The oxygen storage cylinder may be located opens, all oxygen is released through a green,
in the right side of the nose compartment or blow-out disc located just below the oxygen
in the dorsal fin (Figure 17-2). An optional cylinder access door. The purpose of the blow-
long-range installation incorporating two out disc is to provide a visual indication that
cylinders is available (location of the cylinders the overpressure relief valve has opened.
varies). The oxygen cylinder is accessible
through an access door on the right side of the An OXY PRESS gage, on the pilot’s side wall
Figure 17-2. Oxygen Cylinder and Overboard Discharge Indicator

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provides a direct reading of oxygen cylinder Crew Distribution System

pressure (Figure 17- 3). Normal oxygen cylin-
der pressure should be 1,550 to 1,850 psi. The crew distribution system includes quick-
disconnect oxygen fittings in the cockpit side
walls and the pilot’s and copilot’s oxygen
masks with mask-mounted regulators. Oxy-
gen is available to the crew anytime the oxy-
gen shutoff and regulator valve is ON and the
masks are plugged in.
One of two types of crew masks may be pro-

vided. Optional oxygen-flow detectors may
be installed in the mask oxygen lines.
The 6600214 Series Pressure Demand crew

mask has a three-position, (NORM, 100%
and EMER) rotary selector on the front of
each mask. With the selector in NORM (nor-
mal), the mask delivers diluted oxygen, on
demand, up to 33,000 feet cabin altitude.
Above 33,000 feet, the regulator automati-
cally delivers 100% oxygen. At 39,000 feet
and above, it provides positive-pressure
breathing. To obtain 100% oxygen at any
other time, 100% must be selected on the
Figure 17-3. Oxygen Pressure Gage and pressure-regulator control. With EMER se-
Passenger Oxygen Control lected, the regulator delivers 100% oxygen
Knob and maintains a slight positive pressure in the
A manually operated shutoff and regulator mask for respiratory protection from smoke
valve, on the oxygen cylinder, has two posi- and fumes. At 39,000 feet and above, auto-
tions; ON (open) and OFF (closed). With the matic pressure breathing is supplied.
valve OFF, oxygen is not available to either the
crew or passenger distribution systems. With The Scott ATO MC 10-15-01 crew mask has
the valve ON, oxygen pressure, regulated at a 100% lever and a PRESS-TO-TEST knob that
60 to 80 psi, is available to the crew distribu- is used to select (diluter- demand) or (EMER-
tion system and may be made available to the GENCY). With the 100% lever in the ex-
passengers, if necessary. The position of the tended position and the PRESS-TO-TEST
shutoff and regulator valve can be checked knob positioned to , the mask delivers diluted
◗
through the oxygen cylinder access door. oxygen, on demand, up to 30,000 feet cabin
Under normal conditions, this valve should al- altitude. Above 30,000 feet, the regulator au-
ways be in the ON position for flight and it tomatically delivers 100% oxygen. At 37,000
should be checked during the exterior pre- feet and above, it provides positive-pressure
flight inspection. breathing. For emergency operation, the
PRESS-TO-TEST knob must be rotated to ●.
If the shutoff and regulator valve is closed, With the mask selector in this position, the
oxygen cylinder pressure will still be indi- mask will deliver 100% oxygen and maintain
cated on the OXY PRESS gage in the cockpit. a slight positive pressure in the mask for res-
To ensure the shutoff valve is open, during piratory protection from smoke and fumes.
the interior preflight inspection, check for
oxygen flow through both crew oxygen masks Each crew oxygen mask includes a microphone
in either the 100% or EMER positions. and has an electrical cord which is plugged into

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the OXY-MIC jack on the OXY-MIC panel, lo- transmission may be made by depressing the
cated aft of the circuit breaker panel. MIC button on control wheel. If necessary, the
hot-microphone volume can be increased by
On Model 31 airplanes, to provide a hot-mi- increasing the MASTER VOLUME CON-
crophone system with the oxygen mask mi- TROL level.
crophone, the OXY-MIC-NORM- HOT INPH
switches must be in the OXY-MIC position and
the pilot’s and copilot’s SPKR ON switches Passenger Distribution System
must be in the ON position (Figure 17-4).
Radio transmission may be made by depress- The passenger distribution system is used to
ing the MIC button on the control wheel. If provide oxygen to the passengers in case of a
necessary, the hot-microphone volume can be pressurization system failure or at any other
increased by increasing the MASTER VOL- time it may be required. While oxygen is nor-
UME CONTROL level. mally always available to the crew, oxygen is
not available to the passengers until required.
On Model 31A airplanes, positioning the ro-
tary OXY MIC switch to OXY MIC automat- Oxygen supply to the passenger distribution
ically provides a hot-microphone system with system is controlled by three valves located in
the oxygen mask microphone and turns on the the pilot’s sidewall (Figure 17-5). Two of the
cockpit overhead speaker (Figure 17-4). Radio valves are manually operated by a three-po-
Figure 17-4. OXY MIC Switches

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sition (OFF-AUTO-DEPLOY) PASSENGER With the PASSENGER OXYGEN valve in the

OXYGEN knob located on the pilot’s side- DEPLOY position, oxygen is admitted to the
wall (Figure 17-3). The third is a solenoid passenger distribution system. This position
valve, controlled by an aneroid switch. may be used to deploy the passenger masks at
any altitude, but will not cause the cabin over-
With the PASSENGER OXYGEN valve in the head lights to illuminate.
OFF position, oxygen is not available to the
passenger distribution system. This position The passenger oxygen masks are stowed in
should only be used when no passengers are compartments above the passenger seats (Fig-
being carried. ure 17-6). The compartments may contain as
many as three masks, depending on the air-
With the PASSENGER OXYGEN valve in the plane seating configuration. There will be at
AUTO position, oxygen will be automatically least one spare mask.
admitted to the passenger distribution sys-
tem, through the aneroid-controlled solenoid The passenger mask storage compartment
valve, if the cabin reaches 14,000 ±750 feet. doors are held closed by latches. When oxy-
The aneroid switch also illuminates the cabin gen is admitted to the passenger distribution
overhead lights. The solenoid valve requires system, the oxygen pressure causes the latches
DC power through the OXY VALVE circuit to open the doors. When the doors open, the
breaker on the left DC 3 BUS. On Model 31A passenger masks fall free and are available for
airplanes, the circuit breaker is located in the passenger use. As the passenger pulls down
ENVIRONMENT group on the pilot’s circuit the mask to don it, a lanyard on the mask pulls
breaker panel. out a pin which opens a supply valve and re-
leases oxygen into the mask rebreather bag at
In the event of airplane electrical failure, oxy- a restricted, constant-flow rate. The rebreather
gen will not be automatically admitted to the bag may seem to inflate slowly, but this is
passenger distribution system, regardless of normal. When inhaling, 100% oxygen is de-
cabin altitude. livered to the mask. The rebreather bag is
KNOB KNOB KNOB
OUT OUT OUT
IN IN IN
SOLENOID SOLENOID SOLENOID
"AUTO" POSITION
"OFF" POSITION (SOLENOID ENERGIZED) "DEPLOY" POSITION
Figure 17-5. Passenger Oxygen System Control Valve

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then exhausted to ambient. SQUAT SWITCH SYSTEM

Should oxygen pressure be inadvertently di-
rected to the passenger distribution system, it General
must be bled off before the masks can be
stowed. This is accomplished by pulling one Some airplane systems operate only on the
of the passenger mask lanyards after ensuring ground while others operate only in the air.
that the PASSENGER OXYGEN valve is re- The squat switch system is designed to provide
turned to the AUTO position. The lanyard the necessary ground or airborne signals to
pin should be installed prior to closing the these systems. The squat switch system con-
last door. sists of two squat switches, one on each main
landing gear strut scissors, and a relay box lo-
The compartment doors can be opened manually cated under the cabin floor. When the air-
for mask cleaning and servicing. plane is on the ground and the main landing
gear struts are compressed, the squat switches
provide a ground mode signal. When the air-
plane lifts off the ground and the main land-
ing gear struts extend, the squat switches
interrupt the ground mode signals, shifting to
air mode.
ELASTIC STRAP
OXYGEN MASK
REBREATHER BAG
Figure 17-6. Passenger Mask

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Squat Switches Squat Switch Relay Box

Each squat switch provides ground or air sig- The squat switch relay box is necessary be-
nals to the following components: cause of the limited number of electrical con-
tacts available on the main landing gear squat
• Stall Warning Systems switches. Sensing signals from both squat
switches, the relay box provides ground or air
• The switches disable the shaker and mode signals to the components listed below.
the red L and R STALL warning lights
on the ground. The squat switch relay box uses DC power
from the SQUAT SW circuit breaker on the left
• Antiskid System DC 2 BUS to provide ground mode signals.
• The switches disable the wheel brakes With the SQUAT SW circuit breaker open, all
in the air with the antiskid system on. the relay box functions go to air mode. On
The wheel brakes remain inoperative Model 31A airplanes, the circuit breaker is lo-
until the wheel spin up requirements cated in the TRIM-FLT CONT group on the
have been met on landing. pilot’s circuit breaker panel.
• The left squat switch controls the out- The squat switch relay box provides ground
board wheel brakes while the right or air mode signals to the following:
squat switch controls the inboard
wheel brakes. • Nosewheel steering is disabled in the air
• Gear Control Valve • Cabin pressurization
• The switches disable the gear-up • Safety valve vacuum solenoid closes
solenoid on the ground to prevent in- in the air
advertent landing gear retraction.
• Control module solenoids shift from
• Either squat switch in ground mode ground to air mode
will disable the gear-up solenoid. Both
squat switches must be in the air mode • Amber TO TRIM light is disabled in the air
to allow landing gear retraction.
• Windshield heat system shifts from
• Takeoff Configuration Warning System ground to air mode
• The takeoff configuration warning • Hour meter and Davtron clock flight
system is disabled in flight by the time function disabled on the ground
right squat switch.
• Thrust reversers are disabled in the air
• Horizontal Stabilizer Anti-Ice
• Generator load limiting limits the out-
• The horizontal stabilizer anti-ice sys- put of a single generator on the ground
tem is disabled on the ground by the
right squat switch. • Model 31 only, air data unit TAS func-
tion is disabled on the ground
• Squat Switch Relay Box • Overspeed test function is disabled in the air
• Either squat switch in the ground mode • Model 31A only, enables Mach trim test
puts the relay box in ground mode.
on the ground and allows the system to
• Both squat switches must go to air be reset in the air.
mode to put the relay box in the air
mode. • Terminates “FILL”
• Enables wing full lights
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DRAG CHUTE door (Figure 17-7). The canister lid is released

when the drag chute handle is pulled, allowing
the pilot chute to deploy. The pilot chute then
General pulls the main chute canopy out of the canister.
The drag chute is an optional deceleration de- The main chute riser attaches to the airplane
vice. It, like the thrust reversers, may be used at the chute control mechanism just forward
to produce shorter stopping distances during of the tailcone access door. A loop, on the end
landing or aborted takeoffs. The greatest de- of the main riser, slips over a recessed metal
celeration is produced at the highest speed; pin which is held in position by spring pres-
however, the chute is still effective at speeds sure when the drag chute handle is stowed.
below 60 knots. Therefore, if the chute should inadvertently de-
ploy, with the handle in the stowed position,
The chute is stored in a removable canister the main chute riser will slip free of the pin
which is mounted inside the tailcone access and separate from the airplane. When the drag
DRAG CHUTE
CANISTER
DRAG CHUTE
DRAG CHUTE
CONTROL MECHANISM
DRAG CHUTE
CONTROL CABLE
DRAG CHUTE
CONTROL HANDLE
Figure 17-7. Drag Chute

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chute handle is pulled, the pin is mechani- Operation

cally locked in position to retain the chute
riser, the mechanical canister control mecha- As the nosewheel touches down, the copilot,
nism operates to release the canister lid, and on the pilot’s command, deploys the drag chute
the drag chute deploys. by squeezing the drag chute control handle and
pulling it up to its full extension. A pull force
The drag chute may be used: of approximately 40 pounds may be required.
With the chute deployed, the pilot should keep
• When landing on wet or icy runways the airplane well clear of the runway and taxi-
way lights, markers, and other obstructions.
• When landing with no-flaps, hydraulic Taxiing downwind should always be avoided.
or brake failure, or degraded directional
authority The drag chute may be jettisoned after deploy-
ment at any time. Normally, the pilot heads the
• During an aborted takeoff airplane into the wind as much as possible to
jettison the chute after the airplane clears the
The drag chute should not be deployed: runway. The copilot jettisons the drag chute
• In flight by squeezing the control handle and pushing
the handle down to the stowed position. If the
• If the nose gear is not on the ground chute has collapsed prior to jettisoning, the
chute riser must be pulled free after stowing
• When the indicated airspeed is above the handle. Because the chute may have to be
150 knots jettisoned during the landing roll, any planned
deployment should be coordinated with the
• With thrust reversers deployed control tower.

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QUESTIONS
1. A missing, or torn, oxygen blowout disc 6. If the SQUAT SW circuit breaker is open:
indicates: A. The landing gear will not retract.
A. The system has just been serviced. B. The squat switch relay box functions
B. The overpressure relief valve has go to ground mode.
opened. C. The squat switch relay box functions
C. Oxygen system pressure is probably go to air mode.
zero. D. Stabilizer heat will be inoperative.
D. Both B and C
7. If a main landing gear strut fails to extend
2. The OXY PRESS gage, on the pilot’s after takeoff:
sidewall, indicates: A. The landing gear will not retract.
A. Oxygen cylinder pressure B. The amber TO TRIM light may illu-
B. Oxygen cylinder pressure only if the minate in flight.
shutoff and regulator valve is ON C. The airplane will not pressurize.
C. Oxygen cylinder pressure only if the D. All of the above
shutoff and regulator valve is OFF
D. Pressure in the crew distribution system 8. To put the squat switch relay box in air
mode:
3. For flight, with passengers aboard, the A. The left squat switch must shift to air
shutoff and regulator valve should be po- mode.
sitioned to:
B. The right squat switch must shift to air
A. ON mode.
B. OFF C. Both squat switches must shift to air
C. AUTO mode.
D. DEPLOY D. Either squat switch must shift to air
mode.
4. Normally, the PASSENGER OXYGEN
knob, on the pilot’s sidewall, should be 9. The drag chute is controlled and
positioned to: actuated.
A. ON A. Electrically
B. OFF B. Mechanically
C. AUTO C. Hydraulically
D. DEPLOY D. Pneumatically
5. To start oxygen flow to a passenger mask, 10. The drag chute may be jettisoned by:
the lanyard must be pulled: A. Pulling the drag chute handle a sec-
A. Only if the mask has been deployed ond time
manually B. Pulling the drag chute jettison lever
B. Only if the mask has been deployed C. Positioning the jettison switch to
automatically JETTISON
C. Always D. Squeezing the drag chute control han-
D. Never dle and pushing it full down

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WALKAROUND
The following section is a pictorial walkaround. It shows each item
called out in the exterior power-off preflight inspection. The fold-
out pages at the beginning and the end of the 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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LEARJET 31/31A PILOT TRAINING MANUAL LEARJET 31/31A PILOT TRAINING MANUAL
WALKAROUND
81
1 80
2
70
7a 3
79 1. PILOT'S WINDSHIELD ALCOHOL DISCHARGE 4. LEFT PITOT-STATIC DRAIN VALVES—DRAIN

77 76 OUTLETS AND PILOT'S DEFOG OUTLETS— (ONLY IF MOISTURE IS SUSPECTED)
7 78 75 74
72 71 69 CLEAR OF OBSTRUCTIONS
6 5 4
64
63
67 2. LEFT PITOT-STATIC PROBE—COVER REMOVED, 5. NOSE GEAR AND WHEEL WELL—HYDRAULIC
CLEAR OF OBSTRUCTIONS LEAKAGE AND CONDITION
61 58
66
65 62 59
60 68 6. NOSE WHEEL AND TIRE—CONDITION AND
3. LEFT STALL WARNING VANE—FREEDOM OF
NOSE GEAR UPLOCK FORWARD
MOVEMENT, LEAVE IN DOWN POSITION
W-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

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7. RADOME ALCOHOL DISCHARGE PORT— 11. RIGHT STALL WARNING VANE—FREEDOM OF

CLEAR OF OBSTRUCTIONS MOVEMENT, LEAVE IN DOWN POSITION
7a. RADOME AND RADOME EROSION SHOE
8. OXYGEN BOTTLE SUPPLY VALVE (IF 12. PRESSURIZATION STATIC PORT—CLEAR OF

APPLICABLE)—OPEN (ON) OBSTRUCTIONS
9. RIGHT PITOT-STATIC PROBE—COVER 13. RIGHT PITOT-STATIC DRAIN VALVES—DRAIN

REMOVED, CLEAR OF OBSTRUCTIONS
14. OXYGEN DISCHARGE DISK (IF APPLICABLE)—
10. TOTAL TEMPERATURE PROBE (IF CONDITION
INSTALLED)—CLEAR OF OBSTRUCTIONS

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15. COPILOT’S WINDSHIELD DEFOG OUTLET— 18. EMERGENCY EXIT—SECURE

CLEAR OF OBSTRUCTIONS
16. WING INSPECTION LIGHT AND LENS— 19. UPPER FUSELAGE ANTENNAS AND DORSAL
CONDITION INLET—CONDITION
17. LOWER FUSELAGE ANTENNAS, ROTATING 20. RIGHT ENGINE INLET AND FAN—CLEAR OF
BEACON LIGHT AND LENS—CONDITION OBSTRUCTIONS AND CONDITION
W-4 FOR TRAINING PURPOSES ONLY Revision 1

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21. GENERATOR AND NACELLE COOLING 23. RIGHT MAIN GEAR AND WHEEL WELL—
SCOOP—CLEAR HYDRAULIC/FUEL LEAKAGE AND CONDITION
24. RIGHT MAIN GEAR LANDING LIGHT AND

DOORS—CONDITION
22. FUEL CROSSOVER DRAIN VALVE, WING

SCAVENGE PUMP DRAIN VALVES (2), WING
SUMP DRAIN VALVES (2), AND ENGINE FUEL
DRAIN VALVES (2)—DRAIN
25. WING STALL FENCES—CONDITION

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26. LEADING EDGE—CONDITION
28. RIGHT WING ACCESS PANELS (UNDERSIDE

OF WING)—CLEAR OF OBSTRUCTIONS
27. INBOARD FUEL VENT RAM AIRSCOOP

(UNDERSIDE OF WING)—CLEAR OF
OBSTRUCTIONS
29. OUTBOARD FUEL VENT RAM AIRSCOOP

(UNDERSIDE OF WING)—CLEAR OF
OBSTRUCTIONS, OUTBOARD VENT SUMP—
DRAIN
W-6 FOR TRAINING PURPOSES ONLY

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30. RIGHT WING FUEL FILLER CAP—CONDITION 33. RECOGNITION AND ROTATING BEACON
AND SECURITY LIGHT AND LENS—CONDITION
34. RIGHT AILERON—CHECK FREE MOTION,

31. RIGHT WINGLET NAVIGATION LIGHT, STROBE BALANCE TAB LINKAGE AND BRUSH SEAL
LIGHT AND LENS—CONDITION CONDITION
35. BOUNDARY LAYER ENERGIZERS—CONDITION
32. RIGHT WINGLET STATIC DISCHARGE WICKS— 36. RIGHT SPOILER AND FLAP—CONDITION
CONDITION

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37. RIGHT ENGINE OIL—CHECK OIL LEVEL AND 40. RIGHT ENGINE EXHAUST—CONDITION,
OIL FILLER CAP FOR SECURITY—SECURE CLEAR OF OBSTRUCTIONS
ACCESS
38. RIGHT ENGINE OIL BYPASS VALVE 41. SINGLE POINT REFUELING ACCESS DOOR (IF
INDICATOR—CHECK NOT EXTENDED APPLICABLE)—SECURE
39. RIGHT ENGINE THRUST REVERSER (IF 42. RIGHT ENGINE FUEL BYPASS VALVE
INSTALLED)—CONDITION AND STOWED INDICATOR (ON AIRCRAFT WITHOUT FUEL
HEATERS—CHECK, NOT EXTENDED

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43. FUEL VENT DRAIN—DRAIN COMPLETELY 47. TAILCONE ACCESS DOOR—OPEN
48. TAILCONE INTERIOR—CHECK FOR FLUID

44. FUSELAGE TANK SUMP DRAIN VALVE,
LEAKS, SECURITY AND CONDITION OF
EXPANSION LINE DRAIN VALVES (2), AND
INSTALLED EQUIPMENT
TRANSFER LINE DRAIN VALVE—DRAIN
45. FUEL FILTER DRAIN VALVES (2) AND FUEL 49. HYDRAULIC ACCUMULATOR PRESSURE—
COMPUTER DRAIN VALVES (2)—DRAIN CHECK, 750 PSI MINIMUM
46. SINGLE POINT REFUELING PRESSURE VENT
SCREEN (IF INSTALLED)—CLEAR

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50. DRAG CHUTE (IF APPLICABLE)—CHECK FOR 53. RIGHT VOR/LOC ANTENNA—CONDITION
PROPER INSTALLATION 54. VERTICAL STABILIZER, RUDDER, HORIZONTAL
STABILIZER, ELEVATOR AND DELTA FINS—
CONDITION
51. TAILCONE ACCESS DOOR—CLOSE AND

SECURE 55. VERTICAL FIN NAVIGATION LIGHTS, STROBE
LIGHT AND LENS—CONDITION
52. OXYGEN DISCHARGE DISK (IF APPLICABLE)— 56. VLF H-FIELD ANTENNA (IF APPLICABLE)—
CONDITION CONDITION

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57. TAILSTAND—REMOVED 60. LEFT ENGINE OIL BYPASS VALVE

INDICATOR—CHECK, NOT EXTENDED
58. LEFT VOR/LOC ANTENNA (IF APPLICABLE) 61. LEFT ENGINE EXHAUST AREA—CONDITION,
CLEAR OF OBSTRUCTIONS
59. FIRE EXTINGUISHER DISKS—CONDITION 62. LEFT ENGINE THRUST REVERSER (IF
INSTALLED)—CONDITION AND STOWED

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63. LEFT ENGINE FUEL BYPASS VALVE INDICATOR 66. LEFT AILERON—CHECK FREE MOTION,
(ON AIRCRAFT WITHOUT FUEL HEATERS)— BALANCE AND TRIM TAB LINKAGE AND
CHECK, NOT EXTENDED BRUSH SEAL CONDITION
64. LEFT ENGINE OIL—CHECK OIL LEVEL AND OIL 67. BOUNDARY LAYER ENERGIZERS—CONDITION
FILLER CAP FOR SECURITY, SECURE ACCESS
65. LEFT SPOILER AND FLAP—CONDITION 68. LEFT WINGLET STATIC DISCHARGE WICKS—
CONDITION

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69. LEFT WINGLET NAVIGATION LIGHT, STROBE

LIGHT AND LENS—CONDITION
73. LEFT WING ACCESS PANELS (UNDERSIDE OF

WING)—CHECK FOR FUEL LEAKAGE
70. LEFT WING FUEL FILLER CAP—CONDITION

AND SECURITY
71. OUTBOARD FUEL VENT RAM AIRSCOOP 74. INBOARD FUEL VENT RAM AIRSCOOP
(UNDERSIDE OF WING)—CLEAR OF (UNDERSIDE OF WING)—CLEAR OF
OBSTRUCTIONS OBSTRUCTIONS
72. OUTBOARD VENT SUMP—DRAIN

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75. WING LEADING EDGE—CONDITION 79. LEFT MAIN GEAR AND WHEEL WELL—
76. WING STALL FENCES—CONDITION HYDRAULIC/FUEL LEAKAGE AND CONDITION
77. LEFT MAIN GEAR WHEELS, BRAKES, AND 80. LEFT ENGINE INLET AND FAN—CLEAR OF
TIRES—CONDITION OBSTRUCTIONS AND CONDITION
78. LEFT MAIN GEAR LANDING LIGHT AND

DOORS—CONDITION

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LEARJET 31/31A PILOT TRAINING MANUAL LEARJET 31/31A PILOT TRAINING MANUAL
19 16 15
30 33 20 18 9
11 12
8 10
22
32
31 25 26 14 13
29 17
21 23
81. GENERATOR AND NACELLE COOLING 28 27
SCOOPS—CLEAR 27
55
38 37 36 35 34
53 52 40 39
56 54 57
51 50 49 48 47 46 45 43 41 44 42
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY W-15

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2 4
24 5
23 6
22 7
17 12
21 19 13 10 8
20 9
18 11
16 14
NOTE:
THE NUMBERS ON THIS
DIAGRAM CORRESPOND TO
THE PREFLIGHT POSITIONS
DEPICTED IN THE AIRPLANE
FLIGHT MANUAL 15

APPENDIX
CONTENTS
CONVERSIONS ............................................................................................................... APP-1
ANSWERS TO QUESTIONS........................................................................................... APP-3
LEAR 31/31A GLOSSARY .............................................................................................. APP-5
TABLES
Table Title Page
APP-1 Conversion Factors ............................................................................................. APP-1
APP-2 Fahrenheit and Celsius Temperature Conversion ............................................... APP-2
Revision 2 FOR TRAINING PURPOSES ONLY APP-i

CONVERSIONS
Table APP-1. CONVERSION FACTORS
MULTIPLY BY TO OBTAIN
CENTIMETERS 0.3937 INCHES

KILOGRAMS 2.2046 POUNDS
KILOMETERS 0.621 STATUTE MILES
KILOMETERS 0.539 NAUTICAL MILES
LITERS 0.264 GALLONS
LITERS 1.05 QUARTS (LIQUID)
METERS 39.37 INCHES
METERS 3.281 FEET
MILLIBARS 0.02953 IN. Hg (32° F)
FEET 0.3048 METERS
GALLONS 3.7853 LITERS
INCHES 2.54 CENTIMETERS
IN. Hg (32° F) 33.8639 MILLIBARS
NAUTICAL MILES 1.151 STATUTE MILES
NAUTICAL MILES 1.852 KILOMETERS
POUNDS 0.4536 KILOGRAMS
QUARTS (LIQUID) 0.946 LITERS
STATUTE MILES 1.609 KILOMETERS
STATUTE MILES 0.868 NAUTICAL MILES
Revision 2 FOR TRAINING PURPOSES ONLY APP-1

Table APP-2. FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION
APP-2
–459.4 to –220 –210 to 0 1 to 25 26 to 50 51 to 75 76 to 100 101 to 340 341 to 490 491 to 750
°C °C °C °C °C °C °C °C °C
°C or °F °C or °F °C or °F °C or °F °C or °F °C or °F °C or °F °C or °F °C or °F
°F °F °F °F °F °F °F °F °F
–273 –459.4 –134 –210 –346 –17.2 1 33.8 –3.33 26 78.8 10.6 51 123.8 24.4 76 168.8 43 110 230 177 350 662 260 500 932
–268 –450 –129 –200 –328 –16.7 2 35.6 –2.78 27 80.6 11.1 52 125.6 25.0 77 170.6 49 120 248 182 360 680 266 510 950
–262 –440 –123 –190 –310 –16.1 3 37.4 –2.22 28 82.4 11.7 53 127.4 25.6 78 172.4 54 130 266 188 370 698 271 520 968
–257 –430 –118 –180 –292 –15.6 4 39.2 –1.67 29 84.2 12.2 54 129.2 26.1 79 174.2 60 140 284 193 380 716 277 530 986
–251 –420 –112 –170 –274 –15.0 5 41.0 –1.11 30 86.0 12.8 55 131.0 26.7 80 176.0 66 150 302 199 390 734 282 540 1004
–246 –410 –107 –160 –256 –14.4 6 42.8 –0.56 31 87.8 13.3 56 132.8 27.2 81 177.8 71 160 320 204 400 752 288 550 1022
–240 –400 –101 –150 –238 –13.9 7 44.6 0 32 89.6 13.9 57 134.6 27.8 82 179.6 77 170 338 210 410 770 293 560 1040
–234 –390 –95.6 –140 –220 –13.3 8 46.4 0.56 33 91.4 14.4 58 136.4 28.3 83 181.4 82 180 356 216 420 788 299 570 1058
–329 –380 –90.0 –130 –202 –12.8 9 48.2 1.11 34 93.2 15.0 59 138.2 28.9 84 183.2 88 290 374 221 430 806 304 580 1076
–223 –370 –84.4 –120 –184 –12.2 10 50.0 1.67 35 95.0 15.6 60 140.0 29.4 85 185.0 93 200 392 227 440 824 310 590 1094
LEARJET 31/31A
–218 –360 –78.9 –110 –166 –11.7 11 51.8 2.22 36 96.8 16.1 61 141.8 30.0 86 186.8 99 210 410 232 450 842 316 600 1112
–212 –350 –73.3 –100 –148 –11.1 12 53.6 2.78 37 98.6 16.7 62 143.6 30.6 87 188.6 100 212 413 238 460 860 321 610 1130
–207 –340 –67.8 –90 –130 –10.6 13 55.4 3.33 38 100.4 17.2 63 145.4 31.1 88 190.4 104 220 428 243 470 878 327 620 1148
–201 –330 –62.2 –80 –112 –10.0 14 57.2 3.89 39 102.2 17.8 64 147.2 31.7 89 192.2 110 230 446 249 480 896 332 630 1166
–196 –320 –56.7 –70 –94 –9.44 15 59.0 4.44 40 104.0 18.3 65 149.0 32.2 90 194.0 116 240 464 254 490 914 338 640 1184
–190 –310 –51.1 –60 –76 –8.89 16 60.8 5.00 41 105.8 18.9 66 150.8 32.8 91 195.8 121 250 482 343 650 1202
–184 –300 –45.6 –50 –58 –8.33 17 62.6 5.56 42 107.6 19.4 67 152.6 33.3 92 197.6 127 260 500 349 660 1220
–179 –290 –40.0 –40 –40 –7.78 18 64.4 6.11 43 109.4 20.0 68 154.4 33.9 93 199.4 132 270 518 354 670 1238
–173 –280 –34.4 –30 –22 –7.22 19 66.2 6.64 44 111.2 20.6 69 156.2 34.4 94 201.2 138 280 536 360 680 1256
–169 –273 –459.4 –28.9 –20 –4 –6.67 20 68.0 7.22 45 113.0 21.1 70 158.0 35.0 95 203.0 143 290 554 366 690 1274
–168 –270 –454 –23.3 –10 14 –6.11 21 69.8 7.78 46 114.8 21.7 71 159.8 35.6 96 204.8 149 300 572 371 700 1292
–163 –260 –436 –17.8 0 32 –5.56 22 71.6 8.33 47 116.6 22.2 72 161.6 36.1 97 206.6 154 310 590 377 710 1310
–157 –250 –418 –5.00 23 73.4 8.89 48 118.4 22.8 73 163.4 36.7 98 208.4 160 320 608 382 720 1328
–151 –240 –400 –4.44 24 75.2 9.44 49 120.2 23.3 74 165.2 37.2 99 210.2 166 330 626 388 730 1346
–146 –230 –382 –3.89 25 77.0 10.0 50 122.0 23.9 75 167.0 37.8 100 212.0 171 340 644 393 740 1364
–140 –220 –364 399 750 1382

751 to 1000 1001 to 1250 1251 to 1490 1491 to 1750 1751 to 2000 2001 to 2250 2251 to 2490 2491 to 2750 2751 to 3000
°C °C °C °C °C °C °C °C °C
°C or °F °C or °F °C or °F °C or °F °C or °F °C or °F °C or °F °C or °F °C or °F
°F °F °F °F °F °F °F °F °F
404 760 1400 543 1010 1850 682 1260 2300 816 1500 2732 960 1760 3200 1099 2010 3650 1238 2260 4100 1371 2500 4532 1516 2760 5000
410 770 1418 549 1020 1868 688 1270 2318 821 1510 2750 966 1770 3218 1104 2020 3668 1243 2270 4118 1377 2510 4550 1521 2770 5018
416 780 1436 554 1030 1886 693 1280 2336 827 1520 2768 971 1780 3236 1110 2030 3686 1249 2280 4136 1382 2520 4568 1527 2780 5036
421 790 1454 560 1040 1904 699 1290 2354 832 1530 2786 977 1790 3254 1116 2040 3704 1254 2290 4154 1388 2530 4586 1532 2790 5054
427 800 1472 566 1050 1922 704 1300 2372 838 1540 2804 982 1800 3272 1121 2050 3722 1260 2300 4172 1393 2540 4604 1538 2800 5072
432 810 1490 571 1060 1940 710 1310 2390 843 1550 2822 988 1810 3290 1127 2060 3740 1266 2310 4190 1399 2550 4622 1543 2810 5090
438 820 1508 577 1070 1958 716 1320 2408 849 1560 2840 993 1820 3308 1132 2070 3758 1271 2320 4208 1404 2560 4640 1549 2820 5184
443 830 1526 582 1080 1976 721 1330 2426 854 1570 2858 999 1830 3326 1138 2080 3776 1277 2330 4226 1410 2570 4658 1554 2830 5126
449 840 1544 588 1090 1994 727 1340 2444 860 1580 2876 1004 1840 3344 1143 2090 3794 1282 2340 4244 1416 2580 4676 1560 2840 5144
454 850 1562 593 1100 2012 732 1350 2462 866 1590 2894 1010 1850 3362 1149 2100 3812 1288 2350 4262 1421 2590 4694 1566 2850 5162
460 860 1580 599 1110 2030 738 1360 2480 871 1600 2912 1016 1860 3380 1154 2110 3830 1293 2360 4280 1427 2600 4712 1571 2860 5180
466 870 1598 604 1120 2048 743 1370 2498 877 1610 2930 1021 1870 3398 1160 2120 3848 1299 2370 4298 1432 2610 4730 1577 2870 5198
471 880 1616 610 1130 2066 749 1380 2516 882 1620 2948 1027 1880 3416 1166 2130 3866 1304 2380 4316 1438 2620 4748 1582 2880 5216
477 890 1634 616 1140 2084 754 1390 2534 888 1630 2966 1032 1890 3434 1171 2140 3884 1310 2390 4334 1443 2630 4766 1588 2890 5234
482 900 1652 621 1150 2102 760 1400 2552 893 1640 2984 1038 1900 3452 1177 2150 3902 1316 2400 4352 1449 2640 4784 1593 2900 5252
488 910 1670 627 1160 2120 766 1410 2570 899 1650 3002 1043 1910 3470 1182 2160 3920 1321 2410 4370 1454 2650 4802 1599 2910 5270
493 920 1688 632 1170 2138 771 1420 2588 904 1660 3020 1049 1920 3488 1188 2170 3938 1327 2420 4388 1460 2660 4820 1604 2920 5288
499 930 1706 638 1180 2156 777 1430 2606 910 1670 3038 1054 1930 3506 1193 2180 3956 1332 2430 4406 1466 2670 7838 1610 2930 5306
504 940 1724 643 1190 2174 782 1440 2624 916 1680 3056 1060 1940 3524 1199 2190 3974 1338 2440 4424 1471 2680 4856 1616 2940 5324
510 950 1742 649 1200 2192 788 1450 2642 921 1690 3074 1066 1950 3542 1204 2200 3992 1343 2450 4442 1477 2690 4874 1621 2950 5342
516 960 1760 654 1210 2210 793 1460 2660 927 1700 3092 1071 1960 3560 1210 2210 4010 1349 2460 4460 1482 2700 4892 1627 2960 5360
521 970 1778 660 1220 2228 799 1470 2678 932 1710 3110 1077 1970 3578 1216 2220 4028 1354 2470 4478 1488 2710 4910 1632 2970 5378
527 980 1796 666 1230 2246 804 1480 2696 938 1720 3128 1082 1980 3596 1221 2230 4046 1360 2480 4496 1493 2720 4928 1638 2980 5396
532 990 1814 671 1240 2264 810 1490 2714 943 1730 3146 1088 1990 3614 1227 2240 4064 1366 2490 4514 1499 2730 4946 1643 2990 5414
538 1000 1832 677 1250 2282 949 1740 3164 1093 2000 3632 1232 2250 4082 1504 2740 4964 1649 3000 5432
954 1750 3182 1510 2750 4982
Revision 2
NOTE: — The numbers in bold face type refer to the temperature either in °C °F °C °F
degrees Celcius or Fahrenheit which it is desired to convert into the other °F = 9/5 (°C + 32) 0.56 1 1.8 3.33 6 10.8
scale. If converting from degrees Fahrenheit to degrees Celcius the INTERPOLATION 1.11 2 3.6 3.89 7 12.6
FACTORS 1.67 3 5.4 4.44 8 14.4
equivalent temperature will be found in the left column, while if converting °C = 5/9 (°F – 32)
from degrees Celcius to degrees Fahrenheit, the answer will be found in 2.22 4 7.2 5.00 9 16.2
the column on the right. 2.78 5 9.0 5.56 10 18.0
S 47283 (B)
ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 5 CHAPTER 9 CHAPTER 12
1. C 1. B 1. D 1. C
2. D 2. D 2. B 2. A
3. A 3. D 3. A 3. D
4. B 4. C 4. C 4. C
5. D 5. D 5. A 5. A
6. D 6. D 6. C 6. D
7. A 7. A 7. D
8. C 8. D CHAPTER 10
9. A 9. A CHAPTER 13
10. D 10. C(31) or D(31a) 1. C
11. D(31) or A(31a) 11. D 2. B 1. B
12. C(31) or 12. D 3. C 2. A
No Answer (31a) 13. D 4. A 3. D
13. B(31) or D(31a) 14. A 5. D 4. A
14. A(31) or C(31a) 6. B 5. C
15. A 7. D 6. B
16. D CHAPTER 7 8. C 7. A
9. C(31) or B(31a) 8. C
CHAPTER 3 1. A 10. D 9. B
2. C 11. D 10. D
1. C 3. C 12. C
2. B 4. D 13. D CHAPTER 14
3. C 5. D 14. C
4. D 6. B 1. C
5. B 7. C CHAPTER 11 2. A
6. B 8. A 3. D
7. C 9. D 1. A 4. D
8. D 10. C 2. C 5. B
9. B 11. A 3. D 6. C
10. D 4. D 7. C
CHAPTER 8 5. C 8. C
CHAPTER 4 6. D 9. A
1. C 7. B 10. C
1. C 2. A 8. D 11. B(analog)
2. D 3. B 9. A 12. A
3. B 4. D 10. C 13. C(analog) or
4. A 5. D 11. D A(digital)
5. B 6. A 12. B 14. C
6. D 13. C 15. D
14. A 16. C
15. D 17. A(analog) or
16. C D(digital)

CHAPTER 15
1. B
2. C
3. C
4. D(31) or A(31a)
5. D
6. D
7. B(31) or C(31a)
8. C
9. D
10. C
11. D
12. A(31) or C(31a)
13. D or C
14. C
15. D
CHAPTER 16
1. A
2. D
3. A(31) or C(31a)
4. C
5. B(31) or C(31a)
6. A
7. A(31) or C(31a)
8. B(31) or D(31a)
9. D
10. D
11. D
12. B
CHAPTER 17
1. D
2. A
3. A
4. C
5. C
6. C
7. D
8. C
9. B
10. D
APP-4 FOR TRAINING PURPOSES ONLY Revision 2

LEAR 31/31A GLOSSARY
ABV Above CRS Course

ADC Air Data Computer CVR Cockpit Voice Recorder
ADF Automatic Direction Finding CW Clockwise
ADI Attitude Director Indicator CWMS Control Wheel Master Switch
ADS Air Data System CWTS Control Wheel Trim Switch
AFCS Automatic Flight Control
System DC Display Controller
AFIS Automatic Flight Information DEEC Digital Electronic Engine
System Control
AGC Automatic Gain Control DEP Deployed
AGL Above Ground Level DG Directional Gyro
AHRS Attitude Heading Reference DGC Display Guidance Computer
System DH Decision Height
ALT Altitude DME Distance Measuring
AOA Angle of Attack Equipment
AP Autopilot DR Dead Reckoning
APM Autopilot Monitor DSPY Display
APP Approach DTK Desired Track
APS Altitude Preselect DTRK Desired Track
APT Airport DTU Data Transfer Unit
ARINC Aeronautical Radio DU Display Unit
Incorporated
ASEL Altitude Select EADI Electronic Attitude Director
ATC Air Traffic Control Indicator
ATT Attitude ECS E nv i r o n m e n t a l C o n t r o l
AUX Auxillary System
ECS PRSOV ECS Pressure Regulating and
BARO Barometric Shutoff Valve
BATT Battery ECU Environmental Control Unit
BLW Below EDS Electronic Display System
BNK Bank EFIS Electronic Flight Instrument
BRG Bearing System
EI Engine Indications
CAP Capture EICAS Engine Instrument and Crew
Alerting System
CCW Counterclockwise
ELEC Electrical
CDI Course Deviation Indicator
EMER Emergency
CDU Control Display Unit
ENT Enter
CHK Check
ERR Error
COM Communication
ET Elapsed Time
CPC Cabin Pressure Controller
EXT Extend, Extended, External
CPCS Cabin Pressurization Control
System

FCU Fuel Control Unit ID Identification

FD, F/D Flight Director IGN Ignition (EI)
FDR Flight Data Recorder ILS Insrument Landing System
FF Fuel Flow IM Inner Marker
FHOC Fuel Heater Oil Cooler in-Hg Inches of Mercury
FL Flight Level INOP Inoperative
FLC Flight Level Change INPH Interphone
(Normal Profile) INTEG GPS Integrity
FLCH Flight Level Change High ITT Interstage Turbine
Speed Profile Temperature
FLT Flight
FMS Flight Management System JAR Joint Aviation Requirements
FMS CDU Flight Management System JSTK Joystick
Control Display Unit
FPA Flight Path Angle
Kg Kilogram
FPL Flight Plan
KIAS Knots Indicated Airspeed
FPM Feet Per Minute
KPH Kilograms Per Hour
FR From
FWSOV Firewall Shutoff Valves
LAT Latitude
LCD Liquid Crystal Display
GA Go-Around
LCU Light Control Unit
GCU Generator Control Unit
LOC Localizer
GD Gear Down
LON Longitude
GMAP Groundmapping
LP Low Pressure (Spool)
GP Glidepath
LRN Long Range Navigation
GPS Global Positioning System
LSK Line Select Key
GPU Ground Power Unit
LTS Lights
GPWS Ground Proximity Warning
System LVDT Linear Variable Differential
GS Glideslope Transformer
GSPD Ground Speed
GU Gear Up MAN DEEC Fuel Control Mode
(EI)
MAP Missed Approach Point
HCU Hydraulic Control Unit
(T/R Control Valve) MAX Maximum
HDG Heading mB Millibars
HDG INT Heading Intercept MC Master Caution
HDG SEL Selected Heading MCR Maximum Recommended
Cruise
HDGINT Heading Intercept
MCT Thrust Lever Position:
HDGSEL Heading Select Maximum Continuous
HDPH Headphone Thrust EI
HF High Frequency MDA Minimum Descent Altitude
HP High Pressure (Spool) MEL Minimum Equipment List
hPa Hecto Pascals MMEL Master Minimum Equipment
HSI Horizontal Situation List
Indicator MFD Multi-Function Display
HYD Hydraulic

MIC STK Stuck Microphone S/I Switch / Indicator

MIN Minimum SAT Static Air Temperature
MKR Marker SB Service Bulletin
MLS Microwave Landing System SC Single Cue
MM Middle Marker SECT Sector Scan
MSG Message SELCAL Selective Calling
MW Master Warning SG Symbol Generator
MW/MC Master Warning/Master SKP Skip
Caution SOV Shutoff Valve
SPD Speed
NAC Nacelle SPKR Speaker
NAV Navigation SPLFLP Spoiler and Flap
NB Narrow Band SPLRS Spoilers
NDB Non-Directional Beacon SPPR Single Point Pressure
NiCAD Nickel-Cadmium Battery Refueling
NM Nautical Mile SQ Squelch
NORM Normal SRN Short Range Navigation
SSRP Squat Switch Relay Panel
PAX Passenger Address STAB Stabilization
PDP Power Distribution Panel STBY Standby
PGE Page STD Standard
PIT Pitch STO Store
PIT TRIM Pitch Trim SW Switch
PLA Power Level Angle SXTK Selected Cross Track
PPH Pounds Per Hour (Fuel Flow) Sync Synchronize
PRCHDG Heading Procedure Turn
PRSOV Pressure Regulating and T/O Thrust Lever Position:
Shutoff Valve T/O Thrust Setting EI
PSI Pounds per Square Inch TA Traffic Advisory
PWR Power TA/RA Traffic / Resolution Advisory
TACAN Tactical Air Navigation
RA Radio Altitude TAS True Air Speed
RA Resolution Advisory TAT Total Air Temperature
RB Rudder Boost TCAS Traffic Alert and Collision
RCL Recall Avoidance System
REL Relative TCS Touch Control Steering
RET Retracted TEMPS Temperatures
REV Reversion TERM Terminal Area
RMU Radio Management Unit TGT Target
RNG Range TOC Top of Climb
ROL Roll TOD Top of Descent
RSB Radio System Bus TR Thrust Reversers
RTN Return TRK Track
RUD Rudder TST Test

TURB Turbulence
TX Transmit
UNL Unlock
VANG Vertical Angle

VAPP VOR Approach
VAR Variable
VDC Volts Direct Current
VG Vertical Gyro
VHF Very High Frequency
VNAV Vertical Navigation
VOR Very High Frequency
Omnidirectional Range
VSPD Vertical Speed
VTA Vertical Track Alert
WAYPT Waypoint
WB Wide Band
WPT Waypoint
WX Weather
XFR Transfer
YD Yaw Damper

FlightSafety
international
LEARJET 31/31A P I L O T T R A I N I N G M A N U A L
ANNUNCIATORS
The Annunciator Section presents a color
representation of all the annunciator lights in
the airplane.
Please unfold page ANN-3 to the right and

leave it open for ready reference as the
annunciators are cited in the text.
FOR TRAINING PURPOSES ONLY ANN-1

FlightSafety
international
LEARJET 31/31A P I L O T T R A I N I N G M A N U A L LEARJET 31/31A P I L O T T R A I N I N G M A N U A L
THRUST REVERSER
LEFT RIGHT
ARM ARM
DEPLOY ARM OFF ARM DEPLOY
TEST TEST
L OIL L FUEL LOW FUEL L R T.O. CUR L R BAT BLEED BLEED PITOT WSHLD STAB WING NAC HT R OIL R FUEL
DOOR AHS 1 AHS 2
PRESS PRESS FUEL XFLO STALL STALL TRIM LIM GEN GEN 140 AIR L AIR R HT OV HT HT OV HT ON PRESS PRESS
L FUEL L ENG ENG FUEL MACH PITCH STEER ELEC BAT LO HYD CAB L WS R WS WSHLD ALC L NAC R NAC R FUEL R ENG
SPOILER SPARE SPARE SPARE
CMPTR CHIP SYNC FILTER TRIM TRIM ON PWR 160 PRESS ALT DEFOG DEFOG HT LOW HT HT CMPTR CHIP
R P Y R P Y
HALF ALT ALT HALF ALT ALT
HDG CLB MACH HDG CLB MACH
BANK SEL HOLD AP PT RB RB AP PT BANK SEL HOLD
ENG FIRE ENG FIRE
ENG EXT PULL SOFT
PULL ENG EXT
NAV APR VNAV VS DES IAS YD AP XFR NAV APR VNAV VS DES IAS
ARMED RIDE ARMED
EMR
PWR1
MSTR
EMR
WARN PWR2 MSTR
WARN
PARK
BRAKE
ANTI-SKID
GEN
L R
AHS 2 ADC 2 CMPST AHS 1 ADC 1 CMPST

C C
AHS 1 ADC 1 DSPL O AHS 2 ADC 2 DSPL O
E N E N
F T F T
I R I R
S SG 3 O S SG 3 O
L L
EADI SG 1 EADI SG 2
VAC
VDC
AMPS
WING
FULL
3 4 L R ENGINES
2 FUEL 5 ELECTRICAL
QUANTITY 0000 OPEN FUEL CMPTR LANDING GEAR
1 6 L R EMER EMER EMER INVERTER AUX INV NOSE
LBS X 1000 BUS BAT 1 BAT 2 L R L MUTE VLO
0 7 CLOSE
M 200
JET PUMPS CROSS FLOW A UNSAFE UP
N R
ON XFR
OFF OFF DOWN
L FUS R NORMAL OFF OFF OFF OFF OFF
WING 1807 WING O EMPTY IGNITION
1402 1402 F L GEN L GEN BATTERY R GEN R GEN
F L R SPR
TOTAL FULL RESET 1 2 RESET UNSAFE UNSAFE
4611 F FILL
LBS U O O
L ON R
S L R F F DOWN DOWN DN
G
T RX F F VLE
A AF START START 260
N VR OFF OFF
K OFF OFF LEFT RIGHT
STANDBY PUMPS CLOSE
Figure ANN-1A. Annunciators—Model 31A
Revision 1 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-3

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LEARJET 31/31A

PILOT TRAINING MANUAL

FlightSafety International, Inc.

Tucson Learning Center

Atlanta Learning Center

Wichita (Learjet) Learning Center

INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES

*Zero in this column indicates an original page.

Page *Revision Page *Revision

Revision 2 FOR TRAINING PURPOSES ONLY LEP-1

Page *Revision Page *Revision

LEP-2 FOR TRAINING PURPOSES ONLY Revision 2

At the time of printing it contained then-current information. In the event of conflict

FOR TRAINING PURPOSES ONLY

Chapter 2 ELECTRICAL POWER SYSTEMS

Chapter 4 MASTER WARNING SYSTEM

Chapter 5 FUEL SYSTEM

Chapter 6 AUXILIARY POWER UNIT

Chapter 8 FIRE PROTECTION

Chapter 10 ICE AND RAIN PROTECTION

Chapter 11 AIR CONDITIONING

Chapter 13 HYDRAULIC POWER SYSTEMS

Chapter 14 LANDING GEAR AND BRAKES

Chapter 15 FLIGHT CONTROLS

Chapter 17 MISCELLANEOUS SYSTEMS

INSTRUMENT PANEL POSTER

LEARJET 31/31A PILOT TRAINING MANUAL

Revision 1 FOR TRAINING PURPOSES ONLY SYL-i

LEARJET 31/31A PILOT TRAINING MANUAL

Day 1 Classroom 7.0

Day 2 Classroom 7.0

Day 3 Classroom 7.0

Day 4 Classroom 8.0

Revision 1 FOR TRAINING PURPOSES ONLY SYL-1

LEARJET 31/31A PILOT TRAINING MANUAL

Day 5 Classroom 8.0

Day 6 Classroom 2.0

Day 7 Simulator 2.0

Day 8 Simulator 2.0

Day 9 Simulator 2.0

Day 10 Simulator 2.0

Day 11 Simulator 2.0

Day 13 Briefing Room Orals 2.0

SYL-2 FOR TRAINING PURPOSES ONLY Revision 1

LEARJET 31/31A PILOT TRAINING MANUAL

Day 1 Classroom 7.0

Day 2 Classroom 7.0

Day 3 Classroom 7.0

Day 4 Classroom 8.0

Revision 1 FOR TRAINING PURPOSES ONLY SYL-3

LEARJET 31/31A PILOT TRAINING MANUAL

Day 5 Classroom 8.0

Day 6 Classroom 2.0

Day 7 Simulator 2.0

Day 8 Simulator 2.0

Day 9 Simulator 2.0

Day 10 Simulator 2.0

Day 11 Simulator 2.0

Day 13 Briefing Room Orals 2.0

Day 14 Simulator (if required) 2.5

SYL-4 FOR TRAINING PURPOSES ONLY Revision 1

LEARJET 31/31A PILOT TRAINING MANUAL

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