L55_PTM

Citation XLS
Learjet 55
Pilot Training Manual Pilot Training Manual Revision 3
Revision 0
cae.com
NOTICE: This Learjet 55 Pilot Training Manual is to be used for aircraft
familiarization and training purposes only. It is not to be used as, nor
considered a substitute for, the manufacturer’s Pilot or Maintenance Manual.
Copyright © 2013, CAE, Inc.

All rights reserved.
Excerpted materials used in this publication

have been reproduced with permission of
Learjet, Inc.
Printed in the United States of America.

Welcome to CAE
Welcome to CAE!
Our goal is a basic one: to enhance your safety, proficiency
and professionalism within the aviation community. All of us
at CAE know that the success of our company depends
upon our commitment to your needs. We strive for excel-
lence by focusing on our service to you.
We urge you to participate actively in all training activities.
Through your involvement, interaction, and practice, the full
value of your training will be transferred to the operational
environment. As you apply the techniques presented through
CAE training, they will become “second nature” to you.
Thank you for choosing CAE. We recognize that you have a
choice of training sources. We trust you will find us commit-
ted to providing responsive, service-oriented training of the
highest quality.
Our best wishes are with you for a most successful and
rewarding training experience.
The Staff of CAE
Learjet 55 For Training Purposes Only 1-1

March 2012
This page intentionally left blank.
1-2 For Training Purposes Only Learjet 55

March 2012
Introduction
Using this Manual

This manual is a stand-alone document appropriate for various levels of training.
Its purpose is to serve as an informational resource and study aid.
The Quick Reference chapter provides limitations and other data for quick
review.
The Operating Procedures section contains chapters that provide a pictorial
preflight inspection of the aircraft, normal flight procedures in an expanded format,
standard operating procedures, maneuvers, and other information for day-to-day
operations.
The Flight Planning chapter covers weight and balance and performance; a
sample problem is included.
The Systems section is subdivided by aircraft system. Each system chapter
contains a discussion of components, preflight and servicing procedures, and
abnormal and emergency procedures. At the beginning of the Systems section,
a list of systems is cross referenced to ATA codes to facilitate further self-study,
if desired, with the manufacturer’s manuals.

March 2012

March 2012
2
Quick Reference
Contents
Quick Reference
General Limitations
Authorized Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Certification Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Minimum Crew. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Noise Levels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Smoking in Lavatory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Operational Limits
Altitudes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Maximum Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Collins APS-85 Autopilot/Flight Guidance System. . . . . . . . . . . . . . . . . . 2-9
Airstart Envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9

Figure: Relight Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Ambient Temperature Limits (Learjet 55) . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Speed Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Demonstrated Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Nosewheel Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16

Figure: Takeoff Power Setting (Anti-Ice – OFF) . . . . . . . . . . . . . . . . . . . . . 2-17
Figure: Takeoff Power Setting (Nacelle HT Only). . . . . . . . . . . . . . . . . . . . 2-18
Figure: Takeoff Power Setting (Full Anti-Ice) . . . . . . . . . . . . . . . . . . . . . . . 2-19
Weight Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Maximum Certified Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Maximum Certified Landing Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Center of Gravity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Load Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Takeoff and Landing Operational Limits. . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Cabin Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Tailwind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Engine Synchronizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Freon Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Fuel Computers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Fuel Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Maximum Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Runway Water/Slush Accumulation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Seat Belts/Shoulder Harnesses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Systems Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Takeoff Weight Increase (AAK-82-3). . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

March 2012
Takeoff Weight Increase (AAK-84-6). . . . . . . . . . . . . . . . . . 2-24
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Yaw Dampers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Enroute Operational Limits . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Fuel Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Yaw Dampers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Systems Limitations
Avionics and Communications . . . . . . . . . . . . . . . . . . . . . . . 2-25
AHS Alignment (Learjet 55B/C). . . . . . . . . . . . . . . . . . . . . . 2-25
Air Data System (Learjet 55B/C). . . . . . . . . . . . . . . . . . . . . 2-25
Autopilot (Learjet 55). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Category II Equipment vs. Category II
Operations (Learjet 55) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Collins APS-85 Autopilot/Flight
Guidance System (Learjet 55B/C). . . . . . . . . . . . . . . . . . 2-25
Electronic Flight Instrument System (EFIS)
(Learjet 55B/C). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Ground Operation of Cockpit Displays
(Learjet 55B/C). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
J.E.T. FC-550 Autopilot/Flight Director . . . . . . . . . . . . . . . . 2-27
Drag Chute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Electrical (and Lighting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Battery Overheat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Battery Voltage at Engine Start. . . . . . . . . . . . . . . . . . . . . . 2-28
CUR LIM Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Generator Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
GPU Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Autospoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Spoilerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Stall Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Altitude Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Anti-Icing Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Approved Fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Approved Fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Aviation Gasoline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Biocide Additive. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Electronic Fuel Computer Specific Gravity . . . . . . . . . . . . . 2-34
Fuel Load/Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Fuel Temperature – JP-4, Jet B, or
Equivalent Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Fuel Temperature – JP-5, Jet A, Jet A-1, or
Equivalent Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Lateral Unbalance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Single-Point Refuel System (if installed). . . . . . . . . . . . . . . 2-34

March 2012
Quick Reference
Unusable Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34

Hydraulic System.....................................................................2-35
Approved Fluid......................................................................2-35
Hydraulic Pump Duty Cycle..................................................2-35
Ice and Rain Protection System..............................................2-35
Anti-Ice Operation (Learjet 55).............................................2-35
Anti-Ice Operation (Learjet 55B/C).......................................2-35
Horizontal Stabilizer Anti-Ice.................................................2-35
Nacelle Heat.........................................................................2-36
Stall Warning........................................................................2-36
Windshield Alcohol Anti-Ice..................................................2-36
Windshield Defog System.....................................................2-36
Landing Gear............................................................................2-37
Main Tire Limiting Groundspeed...........................................2-37
Nosewheel Steering..............................................................2-37
Turnaround Limits (Learjet 55)..............................................2-38
Runway Conditions...............................................................2-38
Oxygen System.........................................................................2-39
Smoking While Oxygen is in Use..........................................2-39
Oxygen Duration...................................................................2-40
Pneumatic System....................................................................2-41
Cabin Pressurization.............................................................2-41
Extended Ground Operations...............................................2-41
Freon Cooling System..........................................................2-41
Powerplant................................................................................2-41
Approved Oils.......................................................................2-41
APR Engine Cycles – S/N 55-065, 087
and Subsequent; Prior Aircraft
with AAK 55-83-4..................................................................2-41
Automatic Performance Reserve..........................................2-42
Engine Operating Temperature Limits..................................2-42
Figure: Turbine Temperature Limits
(Aircraft without APR System)....................................................2-43

Figure: Turbine Temperature Limits
(Aircraft with APR System).........................................................2-44
Engine Speed Limits.............................................................2-45
Engine Synchronizer.............................................................2-45
Engine Type..........................................................................2-45
Fuel Computers....................................................................2-46
Hazards................................................................................2-46
Hydraulic System Pressure at
Engine Shutdown – Learjet 55/55B......................................2-46
Oil Pressure Limits................................................................2-46
Oil Temperature Limits..........................................................2-46
Preheating............................................................................2-47
Shutdown..............................................................................2-47
SPR......................................................................................2-47
Start Cycles..........................................................................2-47
Thrust Reversers......................................................................2-48

March 2012
Instrument Markings
AC Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
Airspeed/Machmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
Cabin Altimeter/Differential Pressure. . . . . . . . . . . . . . . . . . . 2-49
DC Ammeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
DC Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
Fan Speed (N1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
Gear Air/Brake Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
Hydraulic Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Oil Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Oxygen Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Pitch Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Standby Airspeed/Mach Indicator. . . . . . . . . . . . . . . . . . . . . . 2-51
Turbine Speed (N2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
Turbine Temperature (ITT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
System Data Summaries
Electrical System......................................................................2-53
Fire Protection System............................................................2-54
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
Elevators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
Pitch Trim – Horizontal Stabilizer. . . . . . . . . . . . . . . . . . . . . . 2-56
Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-56
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
Fuel Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Wing and Stabilizer Anti-Ice System . . . . . . . . . . . . . . . . . . . 2-61
Windshield Heat Anti-Ice System. . . . . . . . . . . . . . . . . . . . . 2-61
Engine Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Landing Gear and Brake Systems. . . . . . . . . . . . . . . . . . . . . . 2-62
Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63
Squat Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
Pneumatic Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Air Conditioning/Heating System. . . . . . . . . . . . . . . . . . . . . . 2-65
Auxiliary Heating System (Ground Mode Only). . . . . . . . . . . 2-65
Bleed Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66
Freon Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66
Pressurization System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Thrust Reverser System –
Aeronca TFE731. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68

March 2012
Quick Reference
Quick Reference
This chapter contains the aircraft’s operating limits and requirements
as well as system by system charts summarizing power sources,
distribution, controls, and monitors. All limitations are printed in gray.
This chapter is intended to serve as a convenient reference.

March 2012

March 2012
Quick Reference
General Limitations
Authorized Operations
VFR
IFR
Day
Night
Icing Conditions
This aircraft is not approved for ditching under FAR 25.801.
Certification Status
FAR 25
Maneuvers
No aerobatic maneuvers, including spins, are approved
Intentional stalls (pusher actuations) are prohibited above 18,000 ft
with flaps and/or landing gear extended.
Minimum Crew
Pilot and copilot
Noise Levels
The noise levels are in compliance with the requirements of FAR 36,
which are equal to or more severe than the requirements outlined in
ICAO Annex 16. The noise levels established in compliance with
FAR 36 (Stage 3) are shown in Table 2-1, following page. These noise
values are stated for reference conditions of standard atmospheric
pressure as sea level, 25°C (77°F) ambient temperature, 70% relative
humidity, and zero wind.
Takeoff and sideline noise levels were obtained at the maximum takeoff
weights listed in Table 2-1, V2 + 10 Kts climb speed, 20° flaps, anti-ice
systems off, and all engine takeoff with takeoff thrust setting. No thrust
cutback was required for compliance.
Landing approach noise levels were established on a 3° glideslope,
gear down, maximum landing weights in Table 2-1, approach speed of
VREF + 10 Kts, and 40° flaps. No special noise abatement procedures
were used.
No determination has been made by the FAA that the noise levels in the
AFM are or should be acceptable or unacceptable for operation at, into,
or out of any airport.

March 2012
Model Condition Actual (EPNdB) Max Allowable
(EPNdB)
Learjet 55 Sideline
19,500 lbs (8,845 kg) 90.0 94
20,500 lbs (9,299 kg) 90.8 94
21,000 lbs (9,525 kg) 90.7 94
21,500 lbs (9,752 kg) 90.7 94
Takeoff
19,500 lbs (8,845 kg) 84.2 89
20,500 lbs (9,299 kg) 85.2 89
21,000 lbs (9,525 kg) 85.5 89
21,500 lbs (9,752 kg) 86.3 89
Approach
17,000 lbs (7,711 kg) 90.6 98
18,000 lbs (8,165 kg) 91.0 98
Learjet 55B Sideline
21,500 lbs (9,752 kg) 90.7 94
Takeoff
21,500 lbs (9,752 kg) 86.3 89
Approach
18,000 lbs (8,165 kg) 91.0 98
Learjet 55C Sideline
S/N 135 to 138 21,000 lbs (9,526 kg) 91.0 94
21,500 lbs (9,752 kg) 90.9 94
Takeoff
21,000 lbs (9,526 kg) 86.2 89
21,500 lbs (9,752 kg) 86.7 89
Approach
18,000 lbs (8,165 kg) 92.4 98
Learjet 55C Sideline
S/N 139, 139A, 21,000 lbs (9,526 kg) 91.5 94
and Subsequent 21,500 lbs (9,752 kg) 91.4 94
Takeoff
21,000 lbs (9,526 kg) 86.7 89
21,500 lbs (9,752 kg) 87.0 89
Approach
18,000 lbs (8,165 kg) 92.4 98
Table 2-1: Effective Perceived Noise Levels
Smoking in Lavatory
Passengers must be informed that smoking is prohibited in the
lavatory.

March 2012
Quick Reference
Operational Limits
Altitudes
Maximum Pressure Altitude
Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000 FT
Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51,000 FT
With Spoilers Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . 41,000 FT
With Any JP4 or Jet B Fuel. . . . . . . . . 33,000 FT FOR 20 MINUTES1
1
After cruise at 33,000 ft for 20 minutes, climb to any altitude up to 51,000 ft is permitted.
Collins APS-85 Autopilot/Flight Guidance System

Minimum Altitude for Autopilot Use:
Approach Configuration . . . . . . . . . . . . . . . . . . . . . . . . 200 FT AGL
Enroute Configuration. . . . . . . . . . . . . . . . . . . . . . . . 1,000 FT AGL
On Learjet 55B, use half-bank for operations above FL410 with
autopilot engaged.
Airstart Envelope
WARNIN
Do not attempt an airstart following an engine failure with
indications of internal engine damage or fire.
On S/Ns 55-135 to 139 and 139A during a starter-assisted airstart,
the air data computers (ADC 1 and ADC 2) may momentarily drop
off-line; this causes the air data instruments to flag. This does not
occur during a windmilling airstart. For this reason, at night or
in instrument meteorological conditions, the windmilling airstart
procedure must be used.
Do not attempt an airstart without an indication of fan rotation

On S/Ns 55-135 to 139 and 139A, do not use starter-assisted
airstarts at night or in instrument meteorological conditions
If ITT is approaching the limit and rising rapidly, immediately place
thrust lever in CUTOFF and abort start
At least one inverter must be operating to energize oil pressure
indicator. If oil pressure is not indicated within 10 seconds, abort start

March 2012
On Learjet 55/55B with the malfunction isolated to the fuel computer,
use Fuel Computer Off starting procedure. Remain in the fuel
computer off mode for remainder of the flight
On Learjet 55C, starter-assist airstarts may be used at any turbine
speed (N2) below 45%. Starter-assist airstarts must be used when
stabilized turbine speed (N2) is below 15%
On Learjet 55C, do not attempt a windmilling airstart with
fuel computer off unless airspeed is sufficient to maintain a
stabilized turbine speed (N2) of 15% and a fan speed (N1) of 10%
minimum. Do not attempt a windmilling airstart with the fuel computer
on unless airspeed is sufficient to maintain a stabilized turbine speed
(N2) of 15% or an indication of fan rotation. Use starter-assist airstarts
when stabilized turbine speed (N2) is below 15% (Figure 2-1 on the
following page).

March 2012
Quick Reference
Relight Envelope
Figure 2-1: Relight Envelope

March 2012
Ambient Temperature Limits (Learjet 55)
Observe the limits shown in Figure 2-2.
Use of fuselage fuel transfer while exposed to indicated ram
air temperatures below the freeze points shown in Table 2-B is
recommended to ensure an adequate fuel supply.
Operation on wing fuel exposed to indicated RAT below the freeze
points shown in Table 2-2 for 30 minutes or more may result in a
reduction of usable fuel due to fuel freezing.
Use of fuselage fuel transfer while exposed to indicated RAT below
the freeze points shown in Table 2-2 is recommended to ensure an
adequate fuel supply.
Model Fuel Type Minimum RAT Indicator
Reading (°C)
S/N 55-003 to 089 without Jet-A -33
AAK 55-84-1 JP-5 -39
JP-8 -43
Jet-A1 -43
Jet-B -43
JP-4 -51
S/N 55-090 and subsequent; Jet-A -40
prior aircraft with AAK 55-84-1 JP-5 -46
JP-8 -50
Jet-A1 -50
Jet-B -50
JP-4 -58
Table 2-2: Minimum RAT for Fuel Types
NOTE: AAK 55-84-1; Replacement of ram air temperature

indicator (S/Ns 55-003 to 089).
Figure 2-2: Ambient temperature Limits

March 2012
Quick Reference
Speed Limits
All airspeed/Mach limits are expressed in terms of indicated values
unless otherwise stated. Instrument error is assumed to be zero.
Observe the airspeed/Mach limits shown in Figure 2-3 (on the
following page).
VA, Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 TO 235 KIAS
Refer to the appropriate Airspeed/Mach Limits chart in AFM Section I to
determine VA based on aircraft weight vs altitude.
VFE, Maximum Flap Extended (Learjet 55/55B):
Flaps 8°and 20°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Flaps 40°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS
VFE, Maximum Flap Extended (Learjet 55C):
Flaps 8°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 KIAS
Flaps 20° . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Flaps 40°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS
VLE, Maximum Landing Gear Extended. . . . . . . . . . . . . . . . . . . 260 KIAS
VLO, Maximum Landing Gear Operating . . . . . . . . . . . . . . . . . . 200 KIAS
VMCA, Minimum Control – Air (Learjet 55/55B):
Flaps 8°, APR Not Installed or Not Operating. . . . . . . . . . 104 KIAS
Flaps 8°, APR Operating. . . . . . . . . . . . . . . . . . . . . . . . . . 106 KIAS
Flaps 20°, APR Not Installed or Not Operating. . . . . . . . . . 99 KIAS
Flaps 20°, APR Operating. . . . . . . . . . . . . . . . . . . . . . . . . 101 KIAS
VMCA, Minimum Control – Air (Learjet 55C):
Flaps 8°, APR Not Operating. . . . . . . . . . . . . . . . . . . . . . . . 111KIAS
Flaps 8°, APR Operating. . . . . . . . . . . . . . . . . . . . . . . . . . 113 KIAS
Flaps 20°, APR Not Operating. . . . . . . . . . . . . . . . . . . . . . 105 KIAS
Flaps 20°, APR Operating. . . . . . . . . . . . . . . . . . . . . . . . . 107 KIAS
VMCG, Minimum Control – Ground (Learjet 55/55B) . . . . . . . . . . 90 KIAS
VMCG, Minimum Control – Ground (Learjet 55C):
APR Not Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 KIAS
APR Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KIAS
NOTE: All Airspeed/Mach Limits are expressed in terms of
indicated values unless otherwise stated. Instrument
error is assumed to be zero.

March 2012
VMO/MMO, Maximum Operating:
VMO, to 8,000 Ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 KIAS
VMO, 8,000 Ft and Above . . . . . . . . . . . . . . . . . . . . . . . . . . 350 KIAS
MMO, to 37,000 Ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.81 MI
MMO, 37,000 Ft to 45,000 Ft. . . . . . . . . . . . . . . . . . . 0.81 to 0.79 MI
MMO, 45,000 Ft and Above. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.79 MI
With Any Missing BLEs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.78 MI
With Mach Trim and Autopilot Disengaged or Inoperative. . . . . . 0.74 MI
With Stick Puller Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.74 MI
Learjet 55B with ADC1(L) Inoperative . . . . . . . . . . . . . . . . . . . . 0.74 MI
NOTE: These MMO limits are based upon compressibility
effects. Refer to Recovery from Inadvertent Overspeed
procedure in AFM Section III.
Figure 2-3: Airspeed/Mach limits

March 2012
Quick Reference
Learjet 55/55B: Should not deliberately exceed VMO/MMO in any flight

condition except where specifically authorized for flight test or in
approved emergency procedures
Learjet 55C: Should not deliberately exceed VMO/MMO in any regime
of flight (climb, cruise, or descent) unless a higher speed is authorized
for flight test or pilot training.
WARNIN
Do not extend spoilers, or operate with spoilers deployed at
speeds above VMO/MMO due to significant nose down pitching
moment associated with spoiler deployment.
Refer to the appropriate Airspeed/Mach Limits chart in AFM Section I.

VR, Rotation
–– Refer to the appropriate Rotation Speed (VR) chart (Learjet
55/55B) or Uncorrected Takeoff Speeds table (Learjet 55C) in
AFM Section V.
NOTE: Refer to the appropriate Critical Engine Failure Speed
(V1) chart (Learjet 55/55B) or Uncorrected Takeoff
Speeds table (Learjet 55C) in AFM Section V.
V1, Critical Engine Failure Speed

–– On Learjet 55/55B, the critical engine failure speed (V1) must
not exceed the rotation speed (VR). If V1 must be reduced to VR,
the takeoff is accelerate-go limited; the accelerate-go correction
on the figure entitled Takeoff Distance in AFM Section V must be
applied
–– On Learjet 55C, the critical engine failure speed (V1) must not
exceed the rotation speed (VR) determined from the appropriate
charts in AFM Section V. If V1 exceeds VR, reduce V1 to VR
V2, Takeoff Safety, refer to appropriate safety speed charts, AFM
Section V.
Approach Speed . . . . . . . . . . . . . OBSERVE THE CAUTION AT RIGHT
Demonstrated Crosswind
CAUTIO
It is recommended that if turbulence is anticipated due to gusty
winds, wake turbulence, or wind shear, the approach speed be
increased. For gusty wind conditions, an increase in approach
speed of one half the gust factor is recommended
Learjet 55/55B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 KTS

Learjet 55C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 KTS

March 2012
Nosewheel Steering
Maximum Groundspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 KTS
Maximum Groundspeed with Any Two of the
Following Three ANTI-SKID GEN Lights Illuminated
(Left and Right Inboard, and Right Outboard). . . . . . . . . . . . . . . 10 KTS

March 2012
Quick Reference
Takeoff Power Setting

Anti-Ice – OFF; Aeronca Thrust Reverser Nozzle
Figure 2-4: Takeoff Power Setting (Anti-Ice Off)

March 2012
Nacelle HT Only; Aeronca Thrust Reverser Nozzle
Figure 2-5: Takeoff Power Setting (Nacelle HT Only)

March 2012
Quick Reference

Full Anti-Ice; Aeronca Thrust Reverser Nozzle
Figure 2-6: Takeoff Power Setting (Full Anti-Ice)

March 2012
Weight Limits
Maximum Ramp Weight:
Learjet 55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,750 LBS (8,958 KG)
Learjet 55 with ECR 2173. . . . . . . . . . . . . . . . . 20,750 LBS (9,412 KG)
Learjet 55 with ECR 2554 or AAK 55-82-3;
Learjet 55C (Standard) . . . . . . . . . . . . . . . . . . . 21,250 LBS (9,639 KG)
Learjet 55B; Learjet 55C (Optional). . . . . . . . . . 21,750 LBS (9,866 KG)
Ramp weight shall not exceed maximum allowable takeoff weight by
more than 250 lbs (113 kg).
Maximum Certified Takeoff Weight:

Learjet 55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,500 LBS (8,845 KG)
Learjet 55 with ECR 2173 . . . . . . . . . . . . . . . . 20,500 LBS (9,299 KG)
Learjet 55C (Standard). . . . . . . . . . . . . . . . . . . 21,000 LBS (9,525 KG)
Learjet 55B; Learjet 55C (Optional). . . . . . . . . 21,500 LBS (9,752 KG)
NOTE: AAK 55-82-3; Increase Takeoff Gross Weight to 21,000
Pounds and C.G. Envelope Expansion (S/N 55-003 and
subsequent).
AAK 55-84-6; Increase Aircraft Takeoff Gross Weight to
21,500 Pounds (S/Ns 55-003 to 104 and 106, of U.S.
registry).
ECR 2173; 20,500 Pounds Takeoff Gross Weight
(Optional).
ECR 2431; 21,500 Pounds Takeoff Gross Weight
(Optional).
ECR 2554; Model 55 Weight and Balance Envelope
Expansion.
The takeoff weight is limited by the most restrictive of the following

requirements:
–– Maximum certified takeoff weight
–– Maximum takeoff weight with anti-skid off or anti-skid protection
for any wheel inoperative, is 18,500 lbs (8,391 kg)
–– Maximum takeoff weight (climb or brake energy limited) for
altitude and temperature as determined from the applicable
figure entitled Takeoff Weight Limits in AFM Section V
–– Maximum takeoff weight for the runway and ambient conditions as
determined from the applicable figure entitled Takeoff Distance in
AFM Section V
–– Maximum takeoff weight for obstacle clearance as determined
from the applicable Takeoff Flight Path and Climb Gradient
figures in AFM Section V, if required.

March 2012
Quick Reference
Maximum Certified Landing Weight:

Learjet 55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,000 LBS (7,711 kg)
Learjet 55 with ECR 2432 or AAK 55-84- 3;
Learjet 55B; Learjet 55C. . . . . . . . . . . . . . . . . 18,000 LBS (8,165 KG)
NOTE: AAK 55-84-3; Increase Aircraft Maximum Landing
Gross Weight to 18,000 Pounds (S/Ns 55-003 to 106
except 101 and 105; S/Ns 55-101, 105, and 107 and
subsequent without ECR 2432).
ECR 2432; 18,000 Pounds Landing Weight (Optional).
The landing weight is limited by the most restrictive of the following

requirements:
–– Maximum certified landing weight
–– Maximum landing weight for the runway and ambient conditions
as determined from the Actual Landing Distance and Factored
Landing Distance (if applicable) charts in AFM Section V
–– Maximum landing weight (approach climb or brake energy limited)
for altitude and temperature as determined from the applicable
figure entitled Landing Weight Limits in AFM Section V.
Maximum Zero Fuel Weight . . . . . . . . . . . . . . . 15,000 LBS (6,804 KG)
All weights in excess of maximum zero fuel weight must consist of fuel.
NOTE: Perform Hard or Overweight Landing Inspection per
Maintenance Manual Chapter 5 if maximum certified
landing weight is exceeded.
Perform High Energy Stop Inspection per Maintenance
Manual Chapter 5 if the maximum brake energy weight
for landing is exceeded during a landing or rejected
takeoff using maximum braking effort.
Center of Gravity
CAUTIO
Loading the aircraft center-of-gravity aft of the ground handling
limit (33.5% MAC) may cause the aircraft to tip over.
The center of gravity of the aircraft for all flight and ground conditions
must be maintained within the applicable Center-of-Gravity Envelope in
AFM Section I.

March 2012
Load Limits
Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.0 G TO -1.0 G
Flaps Down. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +2.0 G TO 0.0 G
These acceleration values limit the bank angle in a level coordinated
turn to 70° (flaps up) and 60° (flaps down). In addition, pullups and
pushovers must be limited to these values.
Takeoff and Landing Operational Limits

Cabin Pressurization
Do not land with the cabin pressurized.
Tailwind Component
Maximum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 KTS
Engine Synchronizer
The engine synchronizer must be off for takeoff, landing, and
single-engine operation.
Freon Cooling System

The Freon cooling system must be off for takeoff and landing.
Fuel Computers
Both fuel computers must be on and operational for takeoffs except
for ferry flight as permitted by applicable regulations.
Fuel Load
The wings must be balanced within 200 lbs prior to takeoff and at
landing.
Maximum Pressure Altitude

Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000 FT
Runway Water/Slush Accumulation

Accumulation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/4 INCH (19 MM)
Chine on nosewheel tire must be a minimum 3/4 inch (19 mm) from
ground to operate safely with the specified runway water/slush
accumulation.
NOTE: On S/Ns 001 to 020 without AMK 55-81-2; maximum

water/slush accumulation is 1/2 inch (13 mm).
Seat Belts/Shoulder Harnesses

Seat belts and shoulder harnesses must be worn during takeoff and
landing.

March 2012
Quick Reference
Stall Warning System

On Learjet 55/55B, the stall warning system must be on and
operational for all takeoffs and landings.
On Learjet 55C, the stall warning system must be operational at
takeoff.
NOTE: AMK 55-81-2; Replacement of Nose Wheel Tire

(S/Ns 001 to 020).
Systems Checks
The following systems must be checked and operational for takeoff:
–– Trim systems
–– Both yaw dampers (Learjet 55/55B)
–– Both EADIs and both EHSIs (Learjet 55B)
–– Both DPUs and the MPU (Learjet 55B) (One DPU or the MPU
may be inoperative if both EADIs and EHSIs are functioning.)
–– Standby attitude indicator (Learjet 55B/55C)
–– Both ADC systems (Learjet 55B/55C)
–– Stall warning system
–– Third attitude gyro (Learjet 55)
–– APR system (if system is to be armed)
–– Autospoilers (if system is to be armed).
Takeoff Weight Increase (AAK-82-3)

Maximum Ramp Weight . . . . . . . . . . . . . . . . . . 21,250 LBS (9,639 KG)
Maximum Certified Takeoff Weight . . . . . . . . . 21,000 LBS (9,525 LBS)
The center-of-gravity of the aircraft for all flight and ground
conditions must be maintained within the center-of-gravity envelope
for aircraft certified for 21,000 lbs takeoff weight defined in the basic
FAA-approved AFM.

NOTE: AAK 82-3; Increase Takeoff Gross Weight to 21,000 lbs
and CG Envelope Expansion (S/N 003 and Subsequent).
AAK 86-4; Increase Aircraft Takeoff Gross Weight
to 21,500 lbs (S/N 55-003 to 106 except 105,
U.S.-registered aircraft only).

March 2012
Takeoff Weight Increase (AAK-84-6)
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,750 LBS
Maximum Certified Takeoff Weight . . . . . . . . . . . . . . . . . . . . 21,500 LBS
The center of gravity of the aircraft for all flight and ground conditions
must be maintained within the center-of-gravity envelope for
aircraft certified for 21,500 lbs takeoff weight defined in the basic
FAA-approved AFM.
Trim
Set trim for all axis prior to takeoff.
Yaw Dampers
WARNIN
If landings are attempted in turbulent air conditions with the
yaw damper OFF, the airplane may exhibit undesirable lateral-
directional (Dutch-Roll) characteristics.
To assure proper yaw damper operation, the Before Starting

Engines yaw damper operational check in AFM Section II must be
successfully completed before each flight.
One yaw damper must be ON and operative for all flight conditions
except takeoff and for trimming rudder. For trimming rudder,
disengage yaw damper, accomplish rudder trim, then reengage
yaw damper. For landing, one yaw damper must be ON except as
permitted in Abnormal Procedures in AFM Section IV.
Enroute Operational Limits

Fuel Load
The wings must be balanced within 500 lbs in flight.

On Learjet 55/55B, the stall warning system must be on.
Yaw Dampers
On Learjet 55/55B, the primary or secondary yaw damper must be on.

March 2012
Quick Reference
Systems Limitations
Avionics and Communications

AHS Alignment (Learjet 55B/C)
Do not move the aircraft during AHS alignment. AHS alignment is
indicated by the lack of attitude display, a red HDG flag, and compass
card rotation.
Air Data System (Learjet 55B/C)

Both air data systems (ADC 1 and 2) must be operative for takeoff
All flags on airspeed/Machmeters, altimeters, vertical speed
indicators, and altitude alerter must be retracted for takeoff
Accomplish the Before Starting Engines air data system check
according to AFM Section II to ensure proper operation.
Autopilot (Learjet 55)

Do not use autopilot in any axis that fails the autopilot monitor check.
For autopilot use with a failed axis, pull the failed axis DC CB (AFCS
PITCH or AFCS ROLL).
Category II Equipment vs. Category II Operations

(Learjet 55)
Equipment certification, crew qualifications, and a Category II Manual
are required for approval to conduct Category II operations.
Collins APS-85 Autopilot/Flight Guidance System

(Learjet 55B/C)
The Collins APS-85 Pilot’s Guide (No. 523-0774645-001117, dated
7/7/86 or later revision) must be immediately available to the flight
crew
The autopilot/flight director system is approved for Category I ILS
approaches
When using autopilot, the pilot or copilot must be in the respective
seat and the seat belt fastened
Operation of the autopilot with the red TRIM fail annunciator
illuminated is prohibited
On S/N 55-143 and subsequent, use of the autopilot/flight director
for backcourse operations is prohibited
Do not use autopilot pitch and roll axis for takeoff or landing

March 2012
The minimum altitude for autopilot use is shown below. Approach
Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 FT AGL
Enroute Configuration. . . . . . . . . . . . . . . . . . . . . . . . . 1,000 FT AGL
On Learjet 55B, use of autopilot/flight director Altitude Hold (ALT)
with vertical speeds greater than 1,000 fpm is prohibited
On Learjet 55B, use half-bank for operations above FL410 with
autopilot engaged
On Learjet 55B, do not extend or retract spoilers with autopilot
engaged
On Learjet 55B, autopilot/flight director localizer or backcourse
localizer intercept angle must be limited to 45° or less.

(Learjet 55B/C)
The Collins EFIS-85L (12) Electronic Flight Instrument System Pilot’s
Guide (No. 523-0774646-001117, dated 8/15/86 or later revision)
must be immediately available to the flight crew
Whenever a Display Processor Unit (DPU), Multifunction Processor
Unit (MPU), or Display Control Panel (DCP) is removed and replaced,
verify the following switch operation prior to flight:
–– EADI down
–– EHSI over
–– AHS 1/AHS 2
–– MPU/DPU
–– COMPST/DSPL
Select the onside attitude heading system (i.e., AHS 1 for pilot’s side
and AHS 2 for copilot’s side) for takeoff; the Comparator (COMPTR)
annunciators must be extinguished
Both EADIs, both EHSIs, and the standby attitude indicator must be
operational for takeoff
Both DPUs, or a DPU and MPU, must be operational for takeoff. If a
DPU is inoperative, select the MPU for use on the failed side
Backcourse operation in the Composite (CMPST) mode is prohibited.
Do not predicate aircraft performance, navigation, and operation on
the use of the Multifunction Display (MFD) as the source of required
performance, navigation, and operational data.
Limit ground operation of Electronic Flight Displays (EFD) and
Multifunction Display (MFD) to 30 minutes if MFD FAN or either EFD
FAN annunciator illuminates.
No more than one nose equipment fan (DPU and MPU) and one
flight display fan (EFD and MFD) may be inoperative for takeoff. On
Learjet 55C, the inoperative fan(s) must be repaired within 25 flight
hours

March 2012
Quick Reference
Ground Operation of Cockpit Displays

(Learjet 55B/C)
Limit ground operation of the cockpit displays to 30 minutes with an
inoperative EFD or MFD fan.
J.E.T. FC-550 Autopilot/Flight Director

Maximum Operating Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . VMO/MMO
The autopilot/flight director system is approved for Category I ILS
approaches
When using autopilot, the pilot or copilot must be in the respective
seat and the seat belt fastened
Autopilot pitch and roll axis must not be used for takeoff or landing
If severe turbulence is encountered, use attitude hold mode with Soft
(SFT) mode engaged
Do not use autopilot in any axis that fails the autopilot monitor check.
If autopilot use with a failed axis is intended, pull the failed DC CB
(AFCS PITCH or AFCS ROLL)
Do not extend or retract spoilers with autopilot engaged
Do not use Soft (SFT) mode for autopilot-coupled VOR approaches
On aircraft without SB 55-22-2, flight director VOR enroute
operations are prohibited. Autopilot-coupled VOR enroute operations
and raw data displays are not affected and may be used
On aircraft without SB 55-22-2, lower the flaps to 8° or more for
autopilot VOR approach
On aircraft with SB 55-22-2, lower the flaps to 8° or more for VOR
approach (autopilot or flight director).
NOTE: SB 55-22-2; Modification of FC-550 Autopilot Computer
(S/Ns 55-003 to 126).
Drag Chute
Do not deploy drag chute in flight
Do not deploy drag chute at speeds in excess of 150 KIAS
Do not deploy drag chute with thrust reversers (if installed) deployed
The limiting crosswind velocity is 15.0 Kts (reported winds at a
20 ft height) and is the velocity of the crosswind component for which
adequate control of the aircraft on the ground with the drag chute
deployed was actually demonstrated during certification tests.

March 2012
Electrical (and Lighting)
Battery Overheat
CAUTIO
On aircraft with Ni-Cd batteries, do not dispatch if the red
BAT 140 or BAT 160 warning lights illuminate at any time prior to
takeoff, including engine start. Check the batteries as specified
per the Learjet Maintenance Manual.
Battery Voltage at Engine Start

On aircraft with lead acid batteries, do not attempt a battery start with
less than 24 VDC on each battery at 21°C (70°F) or below, or less
than 25 VDC on each battery at 43°C (110°F) or above. Interpolate
for temperatures between 21°C (70°F) and 43°C (110°F)
On aircraft with ni-cad batteries, do not attempt a battery start with
less than 23 VDC on each battery.
CUR LIM Light
CAUTIO
Illumination of the CUR LIM light indicates that one or both
275 amps current limiters have failed. Replace 275 amps current
limiter(s) prior to takeoff.
Generator Limits
Generator output is limited to 325 amps maximum for all flight and
ground operations.
GPU Limits
Ensure the unit is regulated to 28 VDC, limited to 1,100 A maximum,
and limited to 500 A minimum.
Flight Controls
Autospoilers
On S/Ns 55-003 to 117 without AAK 55-85-1, do not arm autospoilers
for landing
The Before Taxi autospoiler check in AFM Section II must be successfully
completed prior to takeoff if autospoilers are to be armed
Do not arm autospoilers for takeoff if SPOILERON CB is open.

March 2012
Quick Reference
Spoilerons
Spoilerons may be inoperative
If spoileron preflight check fails, the SPOILERON circuit breaker
(copilots AC bus) must be pulled. Refer to Table 2-3
With spoilerons inoperative, the maximum operating altitude is
limited to 41,000 ft
On S/N 55-003 to 086 without SB 55-27-7A, AMK 55-84-7A, or
AAK 55-83-4, the following limits apply
With spoilerons inoperative, increase by 15% (i.e., multiplied by
1.15) the actual landing distance obtained from AFM Section V for
Learjet 55
If the spoileron system is inoperative, the limiting crosswind
component for landing a Learjet 55C aircraft is 27 Kts (reported
tower winds taken at a 10 m height)
If the spoilerons fail the Before Taxi check, pull the SPOILERON
CB; do not arm autospoilers.
NOTE: AAK 55-83-4; Installation of Wing Stall Triangles,
Automatic Performance Reserve and Autospoilers
(APR – Phase 1) (S/Ns 55-003 to 086 of U.S. registry).
AMK 55-84-7; Modification of Spoiler Electrical Circuit
in the Squat Switch Relay Panel (S/Ns 55-003 to 086
without AAK 55-83-4).
AAK 55-85-1; Autospoilers improvement (S/Ns 55-001
to 086 with AAK 55-83-4; S/Ns 55-087 to 117).
S/B 55-27-7A; Modification of Spoiler Circuit in Squat
Switch Relay Panel (S/Ns 55-003 to 086 without AAK
55-83-4).
Model With SPOILERON CB Open

S/Ns 55-003 to 086 AUG AIL annunciator illuminates.
without SB 55-27-7, Spoilers and spoilerons are inoperative in flight.
AMK 55-84-7A, or Landing spoiler deploy times increase.
AAK 55-83-4 Spoilers function normally during ground operations.
S/Ns 55-003 to 086 SPOILER MON annunciator illuminates.
with SB 55-27-7, Spoilers and spoilerons are inoperative in flight.
AMK 55-84-7A, or Spoilers function normally during ground operations.
AAK 55-83-4
Learjet 55B SPOILER MON annunciator illuminates.
Spoilers and spoilerons are inoperative in flight.
Spoilers function normally during ground operations.
Learjet 55C SPOILER MON annunciator illuminates.
Spoilers and spoilerons are inoperative in flight.
Spoilers function normally during ground operation.
Table 2-3: SPOILERON CB Open Effects

March 2012
Spoilers
On S/Ns 55-003 to 086 without SB 55-27-7A, AMK 55-84-7A, or
AAK 55-83-4, the following limits apply:
–– If the spoilers are inoperative during flight, limit the maximum
operating altitude to 41,000 ft
–– Do not extend spoilers with flaps extended while airborne
–– Do not extend spoilers, or operate with spoilers deployed, at
speeds above VMO/MMO.
During landings, a time delay in the spoiler circuit will cause increased
spoiler extension times. For a normal landing (spoilerons operative with
flaps below 25°), full spoiler extension will require approximately five
seconds. If the spoilerons are inoperative (AUG AIL light illuminated)
or the SPOILERON circuit breaker (copilot’s AC bus) is pulled, spoiler
extension will require approximately 11 seconds. To account for the
increased spoiler deployment times, the following corrections must be
applied to the Actual Landing Distance obtained from the Actual Landing
Distance chart in AFM Section V.
Normal Landing. . . . . . . . . . . . . . . . MULTIPLY DISTANCE BY 1.04
Spoilerons Inoperative
Landing . . . . . . . . . . . . . . . . . . . . MULTIPLY DISTANCE BY 1.15
On S/Ns 55-003 to 086 with SB 55-27-7A, AMK 55-84-7A, or AAK
55-83-4; S/N 55-087 and subsequent, the following limits apply.
–– If the spoilers are inoperative during flight, limit the maximum
operating altitude to 41,000 ft
–– Do not extend spoilers with flaps extended while airborne
–– Do not extend or retract spoilers with autopilot engaged
–– Do not extend spoilers, or operate with spoilers deployed, at
speeds above VMO/MMO
–– On S/N 55-065, 087 and subsequent; prior aircraft with
AAK 55-83-4, if autospoilers are to be armed, the Before
Taxi autospoiler check in AFM Section II must be successfully
completed prior to takeoff
–– On S/N 55-065, 087 and subsequent; prior aircraft with AAK
55-83-4, do not arm autospoilers for takeoff if SPOILERON CB
is open.
NOTE: SB 55-27-7A; Modification of Spoiler Circuit in Squat
Switch Relay Panel (S/Ns 55-003 to 086 without AAK
55-83-4).
AAK 55-83-4; Installation of Wing Stall Triangles,
Automatic Performance Reserve, and Autospoilers
(APR – Phase 1) (S/Ns 55-003 to 086 of U.S. registry).
AMK 55-84-7B; Modification of Spoiler Electrical Circuit
in the Squat Switch Relay Panel (S/Ns 55-003 to 086
without AAK 55-83-4).

March 2012
Quick Reference
Stall Warning
WARNIN
The action of the nudger verifies operation of the pitch torquer
prior to pusher actuation. If, during ground test, the shaker is not
accompanied by the nudger (the nudger monitor horn sounds),
do not dispatch. If, during flight, the shaker is not accompanied by
the nudger (the nudger monitor horn sounds), do not decelerate
further.
On Learjet 55/55B, the stall warning system must be on and

operational for all takeoffs and landings
On Learjet 55/55B, both stall warning systems must be on and
operating and remain on throughout flight. The systems may be
turned off for applicable emergency and abnormal procedures in
AFM Sections III and IV and for stall warning system maintenance
per the Maintenance Manual
To assure proper stall warning system operation, complete on each
flight the Before Starting Engines and After Takeoff stall warning
system operation and comparison checks in AFM Section II
The stall margin indicators may be used as a reference but do not
replace the airspeed indicators as primary instruments.
Warning lights for both stall warning systems are inoperative when the
generator and battery switches are off.
WARNIN
On Learjet 55, even small accumulations of ice on the wing
leading edge can cause aerodynamic stall prior to activation of
the stick pusher. These ice accumulations can also cause stall
margin indicator information to be unreliable.
On Learjet 55B, even small accumulations of ice on the wing
leading edge can cause aero-dynamic stall prior to activation of
the stick shaker, nudger, and/or pusher. These ice accumulations
can also cause stall margin indicator information to be unreliable.
On Learjet 55C, even small accumulations of ice on the wing
leading edge can cause an increase in stall speed and possibly a
degradation in stall characteristics.
On Learjet 55/55B, during takeoff in a strong crosswind, it may be

necessary to wait until indication of airspeed is achieved before setting
the stall warning switches to ON. On Learjet 55/55B, with stall warning
switches on, steady illumination of the L or R STALL warning light
indicates a malfunction, except during pusher actuation or system test.
On Learjet 55C, except for system test, the stall warning shakers and
lights are disabled on the ground; however, the stall margin indicators
function normally.

March 2012
Trim
WARNIN
Failure to conduct a pitch trim preflight check prior to each flight
increases the probability of an undetected system failure. An
additional single failure in the trim system could result in trim
runaway.
Set trim for all axis prior to takeoff

To assure proper trim systems operation, the Before Starting
Engines trim systems checks in AFM Section II must be successfully
completed before each flight
The complete Trim Systems Operational Check in AFM Section II
shall be successfully completed a minimum of once every 10 hours
of airplane flight operation
Yaw Damper
WARNIN
If landings are attempted in turbulent air conditions with the yaw
damper off, the aircraft may exhibit undesirable lateral-directional
(Dutch roll) characteristics.
The yaw dampers must be off for all takeoffs

On Learjet 55/55B, the primary yaw damper or secondary yaw
damper must be on for landing
On Learjet 55/55B, successfully complete the Before Starting
Engines yaw damper operational check in AFM Section II before
each flight to assure proper yaw damper operation
On Learjet 55/55B, one yaw damper must be on and operative
for all flight conditions except takeoff and for trimming rudder. For
trimming rudder, disengage yaw damper, accomplish rudder trim,
then re-engage yaw damper
On Learjet 55C, the yaw damper performs a self-test through the
autopilot and is not required for dispatch.
Fuel System
Altitude Restriction
When using any Jet B or JP-4 fuel in the fuel mixture, the initial operating
altitude is limited to 33,000 ft. After cruise at 33,000 ft for 20 minutes,
climb to any altitude up to 51,000 ft is permitted.

March 2012
Quick Reference
Anti-Icing Additive
WARNIN
On aircraft without fuel heaters, lack of anti-icing additive may
cause fuel filter icing and subsequent engine flameout.
On aircraft with fuel heaters, anti-icing additive is not a requirement.

However, for microbial protection, it is recommended that anti-icing
additive be used, in the concentration specified, at least once a week
for aircraft in regular use and whenever a fueled aircraft is out of
service for a week or more
On aircraft without fuel heaters, anti-icing additive conforming to
MIL-I-27686 (or MIL-I-85470 on Learjet 55/55C) is required. The
additive concentration by volume must be a minimum of 0.06% for
MIL-I-27686 and 0.10% minimum for MILI- 85470 with a maximum
of 0.15%. Refer to AFM Addendum I, Fuel Servicing.
NOTE: Additive conforming to MIL-I-27686 inhibits microbial
growth, MIL-I-85470 does not.
Approved Fuels
The mixing of fuel types is allowed
Take special precautions to preclude electrostatic discharge when
switch-fueling. Refer to AFM Addendum 1, Fuel Servicing
Jet A, Jet A-1, Jet B, JP-5, JP-8, and JP-4 fuels conforming to Garrett
Turbine Engine Co. Specifications EMS 53111, EMS 53112, EMS
53113, and EMS 53116 are approved. Refer to Addendum 1, Fuel
Servicing for a listing of approved fuels.
Aviation Gasoline
The use of aviation gasoline is not approved.
Biocide Additive
Biobor JF is approved for use as a biocide additive when premixed
in the fuel supply facility
Additive concentration must not exceed 270 PPM
Refer to AFM Addendum I, Fuel Servicing.
NOTE: Due to fuel computer accessibility, fuel computer
specific gravity adjustment is not considered a normal
pilot function.

March 2012
Electronic Fuel Computer Specific Gravity
WARNIN
Engine surge may occur if the recommended specific gravity
adjustment is not adhered to for the type of fuel in use. If surge is
encountered, refer to the Engine Maintenance Manual.
Adjust the engine electronic fuel computer to the recommended

specific gravity position for the type of fuel in use. Refer to AFM
Addendum I, Fuel Servicing, for recommended specific gravity
settings and adjustment procedures.
Fuel Load/Balance
Do not take off or land with wing fuel unbalance greater than 200 lbs
During flight, wing fuel balance must be maintained within 500 lbs.
Fuel Temperature – JP-4, Jet B, or Equivalent Fuels

On aircraft with fuel heaters, do not take off at ambient temperatures
above 13°C (55°F)
On aircraft with fuel heaters, do not take off with fuel temperature
below -54°C ( -65°F).
NOTE: Prolonged operation at ambient temperatures below
the fuel freeze point may result in a reduction in usable
fuel because the fuel freezes if proper management
procedures are not used. Refer the AFM Section II, Fuel
Management.
Fuel Temperature – JP-5, Jet A, Jet A-1, or

Equivalent Fuels
Do not take off with fuel temperature below -29°C (-20°F).
Lateral Unbalance
CAUTIO
Do not crossflow with main jet pump(s) inoperative. Engine
starvation may occur due to fuel being pumped through the open
crossflow valve into opposite wing.
Single-Point Refuel System (if installed)

Use of single-point refuel system is limited to aircraft with fuel heaters.
Unusable Fuel
The fuel remaining in the fuel tanks when the fuel quantity indicator
reads zero is not usable in flight.

March 2012
Quick Reference
Hydraulic System
Approved Fluid
Only hydraulic fluid conforming to MIL-H-5606 is approved.
Hydraulic Pump Duty Cycle

Do not exceed auxiliary hydraulic pump duty cycle of three minutes
on, then 20 minutes off.
Ice and Rain Protection System

Anti-Ice Operation (Learjet 55)
Turn on anti-ice systems prior to takeoff into visible moisture and
OAT of 4.4°C (40°F) or below
If anti-ice systems are required during takeoff, they should be turned
on prior to setting takeoff power
Turn on anti-ice systems prior to flight into visible moisture and ram
air temperature of 10°C (50°F) or below.
NOTE: When OAT is below -25°C (-13°F), engines should be
operated 3 minutes prior to takeoff in order to bring the
hydraulic system up to normal operating temperature.
If using the Anti-Ice systems on takeoff, re-compute
the takeoff distance and N1 takeoff power settings as
appropriate.
Anti-Ice Operation (Learjet 55B/C)

Turn on anti-ice systems prior to takeoff or flight into visible moisture
and outside air temperature of 5°C (41°F) or below
If anti-ice systems are required during takeoff, turn them on prior to
setting takeoff power.
Horizontal Stabilizer Anti-Ice
CAUTIO
For ground operation, to prevent overheating of the horizontal
stabilizer heating elements, ensure that the amber STAB HEAT light
is illuminated and there is no additional DC ammeter increase. If
the STAB HEAT light is not illuminated and DC amperes increase,
immediately set STAB WING HEAT switch off.

March 2012
Nacelle Heat
Operation limited to 30 seconds with engine not operating.
Stall Warning
WARNIN
On Learjet 55, even small accumulations of ice on the wing
the stick pusher. These ice accumulations can also cause stall
margin indicator information to be unreliable.
the stick shaker, nudger, and/or pusher. These ice accumulations
can also cause stall margin indicator information to be unreliable.
leading edge can cause an increase in stall speed and possibly a
degradation in stall characteristics.
Windshield Alcohol Anti-Ice

Methyl alcohol (Methanol) per Federal Specification O-M-232,
Grade A, is required
The alcohol reservoir must be refilled after each use.
Windshield Defog System

Power to operate the interior windshield defog system must be supplied
by either an engine generator or a GPU.

March 2012
Quick Reference
Landing Gear
Anti-Skid
CAUTIO
With anti-skid inoperative, heavy brake pressures may skid
the tires and cause blowout. Modulating toe-brake pressures
produces improved feel and reduces the probability of skid.
Before taxi and with the anti-skid switch on, check that the anti-skid
generator lights are extinguished. If a light is illuminated, assume
the anti-skid system is inoperative. Leave the switch on, and limit the
takeoff weight to 18,500 lbs. Refer to AFM Section V for increased
takeoff distance
Do not turn on the Freon cooling system during landing with anti-skid
system operating. Initial voltage drop may cause false signals in the
anti-skid system and dump brake pressure for two to three seconds.
NOTE: If, during approach, one or more anti-skid lights remain
illuminated after lowering the landing gear, set the ANTI-
SKID switch to OFF then ON to clear the system. If the
light(s) remain illuminated, assume the anti-skid system
is inoperative; leave the switch on, and refer to AFM
Section V for the increased landing distance.
If, upon touchdown, one or more anti-skid lights
illuminate, anti-skid protection for the associated wheel
is inoperative and has reverted to manual brake control.

NOTE: AAK 55-82-6; Replacement of main wheel assembly fuse
plugs with high-temperature Fuse plugs (S/N 55-001 to 076).
Main Tire Limiting Groundspeed

Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 KTS
Nosewheel Steering
Maximum Groundspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 KTS
Maximum Groundspeed With Two of
Three Anti-skid Lights Illuminated
(Left Inboard, Right Inboard, and Right Outboard). . . . . . . . . 10 KTS

March 2012
Turnaround Limits (Learjet 55)
WARNIN
On S/Ns 55-003 to 076 without AAK 55-82-6, failure to observe
the turnaround limits in AFM Sections I and V may result in wheel
fuse plug release during subsequent takeoff.
CAUTIO
During moderate to heavy braking action on patchy snow or ice,
avoid use of nosewheel steering above 10 Kts.
If the turnaround weight limit for brake energy (see applicable Landing
Weight chart, AFM, Section V) is exceeded during landing or rejected
takeoff, observe the following limitations:
Park the aircraft for a minimum waiting period of 30 minutes before
making the next takeoff attempt
Following the 30 minute waiting period, visually inspect the main
gear tires, wheels, and brakes for condition.
Runway Conditions
Takeoff and Landing limited to paved runways.
Runway water/slush accumulation:
1. Aircraft 55-001 through 55-020 not incorporating AMK 5581-2,
the maximum accumulation is 1/2 inch (13 mm)
2. Aircraft 55-021 and subsequent and prior aircraft incorporating
AMK 55-81-2, the maximum accumulation is 3/4 inch (19 mm)
3. Chine on nose wheel tire must be minimum 3/4 inch (19 mm) from ground
to operate safely with the specified runway water/slush accumulation.

March 2012
Quick Reference
Oxygen System
WARNIN
Passenger masks are intended for use during an emergency
descent to an altitude not requiring supplemental oxygen.
Passenger masks will not provide sufficient oxygen for prolonged
operation above 34,000 ft cabin altitude. Prolonged operation
above 34,000 ft cabin altitude with passengers on board is not
recommended.
The following certification requirements are in addition to the requirements

of applicable operating rules. Observe the most restrictive of the two
requirements (certification or operating)
Above FL250, crew masks must be in the quick-donning position,
which allows donning within five seconds
Remove hats and “ear muff” type headsets prior to donning crew
oxygen masks
Crew and passenger oxygen masks are not approved for use above
40,000 ft cabin altitude.
NOTE: Headsets and eyeglasses worn by crewmembers may
interfere with quick-donning capabilities. Beards worn
by crewmembers may make proper sealing of the mask
more difficult.
Smoking while Oxygen is in Use
WARNIN
Smoking is prohibited while the oxygen system is in use.

March 2012
Oxygen Duration
Available Time in Minutes
CABIN 2 Crew 2 Crew 2 Crew 2 Crew 2 Crew 2 Crew 2 Crew
ALT –– 2 Pass 4 Pass 6 Pass 8 Pass 9 Pass 11 Pass
40,000 261 82 50 36 28 26 22
251 79 48 35 27 25 21
35,000 192 75 47 35 28 25 22
182 71 45 33 26 24 20
30,000 145 68 45 34 27 25 22
135 64 42 32 26 24 20
25,000 153 70 46 34 28 25 22
105 56 39 30 25 24 20
20,000 203 78 49 37 29 27 23
84 50 36 29 24 23 20
15,000 261 86 83 39 32 29 25
67 45 34 28 24 23 20
10,000 253
54
8,000 153
PASSENGER OXYGEN NOT REQUIRED
80
7,000 148
48
Table 2-4: Fully Charged System – Single Bottle System

Bold face numbers indicate 100% oxygen; light face numbers indicate diluter demand.
Crew and passenger oxygen masks are not approved for use above 40,000 ft cabin altitude.
Prior to overwater flights, plan oxygen requirements to provide sufficient oxygen for all
occupants in the event of a pressurization failure. Additional oxygen may be required to
assure that both oxygen duration and range (fuel) requirements are satisfied.
For cabin altitudes of 10,000 ft and above, the oxygen duration times include cabin
altitude ascent time from 8,000 ft to final stabilized cabin altitude.
To calculate oxygen duration for a less than fully charged system, the formula below
may be used.
Duration = Duration from Chart x (system pressure + 1,850).
NOTE: On Learjet 55, automatic presentation of masks does

not occur if the generator and battery switches are off.
In this event, turn PASS MASK DROP valve to MAN to
deploy masks if passenger oxygen is required.

March 2012
Quick Reference
Pneumatic System
Cabin Pressurization
Do not land with the cabin pressurized.
NOTE: After the CAB AIR switch is moved to off, time-delay

circuits prevent the flow control valve from closing for
approximately five seconds to minimize pressurization
bumps.
Extended Ground Operations
CAUTIO
With the aircraft sitting statically on the ground, do not perform
extended engine operation above idle with the CAB AIR switch
in ON. There is no ram air flow through the heat exchanger, and
possible damage to air-conditioning components may occur.

The Freon cooling system must be off for takeoff and landing
Power to the Freon cooling system must be supplied by an engine
generator or a GPU.
Powerplant
Approved Oils
Oils conforming to Garrett Turbine Engine Company specification
EMS 53110, Type II are approved. Refer to AFM Addendum II for a
list of approved oils.
APR Engine Cycles – S/N 55-065, 087 and

Subsequent; Prior Aircraft with AAK 55-83-4
Four engine cycles must be recorded in the engine log when APR
is used and one or both of the following engine parameters are
exceeded:
–– Turbine speed (N2) greater than 100%
–– Interstage Turbine Temperature (ITT) greater than 907°C.
NOTE: Because of unequal spool-up rates, the APR system
may inadvertently activate if APR is armed at low power
settings. If this occurs, check that turbine speeds (N2)
are within 5% and set APR switch to OFF/RESET before
attempting to rearm the system.

March 2012
Automatic Performance Reserve
On S/N 55-065, 087 and subsequent; prior aircraft with AAK
55-83-4, manual actuation of the APR switch to the ON position
during a two-engine takeoff is prohibited
On S/N 55-065, 087 and subsequent; prior aircraft with AAK
55-83-4, the Taxi APR check in AFM Section II must be successfully
completed prior to takeoff if APR is to be armed for takeoff
On Learjet 55/55B, both APR and autospoilers must be operative
and armed to use the takeoff distance performance improvement
shown on the applicable Takeoff Distance chart in AFM Section V.
On Learjet 55C, if both APR and autospoilers are not armed, a
takeoff distance correction must be applied. Refer to the takeoff
distance charts in AFM Section V.
Automatic Performance Reserve, and Autospoilers
(APR-Phase 1) (S/Ns 55-003 to 086 of U.S. registry)
NOTE: Due to fuel computer accessibility, fuel computer

specific gravity adjustment is not considered a normal
pilot function.
Engine Operating Temperature Limits

Refer to Figure 2-7 on the following page for aircraft without an APR
system and Figure 2-8 on the following page for aircraft with an APR
system.

March 2012
Quick Reference
Turbine Temperature Limits

Aircraft without APR System (TFE731-3A Engine)
Figure 2-7: Aircraft Without an APR System

March 2012
Turbine Temperature Limits
Aircraft with APR System (TFE731-3AR Engine)
Figure 2-8: Aircraft With an APR System

March 2012
Quick Reference
Engine Speed Limits
Condition TFE731-3A TFE731-3AR

(Without APR) (With APR)
Overspeed 1
105% N1 or N2 105% N1 or N2
Transient 2
5 Seconds 103 to 105 N1 103 to 105% N1
or N2 or N2
1 Minute 101.5 to 103% N1 100 to 101.5 to 103% N1 101 to
103% N2 103% N2
Takeoff3 Refer to Takeoff Power Setting charts in AFM Section V.
Maximum Continuous 3
Refer to Maximum Continuous Thrust tables in AFM Section V.
Table 2-5: Engine Speed Limits

1. If overspeed limit is exceeded, contact nearest Garrett Turbine Engine Company
field service propulsion engine representative prior to engine removal for overspeed
inspection.
2. If limit is exceeded, reduce power to within limits and make necessary fuel control
adjustment prior to next flight.
3. Power settings above performance chart values may exceed engine rated thrust.
Engine Synchronizer
The engine synchronizer must be off for takeoff, landing, and single-
engine operation.
NOTE: The engine synchronizer also provides electrical filtering
to prevent HF radio transmission interference with the
engine fuel computers.
Engine Type
The aircraft is equipped with two units from one of the Garrett Turbine
Engine Company turbofan engine models shown in Table 2-6.
Engine Learjet 55 Learjet 55B Learjet 55C
(55-001 to (55-127 to (55-135 to (55-139, 139A,
126) 134) 138) & sub)
TFE731-3A-2B X
TFE731-3A-2B1 X
TFE731-3AR-2B X X X
TFE731-3AR-3B X
TFE731-3AR-3B1 X
Table 2-6: Engine Types per Aircraft Model

March 2012
Fuel Computers
Both fuel computers must be on and operational for takeoffs except
for ferry flight as permitted by applicable regulations.
NOTE: Normally both FUEL CMPTR switches are in ON;

however, if either switch is in OFF, fan speed (N1) must
be 50 to 60% when switching from fuel computer-off to
fuel computer-on operation. This procedure prevents
RPM droop caused by rapid dropout of the manual mode
governor and the lag setup of the computer governor.
Hazards
WARNIN
Airflow into the TFE731 engine is sufficient to draw personnel
and equipment into the engine inlet. Personnel in proximity of the
engine inlet should maintain a safe distance at all times during
engine operation.
Hydraulic System Pressure at Engine Shutdown –

Learjet 55/55B
Bleed hydraulic pressure from system before selecting battery
switches OFF.
Oil Pressure Limits

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 PSI
Idle Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 TO 46 PSI
Normal Operating Range. . . . . . . . . . . . . . . . . . . . . . . . . . 38 TO 46 PSI
Maximum Transient. . . . . . . . . . . . . . . . . . . . . 55 PSI FOR 3 MINUTES
Oil Temperature Limits

Sea Level to 30,000 Ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127°C
Above 30,000 Ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140°C
Transient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149°C FOR 2 MINUTES
CAUTIO
At engine shutdown, failure to bleed hydraulic pressure from
system before setting battery switches to OFF could result in nose
gear retraction if the landing gear selector valve malfunction.

March 2012
Quick Reference
Preheating
When the aircraft has been cold-soaked at ambient temperatures
below -25°C (-13°F), operate the engines a minimum of three minutes
to bring the hydraulic system up to normal operating temperature.
NOTE: Exceeding idle power with oil temperature below 30°C
(86°F) is not recommended. However, if ambient
temperature prevents attainment of 30°C (86°F), idle
power may be exceeded as required to further warm
the oil to normal operating limits prior to takeoff.
Shutdown
On shutdown for Learjet 55B/C, idle engine for two minutes prior to
thrust lever cutoff.
SPR
Do not energize SPR switch at any time other than engine start. Use
of SPR is not required above -17.8°C (0°F).
Start Cycles
If the engine does not start, observe the following cooling periods
(Table 2-7) between subsequent start attempts. After one hour, the cycle
may be repeated.
Start Attempt Cooling Period
1 One minute
2 One minute
3 Fifteen minutes
4 One minute
5 One minute
6 One hour
Table 2-7: Start Cycles

March 2012
Thrust Reversers
WARNIN
When landing on snow-covered runways, apply reverse thrust
with caution because visibility may be impaired.
Operational procedures in the AFM Supplement are mandatory

Thrust reverser system use is limited to ground operations on paved
surfaces; attempts to deploy shall not be made in flight
Thrust reversers must not be used to back up the aircraft
Thrust reverser CBs must not be intentionally pulled while in flight,
except as specified in emergency and/or abnormal procedures
Thrust reversers must not be used for touch-and-go landings
Do not deploy drag chute while using reverse thrust
Use of EMER STOW from a deployed condition is limited to 70%
Fan Speed (N1) or less.
Maximum reverse thrust is usable at 60 KIAS or above. Idle reverse
thrust is usable at any speed
The limiting crosswind component for use of thrust reversers is
25 Kts (reported tower winds measured at a 20 ft height).

March 2012
Quick Reference
Instrument Markings
AC Voltmeter
Learjet 55
Green Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 TO 130 VOLTS
Learjet 55B/C
Yellow Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 TO 110 VOLTS
Green Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 TO 130 VOLTS
Yellow Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 TO 135 VOLTS
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 VOLTS
Airspeed/Machmeter
Learjet 55
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 KIAS
Barber Pole Pick-Up . . . . . . . . . . . . . . . . . . . . . . . . . 350 KIAS AND MMO
Learjet 55B/C
Barber Pole Pick-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VMO/MMO
Cabin Altimeter/Differential Pressure

Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 TO 9.4 PSI
Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4 TO 9.7 PSI
Red Arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.7 TO 10.0 PSI
DC Ammeter
Learjet 55
Green Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 TO 325 A
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325 A
Learjet 55B/C
Green Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 TO 325 A
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325 A
Red Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325 TO 400

March 2012
DC Voltmeter
Learjet 55
Red Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 TO 35 VOLTS
Learjet 55B
Red Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 TO 35 VOLTS
Yellow Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.5 TO 32 VOLTS
Green Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . 27.5 TO 29.5 VOLTS
Yellow Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 TO 27.5 VOLTS
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 VOLTS
Learjet 55C
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 VOLTS
Yellow Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.5 TO 32 VOLTS
Green Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . 27.5 TO 29.5 VOLTS
Yellow Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 TO 27.5 VOLTS
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 VOLTS
Fan Speed (N1)

Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24% TO 101.5%
Yellow Arc . . . . . . . . . . . . . . . . . . . . . 101.5% TO 103% FOR 1 MINUTE
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103%
Gear Air/Brake Air

Learjet 55
Yellow Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TO 1,800 PSI
Learjet 55/55B/C
Green Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,800 TO 3,000 PSI
Red Segment. . . . . . . . . . . . . . . . . . . . . . . . . . 3,450 PSI TO 3,500 PSI

NOTE: If gear air/brake air bottles are serviced near the high end
of the yellow segment,(slightly above 1,800 PSI) pressure
may drop during flight as the system cools; satisfactory
gear extension and braking can still be expected.

March 2012
Quick Reference
Hydraulic Pressure
Learjet 55
Learjet 55/55B/C
Red Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,750 TO 1,800 PSI
Oil Pressure
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 PSI MINIMUM
Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 TO 38 PSI
Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 TO 46 PSI
Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 TO 55 PSI
Red Line . . . . . . . . . . . . . . . . . . . . 55 PSI FOR 3 MINUTES MAXIMUM
Oil Temperature
Green Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30°C TO 127°C
Yellow Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127°C TO 140°C
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140°C

NOTE: Do not exceed an oil temperature of 127°C below 30,000 ft.
Oxygen Pressure
Yellow Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 TO 300 PSI
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000 PSI
Pitch Trim
Learjet 55/55B
Takeoff Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4° TO 8°
Learjet 55C
Takeoff Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6° TO 9.5°
Standby Airspeed/Mach Indicator

(Learjet 55B/C)
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . 300 KIAS (BELOW 8,000 FT)
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . 350 KIAS (ABOVE 8,000 FT)
Barber Pole. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.74 MI

March 2012
Turbine Speed (N2)
Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 TO 100%
Yellow Arc . . . . . . . . . . . . . . . . . . . . . . 100% TO 103% FOR 1 MINUTE
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103%
Turbine Temperature (ITT)

Aircraft without APR
Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230°C to 885°C
Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885°C TO 907°C
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 907°C
Aircraft with APR
Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230°C TO 885°C
Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885°C TO 929°C
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 907°C
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929°C

March 2012
Quick Reference
System Data Summaries
Electrical System
Power Source DC
Generators (2 engine-driven)
Batteries (2 ni-cad or lead acid)
AC
Static inverters (2)
Third optional inverter
Emergency power pack(s) (1 or 2)
SI-100 Emergency inverter (Learjet 55B/C)
Distribution DC buses
Learjet 55 Generator L/R
Battery L/R
Battery Charging
Essential A/B L/R
Main Power L/R
Main L/R
Blower
Interior
Emergency Battery 1
Optional Emergency Battery 2
AC buses:
AC L/R
26 VAC L/R
Learjet 55B/C Generator L/R
Battery L/R
Battery Charging
Essential A/B L/R
Main Power L/R
Main L/R
Blower
Interior
Emergency L/R
Emergency batteries (2)
AC buses:
AC L/R
26 VAC L/R
Control Switches
START GEN
RESET
Battery
Inverter
Auxiliary inverter (if installed)
EMER BAT
EMER BUS (Learjet 55B/C)

March 2012
Electrical System (continued)
Monitor Annunciators
GEN L/R
BAT 140
BAT 160
DC ammeter
DC voltmeter
BAT TEMP gauge
Protection Circuit breakers
Current limiters
GPU overvoltage – 33 VDC
Generator overvoltage – 31 VDC
Inverter overcurrent – 60 A
Main/Power bus overcurrent – 90 A
Generator – 325 A continuous
Fire Protection System

Power Source Essential B L/R buses
Distribution Each bottle discharges to either engine
Control ENG FIRE PULL T-handle
ENG EXT ARMED switchlights
Monitor ENG FIRE PULL T-handle lights
Red thermal discharge indicator disc
Yellow manual discharge indicator disc
Fire bottle pressure gauge (600 PSI at 70°F –
fully charged)
Protection Overpressure relief: thermal discharge valve on
each bottle
Extinguishing agent backup prevention: two one-way
check valves in lines between bottles

March 2012
Quick Reference
Flight Controls
Ailerons
Power Source Left Essential B bus
Control Control wheel
Monitor Trim indicator
Protection ROLL TRIM CB
Aileron balance tabs
Elevators
Distribution Mechanical cables and pulleys
Stall warning pitch actuator (Learjet 55/55B)
Autopilot pitch actuator
J.E.T. servo for autopilot, stall pusher, and Mach puller
(Learjet 55/55B)
Collins autopilot servo and J.E.T. servo for
stall position and Mach puller (Learjet 55B)
Collins servo for autopilot (Learjet 55C)
Monitor L/R STALL annunciators
Stall margin indicators L/R
Protection PITCH TRIM CB
Stall warning computers L/R
Nudger (Learjet 55/55B)
Shaker
Pusher (Learjet 55/55B)
Mach overspeed puller – Left only (Learjet 55/55B)
Flaps
Power Source Hydraulic pressure
Right Essential B bus
Control Preselect flap position switches
Monitor Flap indicator
Protection Mechanical flap interconnect

March 2012
Pitch Trim – Horizontal Stabilizer
Power Source Learjet 55
Battery Charging bus
Essential B L/R buses
Learjet 55B/C
Right Battery bus
Right Emergency bus
Control Switches
Control wheel
PRI/OFF/SEC
Pedestal trim
Autopilot
Monitor PITCH TRIM annunciator
Trim indicator
Trim speed monitor
Audio trim in motion “clicker”
Flaps 3°
NOTE: In flight, simultaneous illumination of the PITCH TRIM

and MACH TRIM annunciators indicates a MACH TRIM
computer output error.
The Mach trim system is inoperative with the PITCH
TRIM selector switch in the OFF or SEC positions. The
autopilot is inoperative with the PITCH TRIM selector
switch in the OFF position.
Rudder
Power Source Actuation
Left Essential B bus
Indication
Right Essential B bus (Learjet 55)
Right Emergency Power bus (Learjet 55B/C)
Control NOSE LEFT/OFF/RIGHT switch
Monitor RUDDER TRIM indicator
Protection YAW TRIM CB

March 2012
Quick Reference
Spoilers
Power Source Control
Right Emergency bus (Learjet 55B/C)
Actuation
Engine-driven hydraulic pump
Control Spoiler RET/ARM/EXT switch
SPOILERON RESET/TEST switch
Automatic control: Spoileron computer/monitor –
automatic spoiler actuation in conjunction with flap
position for roll augmentation
Monitor Learjet 55 Annunciators
AUG AIL/SPOILER MON
SPOILER
SPOILER ARMED
Learjet 55B/C Annunciators
SPOILER MON
SPOILER ARMED
SPOILER
Squat switches
Autospoiler mode (ARM position): 1 to 4 second time
delay that prevents spoiler deployment on bounced
landing

Power Source Hot Battery L/R buses
Control STALL WARN L/R switches
Monitor Learjet 55/55B
Stick nudger
Stick pusher
Stick shaker (each crew position)
Stall margin indicator (each crew position)
STALL L/R warning annunciators
Learjet 55C
Current limiters

March 2012
Yaw Damper
Power Source Learjet 55 dual yaw dampers
Computer – 115 VAC L/R buses
Actuator – Left Essential B bus (28 VDC)
Learjet 55B dual yaw dampers
Primary (Collins) – Left Essential B bus (28 VDC)
Secondary (J.E.T.) – Left 115 VAC bus and
Emergency bus
Learjet 55C single yaw damper
Emergency bus
Control Yaw damper control panel buttons
PRI
SEC
ENG
PWR

March 2012
Quick Reference
Fuel System
Engine-driven fuel pressure motive flow
Distribution Wing tanks to jet pump or standby pump to engines
Standby pumps to fuselage tank
Transfer pump to wing tanks
Scavenge pumps to main jet pumps
Gravity transfer lines to wings
Engine motive flow to wing jet pumps
Jetor standby pump to:
Fuel filter
Firewall shutoff valve
Pressure switch
Engine-driven fuel pump
Control Switches
STANDBY PUMP
START/GEN
XFR-FILL
GRAVITY XFR
AUX XFR
CROSSFLOW OPEN/CLOSE
ENGINE FIRE PULL T-handle
Monitor Fuel panel lights
JET PUMPS ON/OFF L/R
FUS CAP
WING FULL L/R
FUS TANK FULL/EMPTY
GRAVITY XFR OPEN
CROSSFLOW OPEN
Annunciators
LOW FUEL
FUEL PRESS L/R
FUEL FILTER
FUEL CMPTR L/R
FUEL CFLO (Learjet 55)
FUEL X’FLO (Learjet 55B/C)
Float switch: fuselage tank overfill protection
Fuel vent for negative pressure relief – wing tank
Overpressure relief (center bulkhead)

March 2012
Fuel Capacities
Capacities Fuel Tanks
Wings (Both) Fuselage Aft Fuselage
Gallons useable 425 573 54
Pounds Kerosene 2,848 3,842 359
On aircraft with single-point pressure refueling system, maximum capacity is ob-

tained through fuselage filler. Weight based on 6.7 pounds per U.S. gallon.
Hydraulic System
Power Source Main hydraulic system
Left/right engine-driven hydraulic pumps
(4.0 GPM at 1,550 PSI each)
Auxiliary hydraulic pump
Battery Charging bus (0.5 GPM at 1,125 PSI)
Emergency Power bus
Right Essential A bus (Learjet 55B/C)
Pressure switch (1,000 to 1,125 PSI)
Distribution Engine-driven pumps
Spoilers
Flaps
Gear
Brakes
Auxiliary pump
Flaps
Gear
Brakes
Control HYD PUMP switch
ENG FIRE PULL T-handle
Individual systems controls
Monitor HYD PRESS indicator
LOW HYD PRESS annunciator
Accumulator precharge direct reading gauge
Protection Overpressure relief
Auxiliary pump
Auxiliary pump secondary power supply from Right
Emergency bus (Learjet 55B/C)

March 2012
Quick Reference
Ice and Rain Protection

Wing and Stabilizer Anti-Ice System
Power Source Bleed air
Right Main bus (Learjet 55)
Right Power bus (Learjet 55B/C)
Battery Charging bus: Stabilizer heat
Distribution Bleed air
Bleed air manifold
Wing anti-ice regulator control valve
Wing leading edge diffuser tubes
Left and right wheels
DC power
Stab heat controller/timer
Stab heat element
Control STAB WING HEAT switch
STAB HEAT
WING OV HT
WING TEMP indicator
Windshield Heat Anti-Ice System

Power Source Bleed air manifold
Right Main bus
Distribution Bleed air manifold
Overheat shutoff valve
Windshield heat modulating valve
Heat exchanger
Windshield diffuser outlets
Control WSHLD HT switch
WSHLD HT
WSHLD OV HT
Protection Automatic overheat shutoff
In flight – high-limit thermal switch
Ground – low-limit thermal switch

March 2012
Engine Anti-Ice System
Nacelle inlet lip
Fan spinner
Main bus (Learjet 55)
Pt2/Tt2 probe heat
Power bus (Learjet 55B/C)
Pt2/Tt2 probe heat
Distribution Bleed air mixing valve
Nacelle inlet anti-ice control solenoid valve
Spinner anti-ice control solenoid valve
Control NAC HEAT L/R switches
Amber ENG ICE L/R
Green NAC HT L/R (if installed)
Landing Gear and Brake Systems

Landing Gear System
Power Source Hydraulic system
Emergency gear air bottle
Right Emergency bus/right main battery
(Learjet 55B/C emergency mode)
Distribution Door control valve
Gear control valve
Door actuators
Gear actuators
Nose gear uplock release
Inboard door uplock releases
Air-only uplock releases on nose gear and inboard doors
Hydraulic pressure OVERRIDE check valve
Control LANDING GEAR control lever
EMER BLOW DOWN GEAR EXTEND lever
EMER FREE FALL GEAR EXTEND lever
GEAR CB (pulled for emergency extension)
TEST/MUTE switch
Monitor Pressure gauges
HYD PRESS
BRAKE AIR
GEAR AIR
Indicator lights
3 green LOCKED DN
3 red UNSAFE
Gear warning horn
Squat switch

March 2012
Quick Reference
Brake System
Power Source Rudder pedals – power brake valves
Hydraulic system – disc brake actuation
Left Main bus (Learjet 55)
Left Power bus (Learjet 55B/C)
Emergency brake air bottle
Distribution Hydraulic pressure
Power brake valves
Anti-skid system
Brake fuses
Shuttle valves
Brake assemblies
DC power
Parking brake
Anti-skid computer
Anti-skid control valves
Emergency brake air
Emergency brake valve
Pneumatic-hydraulic emergency brake shuttle valves
Brake actuators
Control Rudder pedals
PARKING BRAKE handle
Monitor ANTI-SKID GEN lights
HYD PRESS LOW annunciator
Amber PARKING BRAKE light (S/N 127 and
subsequent; aircraft with AAK 55-86-1)
Protection Squat switches
Hydraulic fuses

March 2012
Squat Switches
Power Source Left Main bus (Learjet 55)

Distribution Nosewheel steering
Ground Mode Mach trim test mode
Windshield heat low-limit thermoswitch/10 second timer
for WSHLD OV HT annunciator (on landing)
Amber PITCH TRIM annunciator (out of takeoff range)
Single generator current limiting
3° flap input to yaw damper
Autospoilers
Radar transmitter (Learjet 55B/C)
Safety valve vacuum shutoff solenoid
Stabilizer heat disabling/amber STAB HEAT annunciator
Powerplant system – ground idle mode
Left engine – left squat switch
Right engine – right squat switch
Thrust reversers (optional)
Distribution Flaps 25° spoileron
Airborne Mode WING FULL green lights
Gear warning tone (25° or more of flaps with gear UP)
Hobbs meters (optional)
Stall warning system testing
Stall warning lights and shakers (Learjet 55C)
Cabin/cockpit temperature sensor motors
Distribution Cabin pressurization
Ground and/or Fuel transfer switch latch (Learjet 55B/C)
FUEL FILTER annunciator
Airborne Modes Anti-skid system – ground mode
Outboard brakes disabling (left squat switch)
Inboard brakes disabling (right squat switch)
Anti-skid system – airborne mode
All brakes disabling (via anti-skid switch)
Gear retraction circuitry disabling (on ground)
Squat switch relay
Oxygen System
Control Oxygen control selector
PRESS TO TEST knob
NORM MIC/OXY MIC switch
Passenger manual shutoff valve
MAN/AUTO PASS MASK DROP
Crew mask selectors
Pressure-demand – DILUTE/100% and NORM/EMER
Diluter-demand – NORMAL/100%
Monitor Oxygen pressure gauge(s)
Overboard discharge indicator
Visually scan passenger masks
Crew oxygen flow indicator (if installed)
Pressurization system annunciators, gauges
Depressurization lighting

March 2012
Quick Reference
Pneumatic Systems
Air Conditioning/Heating System
Essential A/B L/R buses
Distribution Flow control valve
Temperature control valves
Heat exchanger
Air distribution ducts
Control Switches
CAB AIR
COOL/FAN
COCKPIT AUX FAN
CREW TEMP selector
CABIN TEMP selector
Monitor Cabin temperature gauge
CREW TEMP control
CAB TEMP control
Annunciators
DUCT OV HT
FREON ON (optional)
Auxiliary Heating System (Ground Mode Only)

Operation
Distribution Electrical elements in aft cabin blower duct
Control Switches
AUX HT HIGH/LOW/OFF
CABIN AIR
Protection Two temperature thermal switches
Two thermal fuses

March 2012
Bleed Air System
Power Source Left/right engines HP/LP bleed air
L/R Main buses (Learjet 55)
L/R Power buses (Learjet 55B/C)
Right Essential B bus – BLEED AIR switches
Distribution Aeronca thrust reversers
Engine spinner heat
Alcohol anti-ice reservoir pressurization
Pressurization control system (vacuum jet pump)
Bleed air mixing valve
Nacelle inlet heat
Emergency pressurization valves
Pressure regulator/shutoff valves
Bleed air manifold
Air conditioning/heating system
Windshield defog heat
Wing anti-ice
Control Switches
BLEED AIR L/R
CAB AIR
BLEED AIR L/R
EMER PRESS

Power Source Battery Charging bus
Distribution Freon compressor
Condenser
Evaporators
Control Switches
COOL/FAN/OFF
CABIN AIR
Monitor Fault sensor

March 2012
Quick Reference
Pressurization System
Outside static air
Emergency pressurization
Main L/R buses (Learjet 55)
Power L/R buses (Learjet 55B/C)
Distribution Cabin air exhaust (outflow) valve
Cabin safety valve
Differential pressure relief valves
Cabin altitude limiters
Pressurization aneroid switches
Control Switches
CAB AIR
AUTO/MAN
EMER PRESS OVERRIDE
Cabin air exhaust manual control knob (“cherry-picker”)
CABIN RATE CONTROLLER
CABIN ALT
EMER PRESS
Gauges
CABIN ALT
CABIN CLIMB
Cabin altitude warning horn
Protection Cabin altitude limiters to maintain cabin altitude if
differential pressure valves malfunction

March 2012
Thrust Reverser System – Aeronca
TFE731
Power Source Engine bleed air
Essential A L/R buses (Learjet 55)
Control Piggy-back thrust reverser levers
EMER STOW switch
Test button
Monitor Indicators
UNLOCK/DEPLOY
EMER STOW
BLEED PRESS
Warning horn
Protection Autostow (with unsatisfactory deploy condition)
Emergency stow (pilot-selected)
Two mechanical latches per reverser assembly
Thrust reverser lever lock-out
Asymmetrical thrust prevention
Failsafe design that prevents inadvertent deployment in flight

March 2012
3
Operating Procedures
This section presents four individual elements of flight operations: preflight
inspection, expanded normal procedures, Standard Operating Procedures (SOP),
and maneuvers. Although they are addressed individually in this manual, their
smooth integration is critical to ensuring safe, efficient operations.
The Preflight Inspection chapter illustrates a step-by-step exterior inspection of the

aircraft. Preflight cockpit and cabin checks are also discussed.
The Expanded Normal Procedures chapter presents checklists for normal phases
of operation. Each item, when appropriate, is expanded to include limitations,
cautions, warnings, and light indications.
The Standard Operating Procedures chapter details Pilot Flying/Pilot Not Flying
callouts and oral or physical responses.
The Maneuvers chapter pictorially illustrates normal and emergency profiles.

Additionally, written descriptions are included for most phases of flight with one or
both engines operating.

March 2012

March 2012
3A
Preflight Inspection
Contents

Figure: Preflight Inspection Walkaround Path.......................................... 3A-4
Power Off Checks
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-5
A Left Forward Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-7
B Nose Gear Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-9
C Right Forward Fuselage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-11
D Right Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-13
E Right Main Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-17
F Right Wing – Forward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-19
G Right Wing – Aft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-23
H Right Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-25
I Right Aft Fuselage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-27
J Tail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-31
K Tailcone Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-35
L Left Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-37
M Left Wing – Aft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-39
N Left Wing – Foward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-41
O Left Main Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-45
P Left Fuselage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-47
Power On Checks
Cabin Inspection
Learjet 55 For Training Purposes Only 3A-1

March 2012
3A-2 For Training Purposes Only Learjet 55

March 2012
An essential part of the preparations made before any flight is the
preflight inspection where a crewmember inspects the aircraft to verify
airworthiness. A thorough preflight inspection allows subsequent
inspections during the same-day to be abbreviated.
No detail should be overlooked during the first preflight inspection of
the day. Abnormal conditions (i.e., low tire pressure) must be corrected
before flight. Even minor discrepancies should be rectified before flight
to ensure safety.
The preflight inspection begins with removal of the controls lock.
Exterior inspection proceeds clockwise around the aircraft, beginning
and ending at the entrance door. Finally, the pilot returns to the cockpit
and begins the initial power on checks, then proceeds with the cabin
interior inspection.

March 2012
Preflight Inspection Walkaround Path
N F
O E
M G
L H
K I

March 2012
Power Off Checks

Unfold the preflight diagram on the following page for ease of reference.
Note that the letters A through P identify each segment of the exterior
preflight inspection. Subsequent pages provide sequenced checklists
of each preflight inspection segment. Large locator photos identify the
general location of each inspection. Adjacent photos detail the checklist
terms. Photographs read left to right.
Limitations and specifications noted in the right outside column are
relevant to the checklist.
Before performing the Power Off checks, remove and stow the controls lock.
General
Before starting the exterior inspection, obtain the following:
Flashlight
Standard screwdriver
Fuel sampler
Ladder
Container for fuel sample disposal
All Surfaces. . . . . . . . . . . . . . . . . . . . FREE FROM SNOW/ICE/FROST
Protective Covers/Plugs . . . . . . . . . . . . . . . . . . . . . . . REMOVE/STOW
All Intakes/Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Fasteners/Panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL SECURE
General Condition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
Perform a general condition check of the entire aircraft. Note any
fuel, oil, or hydraulic leaks. Determine cause and have corrected
before flight.
NOTE: If night flight anticipated, check actual operation of
navigation and strobe lights.

March 2012
1
2 3 4
5 6 7

March 2012
A Left Forward Fuselage

1. Upper Door Hinges and Seal: Check the condition of the door
hinges for signs of wear. Check the door seals for tears and rips,
and the door key has been removed.
2. Left Windshield: Inspect the pilot’s windshield for cleanliness,
cracks, nicks, scratches, or other signs of damage. Use a mild soap
or detergent to clean the windshield. Use of solvents damages the
plexiglas. Use a chamois cloth to clean the windshield. Do not use
a dry cloth or paper towels because they create a static charge that
attracts dust and may scratch the windshield.
3. Left Defog Outlet and Alcohol Discharge Outlet: Check the defog
outlet and alcohol discharge outlet for freedom from obstructions.
The defog outlet provides hot engine bleed air for rain removal,
anti-icing, and defogging. The alcohol discharge outlet provides
emergency anti-icing for the pilot’s windshield only.
4. Left Pitot/Static Tube: Remove the cover and check the pitot/static
tube for condition. Check that the holes in the probe are clean and
free from obstructions.
5. Left Stall Warning Vane: Check the left stall warning vane for
freedom of movement over its entire range of travel. Leave the vane
in the down position to prevent inadvertent activation of the stick
shaker by the stall warning system during takeoff.
6. Pitot/Static Drain Valves: Push the pitot and static system drains up
to drain water from the pitot/static lines. Close the valves by pulling
down on the stems. Do not rotate the valve stems as it may damage
the O-rings. Drain only if moisture in the system is suspected.
7. Left Nose Baggage Door: Check the condition of the door hinges
and seals. Close and secure the door; the latches should be flush.
Check the camlock fasteners on the avionics compartment door for
security.
8. Oxygen Blowout Disc (if appropriate): Check for the presence
of the blowout disc. Absence of the disc indicates oxygen bottle
overpressurization and discharge of bottle contents overboard. A
green overboard discharge indicator is usually on the left side of
the nose. On aircraft with the nose-equipped oxygen system,
the indicator is on the right side of the nose. On aircraft with the
vertical-fin equipped oxygen cylinder, the indicator is on the left
side of the vertical stabilizer.
CAUTIO
Do not rub fingers over static ports.

March 2012
1
2 3 4

March 2012
B Nose Gear Area

1. Nose Gear and Wheel Well: Inspect the nose gear wheel area
for evidence of hydraulic leaks. Check that the hydraulic lines are
secure.
2. Nose Wheel and Tire: Check the nose wheel for condition and
security. Check the tire for signs of wear or damage (i.e., cuts, thread
depth). The tire chine must be 0.75 inch from the ground. The nose
wheel tire should be inflated with dry air or nitrogen to 109 ±5 PSI
(loaded) or 105 ±5 PSI (unloaded).
3. Nose Gear Strut: Check the nose gear strut for proper extension.
The strut should be extended between 1.30 and 8.16 inches. Any
deviation beyond these limits requires maintenance action. Have
maintenance service the strut with MIL-H-5606 hydraulic fluid and
either dry air or nitrogen. Do not service the strut with dry air or
nitrogen to bring it within extension limits; there may be a fluid leak.
Insure the uplatch roller is facing forward.
4. Nose Gear Doors: Check the nose gear doors for security and any
evidence of damage.
5. Radome and Erosion Shoe: Check the radome and erosion shoe
for signs of wear, condition, and security. Check that the bonding
strips on either side of the radome are secure. The drain holes
should be clean and clear of obstructions.

March 2012
1
2 3 4
5 6 7

March 2012
C Right Forward Fuselage

1. Total Temperature Probe (SAT/TAS probe): Check that the
temperature probe is clean and free from obstructions, and the
protective cover is removed.
2. Pitot and Static System Drain Valves: Push the valve stems up to
drain water from the system. Pull the stems down to close the drain
valves. Do not rotate the stems as it may damage the valve O-rings.
Drain only if moisture in the system is suspected.
3. Pressurization Static Port: Check that the pressurization port is
clean and free from obstructions.
4. Right Stall Warning Vane: Check the right stall warning vane for
freedom of movement through its entire range of travel. Leave the
vane in the down position to prevent inadvertent activation of the
stick shaker by stall warning system during takeoff.
5. Right Pitot/Static Probe: Remove the cover and check the
pitot/static probe for condition. Check that the holes in the probe are
clean and free from obstructions.
6. Nose Compartment Door: Open the nose compartment door and
visually check the door seals condition. Close and secure the door.
7. Right Defog Outlet: Check the defog outlet for condition and
freedom from obstructions. The defog provides hot engine bleed air
for anti-icing, rain removal, and defogging of the copilot’s windshield.
8. Wing Inspection Light: Check the condition of the wing inspection
light lens for any evidence of damage. Visually inspect the bulb for
any indication of bulb overheating or filament damage.
CAUTIO
Do not rub fingers over static ports.

March 2012
1
2 3 4

March 2012
D Right Fuselage
1. Lower Fuselage and Rotation Beacon: Check the lower fuselage
for general condition. Examine the antennas for security and signs
of damage. Check the condition of the rotating beacon. Examine the
lens for any signs of damage (i.e., cracks).
2. Fuel Drains: Take fuel samples from the seven fuel drains on the
lower fuselage (Figure 3A-1). If there is any evidence of water or
contamination in the fuel, continue draining until the fuel sample is
clear. The following drains must be checked:
Crossover
Left and right wing scavenge pump
Left and right wing sump
Left and right engine fuel.
3. Cabin Windows: Check the windows for condition. Look for any
signs of damage including scratches and nicks. The windows should
not bow outward.
4. Aft Cabin Door (Emergency Exit): Check that the exit handle is
flush with the door. Check the condition of the door and its window.
FUEL
CROSSOVER
RIGHT WING LEFT WING
SCAVENGE PUMP SCAVENGE PUMP

SUMP SUMP

VENT VENT
RIGHT ENGINE LEFT ENGINE

FUEL FUEL
Figure 3A-1: Lower Fuselage - Left and Right Engine Fuel Drain Valves

March 2012
5A 5B 5C
6 7A 7B

March 2012
D Right Fuselage (Continued)

5. Upper Fuselage: Climb up on the wing to inspect the upper fuselage
and antennas (5A). Examine the dorsal fin inlet for condition and
freedom from obstruction (5B). Visually inspect the rotating beacon
and recognition light for lens condition (5C).
6. Fuselage Filler Door: Check that the fuselage filler door is secure.
7. Right Engine Inlet (7A): Check the general condition of the engine
inlet. Examine the inlet for any foreign objects. Inspect the front fan
blades for any evidence of foreign object or other damage including
nicks or cracks. If the fan is windmilling, press on the spinner to stop
the fan; do not grab the fan blades. Examine the Pt2/Tt2 probe for
condition and cleanliness (7B).
8. Generator Cooling Scoop: Check that the generator cooling scoop
is clear.

March 2012
1
2 3 4

March 2012
E Right Main Gear

1. Right Main Gear and Wheel Well: Examine the gear and wheel
well for any evidence of hydraulic leaks. Check that the hydraulic
lines are secure.
2. Landing Light and Gear Doors: Check the condition of the landing
light lens. Check for any signs of bulb overheating, filament damage,
or a burnt out filament. Check that the landing light and gear doors
are secure. The inboard landing gear door should be closed. Insure
the light is installed with the filament vertical.
3. Wheels, Tires, and Brakes: Examine the wheels for any sign
of damage. Inspect both tires for abnormal wear, cord, and tread
damage. Both tires should have approximately the same pressure.
Unequal tire pressures put undue stress on the tire with the higher
pressure. On aircraft not certified for 21,500 lbs takeoff gross
weight, service the main gear tires to 180 ±5 PSI unloaded;
187 ±5 PSI loaded. With the brakes set, there should be a 0.33 inch
brake clearance (slightly loose). On aircraft certified for 21,500 lbs
takeoff gross weight, service the main gear tires to 193 ±5 PSI
unloaded; 201 ±5 PSI loaded. With the brakes set, there should be
a 0.464 inch brake clearance (slightly loose).
4. Landing Gear Strut: With the aircraft loaded in the takeoff
configuration, check the main gear strut for proper extension.
Minimum extension for any takeoff weight between 12,000 and
20,000 lbs is one inch. The maximum extension varies with takeoff
weight. Improper strut extension can be from loss of hydraulic fluid.
Have maintenance fill the strut to the proper level with MILH-5606
hydraulic fluid and charge it with dry air or nitrogen.

March 2012
1
2 3

March 2012
F Right Wing – Forward

1. Wing Leading Edge: Examine the wing leading edge (Figure 3A-2)
for damage from bird strikes and other objects. Check the stall strips
and stall triangles (if installed) for damages, security and presence.
The stall triangle edges must be sharp. Any missing or damaged
triangles seriously affects aircraft performance.
2. Stall Fences: On the Learjet 55 and 55B there are two stall fences
on each wing. On the Learjet 55C there are three stall fences on
each wing. Check the stall fences for security and any evidence of
damage (i.e., bent). The stall fences are crucial to maintaining safe
flight characteristics.
3. Inboard Fuel Vent Ram Air Scoop: Check that the airscoop is clean
and free from obstructions. The airscoop provides ram air in flight for
positive fuel tank pressurization.
Automatic Performance Reserve and Autospoilers.
FULL-CHORD WING STALL

FENCES STRIP
S/Ns 55-003 to 55-086

(except 55-065) (Unmodified)
FULL-CHORD WING TRIANGLE

FENCES STRIP
S/Ns 55-065, 55-087 to 55-134, and

Prior Aircraft with AAK 55-83-4 SEVEN INDIVIDUAL TRIANGLES
LEADING-EDGE FULL-CHORD WING TRIANGLE

FENCE FENCES STRIP
TRIANGLE STRIPS SEVEN INDIVIDUAL TRIANGLES

ROUND-HEAD SCREWS SPACED ALONG
AFT EDGE OF LEADING EDGE
S/Ns 55-135 to 55-147
Figure 3A-2: Wing Leading Edge

March 2012
4 5 6

March 2012
F Right Wing – Forward (Continued)

4. Wing Access Panels: Check that the access panels on the wing
underside are secure. Look for any evidence of fuel leakage.
5. Outboard Fuel Vent Ram Air Scoop and Vent Sump: Check that
the airscoop is clean and free from obstructions. Drain the outboard
vent sump next to the airscoop by pressing up on the valve with an
appropriate tool. Check the drain for leakage.
6. Wing Fuel Filler Cap: Check that the filler cap is secure. The locking
lever should be flush and pointing aft.

March 2012
1
2 3 4
5 6 7

March 2012
G Right Wing – Aft

1. Navigation Light: Examine the navigation light for lens damage and
filament condition.
2. Winglet and Strobe Light: Examine the winglet for damage and Boundary Layer Energizer
security. Pay particular attention to the winglet leading edge for any Limitation
signs of damage or wear. Examine the strobe light for lens damage If one or more BLEs are missing,
restrict airspeed to 0.78 MI.
and filament condition.
3. Static Discharge Wicks: Check the two static discharge wicks on
the winglet trailing edge and the single wick on the wing trailing edge
for presence, security, and condition.
4. Aileron: Check the aileron for freedom of movement. Check that the
balance tab pushrods are secure and that the tab moves opposite
to aileron. Examine the aileron brush seal for condition. The seal
should be lubricated with silicone to prevent moisture retention and
possible aileron freezing at altitude. Check that the drain holes are
clear.
5. Boundary Layer Energizers: There are two rows of 20 Boundary
Layer Energizers (BLEs) on each wing. Check all 40 BLEs for
presence and security. Loss of a BLE affects the safe flight
characteristics of the aircraft and restricts maximum airspeed.
6. Spoiler: Check the spoiler for condition.
7. Flap: Examine the flap for security and any evidence of damage.
Pay particular attention to the underside of the flap for foreign object
damage.

March 2012
1
2 3 4
5 6

March 2012
H Right Engine
1. Engine Oil: Open the engine oil service access door and check oil
level in the sight glass. If oil level appears low, start and run the
engine. Shut down the engine and recheck oil level. If there is no
oil indication, add enough oil to obtain a reading, start the engine,
stabilize at idle, then shut down the engine. Recheck oil level. Secure
the filler cap. Close and secure the access door.
2. Oil Filter Bypass Indicator: Push open the spring-loaded access
door and examine the bypass indicator. If extended, the filter is
bypassing and requires maintenance before dispatch.
3. Nacelle Latches: Check the security of the nacelle doors and
latches.
4. Engine Gang Drain: Check the drain for any signs of blockage or
leaks.
5. Engine Turbine Exhaust Area: Visually examine the engine
exhaust area for signs of damage. Pay particular attention to the
turbine blades; look for any signs of physical or thermal damage.
6. Thrust Reverser Assembly: Check that the thrust reverser blocker
doors are flush with the exhaust nozzle. There should be no more
than a 0.25 inch gap between the aft nacelle and the engine nacelle.
CAUTIO
Be sure the yellow marks align when securing the filler cap, or a
loss of oil could occur due to loosening of the cap during engine
operation.

March 2012
1
2 3

March 2012
I Right Aft Fuselage

1. Single Point Fueling Access Doors: Check that the access doors
are secure.
2. Hydraulic Service Door: Open the service door camlocks with a
screwdriver or hex driver and check for an 850 PSI reading on the
hydraulic accumulator gage; hydraulic system pressure should be
0 PSI. If below 750 PSI, have maintenance service the accumulator
with dry air or nitrogen. Check that the caps on the service ports are
secure. Close the access door. On S/N 090 through 123 there is a
spring-loaded inspection door on the access door for accumulator
pressure checking. On S/N 124 through 147 (Learjet 55B and 55C)
and prior aircraft with FCN 85-17, an inspection window allows
checking of the gage without opening the access door.
3. Aft Fuel Drains: Take fuel samples from the drains (10). If there
is any contamination or water present, investigate further. The aft
drains (Figure 3A-3) are:
Left and right transfer lines
Fuselage tank sump
Aft fuselage tank sump (if installed)
Expansion lines (2)
Fuel filters (2)
Fuel computer (i.e., moisture static drain) (2).

EXPANSION LINE EXPANSION LINE
DRAIN DRAIN

TRANSFER LINE TRANSFER LINE
DRAIN DRAIN
FUSELAGE FUEL VENT

TANK SUMP DRAIN
RIGHT FUEL LEFT FUEL

COMPUTER COMPUTER
DRAIN DRAIN

FILTER DRAIN FILTER DRAIN
Figure 3A-3: Aft Fuel Drains
NOTE: FCN 85-17; Installation of Hydraulic Accumulator

Pressure Indicator Inspection Window.

March 2012
4 5

March 2012
I Right Aft Fuselage (Continued)

4. Fuselage Vent and Single Point Fueling Pressure Vent Screen:
Check that the vent and screen are clean and free from obstructions.
5. Battery Vents: Check that the battery vents are clear.

March 2012
1
2 3 4
5 6 7

March 2012
J Tail
1. Right VOR/LOC and ELT Antennas: Check the condition of the
VOR/LOC antenna on the vertical stabilizer.
2. Drag Chute: Check that the drag chute cap is secure. The drag
chute requires an inspection every six months.
3. Vertical and Horizontal Stabilizer: Examine the vertical and
horizontal stabilizer, elevators, rudder, and trim tab for appearance
and security.
4. Static Dischargers: Examine the dischargers for presence, security,
and appearance. There are three dischargers on each elevator, one
on the vertical stabilizer stinger, and one below the tailcone stinger.
On the Learjet 55C, a static discharger on each delta fin replaces
the single discharger below the tailcone stinger.
5. Boundary Layer Energizers (Learjet 55C): Examine the boundary
layer energizers on the lower surface of the horizontal stabilizer.
Note any missing BLEs.
6. Navigation and Strobe Lights: Check the condition and security of
the lights and lenses.
7. Radio Altimeter Antenna: Check the condition and security of the
antenna.

March 2012
8 9

March 2012
J Tail (Continued)
8. Oxygen Discharge Indicator: Check for the presence of the
discharge indicator. If the oxygen bottle overpressurizes and vents
overboard, the indicator is “blown out.” Have maintenance service
the oxygen bottle and replace the indicator.
9. Left VOR/LOC and ELT Antennas: Visually check the condition
and security of the antennas.

March 2012
1
2 3 4
5 6

March 2012
K Tailcone Compartment
1. Tailcone Compartment Access Door: Open the access door and
prop it open with the rod. Turn on the light switch on the door edge;
a microswitch in the door turns the light off with the door closed.
Examine the compartment for any evidence of fluid leaks.
2. Control Cables and Drag Chute: Check the condition of the
exposed control cables. Examine the drag chute canister for security
and check that the riser is hooked and stowed neatly next to the
canister.
3. Battery: Check the battery cables, battery temperature sensor
connections, and battery case drain tubes for condition and security.
4. Current Limiters: Visually examine the current limiters to make
sure that all are intact and not blown.
5. Hydraulic Reservoir: Check the hydraulic reservoir quantity through
the sight glass; the hydraulic system must be at 0 PSI (no pressure)
for a proper quantity check.
6. Freon Compressor: Check the Freon compressor belt for condition,
security, and proper tension.
Turn the light off, close the door, and verify that it is secure.

March 2012
1
2 3 4
5 6 7

March 2012
L Left Engine
1. Aft Baggage Door: Check that the baggage door is secure.
2. Fire Extinguisher Indicator Discs: Check that two indicator discs
are present. The yellow disc blows out if the fire extinguisher bottle
discharges normally into the engine. The red disc blows out if the
bottle overpressurizes and bottle contents vent overboard.
3. Oil Filter Bypass Indicator: Push open the spring-loaded access
door and examine the indicator. If extended, the filter is bypassing
and requires maintenance before flight.
4. Thrust Reverser: Check that thrust reverser blocker doors are flush
with the exhaust nozzle (stowed). There should be no more than a
0.25 inch gap between the aft nacelle (translating structure) and the
engine nacelle.
5. Engine Turbine Exhaust Area: Pay particular attention to the
turbine blades; look for any signs of physical or thermal damage.
6. Engine Gang Drain: Check the drain for any signs of blockage or
fluid leaks.
7. Nacelle Latches: Check the security of nacelle doors and latches.
8. Engine Oil: Open the service access door and check oil quantity with
the dipstick. If oil level appears low, start and run the engine. Shut
down the engine and recheck oil level. If there is no oil indication, add
enough to obtain a reading; do not overfill. Start the engine, stabilize
at idle, then shut down the engine. Recheck oil level. Secure the cap
ensuring that the yellow lines match. Close and secure the access
door.
CAUTIO
operation.

March 2012
1
2 3 4
5 6 7

March 2012
M Left Wing – Aft

1. Flap: Examine the flap for security and any evidence of damage.
Pay particular attention to the underside of the flap for foreign object
damage.
2. Spoiler: Check the spoiler for condition.
3. Boundary Layer Energizers: There are two rows of 10 Boundary
Layer Energizers (BLEs) on the wing. Check all 20 BLEs for presence
and security. Loss of a BLE affects the safe flight characteristics of
the aircraft and restricts maximum airspeed (MMO) to Mach 0.78.
4. Aileron: Check the aileron for freedom of movement. Check that
the balance tab pushrods are secure and that the tab moves in
the opposite direction of the aileron. Examine the brush seal for
condition. The seal should be lubricated with silicone to prevent
moisture retention and possible aileron freezing at altitude. Check
that the aileron drain holes are clear.
5. Static Discharge Wicks: Check the two static discharge wicks on
the winglet trailing edge and the single wick on the wing trailing edge
for presence, security, and condition.
6. Winglet and Strobe Light: Examine the winglet for damage and
security. Pay particular attention to the winglet leading edge for any
signs of damage or wear. Examine the strobe light lens for damage
and filament condition.
7. Navigation Light: Examine the navigation light for lens damage and
filament condition.

March 2012
1
2 3 4

March 2012
N Left Wing – Foward

1. Wing Fuel Filler Cap: Check that the filler cap is secure. The locking
lever should be flush and pointing aft.
2. Outboard Fuel Vent Ram Air Scoop and Vent Sump: Check that
the airscoop is clean and free from obstructions. Drain the outboard
vent sump next to the airscoop by pressing up on the valve with the
appropriate tool. Check the drain for leakage.
3. Wing Access Panels: Check that the access panels on the wing
underside are secure. Look for any evidence of fuel leakage.
4. Inboard Fuel Vent Ram Air Scoop: Check that the airscoop is
clean and free from obstructions. The airscoop provides positive fuel
tank pressurization in flight.

Automatic Performance Reserve and Autospoilers.

March 2012
5 6

March 2012
N Left Wing – Foward (continued)

5. Stall Fences: On the Learjet 55 and 55B there are two stall fences
on each wing. On the Learjet 55C there are three stall fences on
each wing. Check the stall fences for security and any evidence of
damage (i.e., bent). The stall fences are crucial to maintaining safe
flight characteristics.
6. Wing Leading Edge: Examine the wing leading edge (Figure 3A-4)
for damage from bird strikes and other objects. Check the stall strips
and stall triangles (if installed) for damages, security and presence.
The stall triangle edges must be sharp. Any missing or damaged
triangles seriously affects aircraft performance.
STALL FULL-CHORD WING

STRIP FENCES
S/Ns 55-003 to 55-086

(except 55-065) (Unmodified)
TRIANGLE FULL-CHORD WING

STRIP FENCES
S/Ns 55-065, 55-087 to 55-134, and

SEVEN INDIVIDUAL TRIANGLES Prior Aircraft with AAK 55-83-4
TRIANGLE FULL-CHORD WING LEADING-EDGE

STRIP FENCES FENCE
SEVEN INDIVIDUAL TRIANGLES TRIANGLE STRIPS

S/Ns 55-135 to 55-147
Figure 3A-4: Wing Leading Edge

March 2012
1
2 3 4

March 2012
O Left Main Gear

1. Main Gear and Wheel Well: Examine the gear and wheel well for
any evidence of hydraulic leaks. Check that the hydraulic lines are
secure.
2. Landing Light and Gear Doors: Check the condition of the landing
light lens. Check for any signs of bulb overheating, filament damage,
or a burnt out filament. Check that the landing light and gear doors
are secure. The inboard landing gear door should be closed. Insure
that the light is installed with the filament vertical.
3. Wheels, Tires, and Brakes: Examine the wheels for any sign of
damage. Inspect both tires for abnormal wear, cord and tread
damage. Both tires should have approximately the same pressure.
Unequal tire pressures put undue stress on the tire with the higher
pressure. On aircraft not certified for 21,500 lbs takeoff gross
weight, service the main gear tires to 180 ±5 PSI unloaded;
187 ±5 PSI loaded. With the brakes set, there should be a 0.33 inch
brake clearance (slightly loose). On aircraft certified for 21,500 lbs
takeoff gross weight, service the main gear tires to 193 ±5 PSI
unloaded; 201 ±5 PSI loaded. With the brakes set, there should be
a 0.464 inch brake clearance (slightly loose).
4. Landing Gear Strut: With the aircraft loaded in the takeoff
configuration, check the main gear strut for proper extension.
Minimum extension for any takeoff weight between 12,000 and
20,000 lbs is one inch. The maximum extension varies with takeoff
weight. Improper strut extension can be from loss of hydraulic fluid.
Have maintenance fill the strut to the proper level with MILH- 5606
hydraulic fluid and charge it with dry air or nitrogen.

March 2012
1A
1B 2

March 2012
P Left Fuselage
1. Left Engine Inlet (1A): Climb on the wing to check the general
condition of the engine inlet. Examine the inlet for any foreign objects.
Inspect the front fan blades for any evidence of foreign object or other
damage including nicks or cracks. If the fan is windmilling, press on
the spinner to stop the fan; do not grab the fan blades. Examine the
Pt2/Tt2 probe for condition and cleanliness (1B).
2. Generator Cooling Scoop: Check that the generator cooling scoop
is clear.
After completing the exterior inspection, return to the cockpit to
accomplish the power on checks.

March 2012
1 2 3

March 2012
Power On Checks
1. Battery Switches: Turn both switches ON to provide power for the
power on checks.
2. Pitot Heat Switches: Turn both PITOT HEAT switches ON to warm
the pitot/static probes, stall warning vanes, and pressurization static
port on right side of the fuselage for a heater check.
3. Exterior Light Switches: Turn all exterior light switches on to verify
operation of the lights.
After turning on the batteries, pitot heat, stall warning, and exterior
light switches exit the aircraft and quickly walk around the aircraft to
check light operation. Check that the pitot and stall warning heaters
are operating. Exercise extreme caution when touching the pitot/static
probes and stall warning vanes as they get very hot and may cause
severe burns. Re-enter the cockpit and turn the switches OFF.

March 2012
1 2 3

March 2012
Cabin Inspection
1. Baggage: Secure all baggage on the aircraft.
2. Aft Cabin Door: Check that the aft cabin door (emergency exit) is
closed and latched with the handle pointing aft, the lock pin removed,
and the access to the door unobstructed.
3. Lavatory Waste: Ensure that the lavatory waste container is empty.
4. Aisle: Check that the aisle is clear.
5. Passenger Briefing: According to Part 91.519 requirements, the pilot-
in-command or a crew member briefs the passengers on smoking,
use of safety belts; location and operation of the passenger entry
door and emergency exits, location and use of survival equipment,
and normal and emergency use of oxygen equipment. For flights
over water, the briefing should include ditching procedures and use
of flotation equipment. An exception to the oral briefing rule is if the
pilot-in-command determines the passengers are familiar with the
briefing content. A printed card with above information should be
available to each passenger to supplement the oral briefing.

March 2012

March 2012
3B
Expanded Normal Procedures
Contents
Checklist Usage

Figure: Cockpit Flow Pattern.................................................................... 3B-6
Normal Procedures
Before Starting Engines.......................................................................... 3B-7
Trim Systems Operational Check...................................................... 3B-13
Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-18
Before Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-23
Taxi and Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-24
Runway Lineup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-26
After Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-27
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-28
Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-28
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-28
FL180/Transition Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-29
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-29
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-30
Go-Around/Balked Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-30
After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-31
After Clearing Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-31
Quick Turnaround. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-31
Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-32
Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-32
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-33
Towing/Taxiing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-33
Nose Gear Towing............................................................................. 3B-35
Main Gear Towing.............................................................................. 3B-36
Taxiing............................................................................................... 3B-37
Storage and Restoring
Storage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-39
Parking (0 to 7 Days)......................................................................... 3B-39
Flyable Storage (7 to 30 Days).......................................................... 3B-39
Prolonged Storage (31 Days to 6 Months)........................................ 3B-40
Indefinite Storage (More than 6 Months)........................................... 3B-43
Restoring After Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-44
Restoring from Flying Storage
(7 to 30 Days).................................................................................... 3B-44
Restoring from Prolonged Storage
(31 Days to 6 Months)....................................................................... 3B-44
Restoring from Indefinite Storage
(More than 6 Months)........................................................................ 3B-45
Learjet 55 For Training Purposes Only 3B-1

March 2012
Hot Weather/Desert Operations
Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-47
Engine Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-47
Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-47
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-47
Shutdown/Postflight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-48
Cold Weather Operations
Preflight Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-49
Engine Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-50
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-50
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-51
After Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-51
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-51
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-51
After Clearing Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-52
Shutdown and Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-52
Deicing Supplemental Information . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-53
Deicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-53
Deicing Fluids.................................................................................... 3B-53
Deicing Procedures........................................................................... 3B-54
Post Deicing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-56
Deicing Inspection............................................................................. 3B-56
Taxi.................................................................................................... 3B-56
Pre-Takeoff Inspection....................................................................... 3B-57
Takeoff............................................................................................... 3B-57
Approach and Landing...................................................................... 3B-57
Deicing/Anti- Icing Fluid Application
3B-2 For Training Purposes Only Learjet 55

March 2012
Expanded Normal
Procedures
This section outlines and expands normal operating procedures
and includes applicable cautions and warnings as well as limitations
highlighted in blue boxes. This expanded normal checklist follows
the sequence of the abbreviated normal checklists presented in the
CAE Operating Handbook.
In addition, this chapter addresses parking, mooring, towing, taxiing,
storing and restoring requirements. Finally, cold and hot weather
operations are detailed.

March 2012

March 2012
Checklist Usage
Tasks are executed in one of two ways:
As a sequence that uses the layout of the cockpit controls and
indicators as cues (i.e., “flow pattern”)
As a sequence of tasks organized by event rather than panel location
(e.g., After Takeoff, Gear – RETRACT, Yaw Damper – ENGAGE).
Placing items in a flow pattern or series provides organization and serves
as a memory aid.
A challenge-response review of the checklist follows execution of the tasks;
the PNF calls the item, and the appropriate pilot responds by verifying its
condition (e.g., Engine Anti-Ice (challenge) – ON (response).
Two elements are inherent in execution of normal procedures:
Use of either the cockpit layout or event cues to prompt correct
switch and/or control positions
Use of normal checklist as “done” lists.

March 2012
Cockpit Flow Pattern

March 2012
Normal Procedures
Before Starting Engines

Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
Safety Belts, Harness/Seat. . . . . . . . . . . SECURED and ADJUSTED
Ensure that seat is adjusted so that full travel can be obtained on all
controls.
Rudder Pedals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
Adjust so full locked leg will yield full rudder.
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
Check the left and right circuit breaker panel visually. Always use a
flashlight at night.
LANDING GEAR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Emergency Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/ON
Aircraft with Dual Emergency Battery System:
EMER PWR BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
The EMER PWR 1 annunciator illuminates. Check standby
attitude gyro for operation and background light illumination.
Check the N1 indicators for operation and background light
illumination. Check the pilot’s altimeter for operation and lighting
(turn off the pilot’s INSTR dimmer switch for full bright operation).
Check the standby altimeter for operation and lighting.
EMERG PWR BAT 2 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The EMER PWR 2 annunciator illuminates. Check Comm 2
Radio power light illuminates.
Check all previous indications with the addition of the landing
gear indicator lights are illuminated. Check the standby altimeter
for vibrator operation.
Both EMER PWR Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
All Battery Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Both EMER PWR annunciators extinguish.
For Through Flight:
Both EMERG BAT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check attitude gyro for starting and erection and background
light illumination.

March 2012
Aircraft with Single Emergency Battery System:
EMER PWR BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
The EMER PWR 1 annunciator illuminates. Check standby
attitude gyro for operation and background light illumination.
Check the N1 indicators for operation and background light
illumination. Check the pilot’s altimeter for operation and lighting
(turn off the pilot’s INSTR dimmer switch for full bright operation).
Check the standby altimeter for operation and lighting.
The EMER PWR 2 annunciator illuminates. Check Comm 2
Radio power light illuminates.
Check all previous indications with the addition of the landing
gear indicator lights are illuminated. Check the standby altimeter
for vibrator operation.
All Battery Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The EMER PWR annunciator extinguishes.
For Through Flight:
EMERG BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check attitude gyro for starting and erection.
For Through Flight:
Both BAT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NOTE: On aircraft with lead acid batteries, do not attempt
a battery start with less than 24 VDC each battery at
21°C (70° F) or below, or less than 25 VDC each battery
at 43°C (110°F) or above. Interpolate for temperatures
between 21°C and 43°C (70°F and 110°F).
On aircraft with nickel-cadmium batteries, do not
attempt a battery start with less than 23 VDC each battery.
Panel Switches and Avionics. . . . . . . . . . . . . . . . . . . . . OFF or SET

Audio Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/OFF
Radio Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL CMPTR Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
STATIC SOURCE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH
Ground Idle (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BLEED AIR Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER PRESS Override . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
JET PUMP Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PITCH TRIM Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRI
Battery Check:
BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BAT 1
Check for proper voltage. Check both EMER PWR annunciators
extinguish.

March 2012
BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

BAT 2 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BAT 2
Check for proper voltage.
BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BAT 1
For Through Flight:
Both BAT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
N1, N2, ITT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAGS PULLED
If Connecting GPU:
BAT 1/BAT 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connect
BAT 1/BAT 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Inverters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/PRI ON
Primary Inverter Switch. . . . . . . . . . . . . . . . . . . . . . PRI/LIGHT OUT
Sec/Aux Inverter Switches. . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L /R AC Volts. . . . . . . . . . CHECK/WITHIN GREEN (110-130V)
Sec Inverter Switch. . . . . . . . . . . . . . . . . . . . . . . . . SEC/LIGHTOUT
Primary Inverter Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L /R AC Volts. . . . . . . . . . CHECK/WITHIN GREEN (110-130v)
Aux Inverter (if installed). . . . . . . . . . . . . . . . . . . . . . . . . . ON/L BUS
Sec Inverter Switch. . . . . . . . . . . . . . . . . OFF/AUX LIGHT OUT
L/R AC Volts. . . . . . . . . . . CHECK/WITHIN GREEN (110-130V)
Bus Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BUS
L/R AC Volts. . . . . . . . . . . CHECK/WITHIN GREEN (110-130V)
All Inverter Switches (PRI, SEC, AUX) . . . . . . . . . . . . . . . . . ON
Emergency Lights (if installed) . . . . . . . . . . . . . . . . . . TEST/ARMED
Emergency Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Emergency Lights should come on.
Emergency Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED
External Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
System Pressure:
Hydraulic Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
In the green arc (1,000 PSI).
Gear Air/Brake Air Pressure. . . . . . . . . . . . . . . . . . . . . CHECKED
All indications in the green arc (1,800 to 3,000 PSI).
Parking Break . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NO SMOKING/SEAT BELT Switch. . . . . . . . . . . . . . . . . . . . . . . . . ON
Passenger Mask Drop Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Passenger Oxygen Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
OX PRESS Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Crew Masks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
CAUTIO
Ensure unit is regulated to 28 VDC and limited to 1,100 Amps
maximum and a minimum output of 500 Amps if temperature is
below 0°C (32°F).

March 2012
NOTE: All batteries must be turned off prior to connecting a GPU.
This is to prevent shock hazard to ground personnel.
NOTE: If GPU is available, check inverter here. If not, then

check after engine start.
Pressurization Controls:
Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Cabin Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AUTO/MAN Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Cabin Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ALTITUDE
Rate Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Temp Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Fuel Panel:
Fuel Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Fuel Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZEROED
Standby Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Left Standby Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check that the red L FUEL PRESS light extinguishes.
Left Standby Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Right Standby Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check that the red R FUEL PRESS light extinguishes.
Right Standby Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUS CAP light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Gravity XFER-Fill/AUX XFER/FF/CLOSED
FUS TANK GRAVITY XFR Switch. . . . . . . . . . . . . . . . . CLOSED
FUS TANK XFER-FILL Switch (Normal Xfer) . . . . . . . . . . . OFF
FUS TANK AUX XFR SWITCH. . . . . . . . . . . . . . . . . . . . . . OFF
CROSSFLOW Switch . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
AFT FUS TANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/OFF
AFT FUS TANK XFR-FILL Switch (if installed) . . . . . . . . . OFF
AFT FUS TANK AUX XFR Switch (if installed) . . . . . . . . . . . . OFF
Annunciator Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Verify Altimeter/ADDUs display aircraft configuration for 3 seconds,
followed by a blank display for 1 second, followed by a display
test. Verify illumination of ALT and DH indicators on both Altimeter/
ADDUs.
Check annunciators, MSTR WARN, ANTI-SKID, AIR IGN, START,
and fuel panel lights illuminate. Check the automatic warning light
dimming by covering the photoelectric cells during daylight and with
a flashlight in darkness. Check for audible indication of scavenge
pump operation.

March 2012
Warning Systems:
Ice Detect Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Gear Warning Test/Mute Switch . . . . . . . . . . . . . . . . . . . . . . . TEST
The three red unsafe lights illuminate and the warning horn
sounds.
Right Thrust Lever Mute Switch . . . . . . . . . . . . . . . . . . . DEPRESS
If the optional horn silence switch is installed in the right thrust
lever, depress the horn silence switch while holding the gear
warning test switch in test to silence the gear horn.
Fire Detect. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TESTED
It is recommended that one engine be started after Fire Detect
is tested if external power is not being used. Refer to STARTING
ENGINES, this section.
Cabin Altitude Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
SYS TEST Switch - Rotate to CAB ALT, then depress and hold TEST
button. Cabin altitude warning horn shall sound.
HORN SILENCE Switch - Engage, Cabin altitude warning shall cease.
TEST Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Release
HORN SILENCE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mach Overspeed and Stick Puller:
Rotary Test Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MACH
Left Stall Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
An inverter must be ON also.
Control Column. . . . . . . . . . . . . . . . . . . . . . HOLD AT MID-TRAVEL
Test Button. . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS AND HOLD
The overspeed warning sounds and the stick puller moves the
control column sharply aft. Continue holding the test switch; the
stick puller releases. After a momentary delay, the overspeed
warning and puller re-actuate. Release the test button.
Left Stall Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mach Trim System:
Rotary Test Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . MACH TRIM
The pitch trim system runs nose-up for a few seconds, then the
trim stops and the overspeed horn sounds. The red MACH TRIM
light on the annunciator illuminates. Release the test button.
Stall Warning Systems:
Rotary Test Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L STALL
L/R Stall Warnings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

March 2012
Set according to AFM.
While Holding Control Wheel in Neutral Position:
Test the right stall warning the same way as the left.
Test Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
The right stall must be tested a second time.
Control Wheel Master Switch . . . . . . . . . . . . DEPRESS AND HOLD
Test responses will be the same as above until the indicator
reaches the yellow and red zone. The stall system NUDGER and
PUSHER do not operate and the aural tone sounds continuously
while the indicator is in the yellow or red segment. The aural tone
is a warning that the NUDGER and PUSHER should be working
but are not as they were disabled by activating the control wheel
master switch.
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATE
NOTE: This step may be accomplished prior to the spoileron
check and after one engine is started.
Auxiliary hydraulic pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Move the flap switch from full up to full down while watching the left
stall margin indicator. At least one significant shift on the indicator
should be seen. While watching the right indicator, move the flap
switch full up. Again, one significant change should be seen. There
are three significant shifts as the flaps pass 3°, 13°, and 25° moving
up or down.
Mach Monitor
Rotary Test Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . MACH MON
Check that the pitch trim is set in the takeoff segment (takeoff
PIE) on the indicator and the PITCH TRIM light is extinguished.
Primary Pitch Trim (nose up or down). . . . . . . . . . . . . . . OPERATE
Test Button (while trim is in motion). . . . . . . . . . . . . . . . . DEPRESS
Check that the trim operation stops and the PITCH TRIM AND
MACH TRIM lights illuminate.
Trim Speed Monitor
Pitch Trim. . . . . . . . . . . . . SET ON OR JUST ABOVE INDEX MARK
Rotary Test Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIM SPD
Pitch Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATE NOSE-UP
The moment the amber PITCH TRIM light illuminates, stop
trimming.

March 2012

Verify that the trim indicator is below the index but above the bottom
of the takeoff PIE. Check that the PITCH TRIM light does not stay on
after the test button is released. If the trim input is held too long, the
trim movement positions the trim indicator outside the takeoff range
and the PITCH TRIM light remains illuminated.
Primary Pitch Trim. . . . . . . . . . . TRIM NOSE-UP OR NOSE-DOWN
Observe that the pitch trim rate is faster when the trim indicator
is on the nose-up side of the index.
Rotary Test Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Third Attitude Gyro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCAGE
Trim Check:
The following procedure accomplishes Trim System preflight check.
See AFM Sec 2 for complete Systems Operational Check.
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Secondary Pitch and Cutout. . . . . . . . . . . . . . . . . . . . . . CHECKED
Primary Pitch and Cutout. . . . . . . . . . . . . . . . . . . . . . CHECKED
Aileron. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Trim Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Takeoff Trim (All Three Axes). . . . . . . . . . . . . . . . . . . . . . . . SET
PITCH TRIM Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Trim Systems Operational Check

The following procedure performs the complete three-axis trim systems
operational check and includes trim monitors, switch function, trim arming,
disconnect, and trim speed checks. This check must be completed a
minimum of once every 10 hours of airplane flight operation.
Battery Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
INVERTER Switch (PRI or SEC). . . . . . . . . . . . . . . . . . . . . . . . . . . . On
On aircraft 55-042 and subsequent. . . . . . . . . . . . . . . . . . . . Flaps Up
NOTE: To ensure proper operational check of the PITCH TRIM
light functions, the following checks must be conducted
with pitch trim within the T.O. segment.
NOTE: Throughout the following checks, verify that the

trim-in-motion audio clicker sounds approximately
1 second after initiating pitch trim. On aircraft 55-042
and subsequent, the trim- in-motion audio clicker will
not sound when the flaps are lowered beyond 3°.

March 2012
Pitch Trim. . . . . . . . . . . . . . . . . . . . . . . . . Set PITCH TRIM indicator
pointer within T.O. segment
PITCH TRIM Selector Switch (pedestal). . . . . . . . . . . . . . . . . . . . . . . . SEC
NOSE DN-OFF-NOSE UP Switch (pedestal) — Check operation as
follows:
Operate NOSE UP and NOSE DN. Horizontal stabilizer trim
movement shall occur in both directions
Check that depressing the pilot’s Control Wheel Master Switch
(MSW) while trimming NOSE UP and NOSE DN will stop trim
motion while Control Wheel Master Switch (MSW) is held.
Repeat using copilot’s Control Wheel Master Switch (MSW).
Pilot’s Control Wheel Trim Switch (arming button depressed) — Operate
NOSE UP and NOSE DN. Trim motion shall not occur and amber
PITCH TRIM light shall illuminate. Repeat using copilot’s Control Wheel
Trim Switch.
NOTE: Illumination of the amber PITCH TRIM light indicates
that a pitch trim change has been commanded of the
primary pitch trim system and the system cannot comply
because secondary pitch trim is selected.
PITCH TRIM Selector Switch (pedestal) — OFF.

Amber PITCH TRIM light will illuminate.
NOSE DN-OFF-NOSE UP Switch (pedestal) — Operate NOSE
UP and NOSE DN. Trim motion shall not occur
Pilot’s Control Wheel Trim Switch (arming button depressed) —
Operate NOSE UP and NOSE DN. Trim motion shall not occur.
Repeat using copilot’s Control Wheel Trim Switch.
NOTE: Illumination of the amber PITCH TRIM light indicates that
power is on the aircraft and the PITCH TRIM selector
switch is in the OFF position.
PITCH TRIM Selector Switch (pedestal) — PRI. Amber PITCH TRIM light
shall extinguish.
a. Pilot’s and Copilot’s Control Wheel Trim Switches — Check
individually as follows:
Without depressing arming button, move switch NOSE UP,
NOSE DN, LWD, and RWD. Trim motion shall not occur
Depress arming button. Trim motion shall not occur
Depress arming button and move switch NOSE UP, NOSE DN,
LWD, and RWD. Trim motion shall occur in all directions
Check that depressing pilot’s Control Wheel Master Switch
(MSW) while trimming NOSE UP and NOSE DN will stop trim
motion. The pitch trim cannot be reactivated until both the
trim input and the Control Wheel Master Switch (MSW) are
released. Repeat step using copilot’s trim. Repeat for each
trim position.

March 2012
Trim Speed — Check as follows:

Control Wheel Trim Switch — Trim as required to assure PITCH
TRIM indicator pointer passes index point (). Trim rate shall
change as pointer passes the index point ()
Control Wheel Trim Switch — Trim in opposite direction, assure
PITCH TRIM indicator pointer passes index point (). Verify trim
rate change.
NOTE: Trim rate with PITCH TRIM indicator pointer on N DN
(high airspeed) side of index point is approximately
onefourth the trim rate with pointer on N UP (low
airspeed) side of index point ().
Either Control Wheel Trim Switch (arming button depressed) — Operate

as required to move PITCH TRIM indicator pointer through the entire
T.O. segment. The amber PITCH TRIM light shall illuminate when the
indicator pointer is approximately ½° outside of T.O. segment and shall
be extinguished whenever indicator pointer is within T.O. segment.
Rudder Trim Switch (pedestal) — Check operation as follows:
Move each half of switch separately to NOSE LEFT and NOSE
RIGHT. Trim motion shall not occur
Move both halves of switch simultaneously to NOSE LEFT and
NOSE RIGHT. Trim motion shall occur.
See Table 3B-1 for T/O Trim – CG Function for T/O Trim Setting.
Center of Gravity - % MAC
-4 0 4 8 12 16 20 24 28 29
T/O Trim
8.0 7.5 7.1 6.6 6.1 5.6 5.1 4.6 4.2 4.0
Setting Degrees
Table 3B-1: T/O Trim - CG Function for T/O Trim Setting
Autopilot Master / Monitors . . . . . . . . . . . . . . . . . . . . . ON/CHECKED

Lear 55 – 550 Autopilot
Autopilot Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
AUTOPILOT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PWR light on autopilot controller (glare shield) illuminates.
TST Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
All lights on autopilot controller illuminate.
ENG and TST Buttons Button. . . . . . . . . . . . . . . . . . . . . DEPRESS
Depress the engage and test buttons simultaneously, then release. MON,
PITCH, and ROLL lights illuminate then extinguish and the disengage
tone sounds. The ROLL light goes out in approximately 6 seconds and
the PITCH light goes out in approximately 9 seconds. PWR light remains
illuminated.
NOTE: The Lear 55 Autopilot monitor test is for preflight. For
a complete autopilot operational check, refer to flight
manual supplement J.E.T. FC-550.

March 2012
Yaw Damper Operational Check
The following procedure accomplishes the minimum yaw damper check.
For a complete yaw damper check, refer to the AFM, Section 2.
Battery Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
INVERTER Switch (PRI or SEC). . . . . . . . . . . . . . . . . . . . . . . . . . . . On
AUTOPILOT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
PRI PWR and SEC PWR Buttons (Y/D panel on pedestal) . Depress
PRI ON and SEC ON annunciators will illuminate.
TST Button (Y/D panel). . . . . . . . . . . . . . . . . . . Depress and hold.
PRI ENG and SEC ENG annunciators shall illuminate and both
yaw damper force indicators shall deflect right, then slowly deflect
left. Release TST button and note that PRI ENG and SEC ENG
annunciators extinguish.
NOTE: On aircraft 55-003 thru 55-046 with 501-1298-02 or -03
yaw damper computers, the flaps must be full UP to
assure proper yaw damper self test. On other aircraft,
the flaps may be in any position during the yaw damper
self test.
SEC ENG Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Depress

SEC ENG annunciator shall illuminate.
Rudder Pedals. . . . . Depress one pedal, then the other.
It shall be possible to depress each rudder pedal against the yaw
damper opposition.
Hold pressure against one rudder pedal, then FLAP Switch. . . . . 8°
Yaw damper opposition shall decrease as flaps are lowered.
Autopilot ENG Button . . . . . . . . . . . . . . . . . . . . . . . . . . . Depress
Yaw damper opposition shall increase to the original level.
Control Wheel Master Switch (MSW) . . . . . . . . . . . . . . . . . . Depress
SEC ENG annunciator will extinguish, yaw damper will disengage,
autopilot will disengage, and disengage tone will sound.
FLAP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
PRI ENG Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Depress
PRI ENG annunciator shall illuminate.
Rudder Pedals. . . . . . . . . Alternately depress each pedal
It shall be possible to depress each rudder pedal against the yaw
damper opposition.
Hold pressure against one rudder pedal, then. . FLAP Switch to 8°
Yaw damper opposition shall decrease as flaps are lowered.
Autopilot ENG Button . . . . . . . . . . . . . . . . . . . . . . . . . . . Depress
Yaw damper opposition shall increase to the original level.
AUTOPILOT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
NOTE: If retesting is desired, wait at least 5 seconds for the test
circuit to reset before reengaging the TST button.

March 2012
Yaw Damper Mode Switching — Check as follows:

SEC ENG Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Depress
PRI ENG annunciator shall extinguish and SEC ENG annunciator
shall illuminate.
PRI ENG Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Depress
SEC ENG annunciator shall extinguish and PRI ENG annunciator
shall illuminate.
Yaw Damper Disengage Functions — Check as follows:
Control Wheel Master Switch (MSW) . . . . . . . . . . . . . . . Depress
PRI ENG annunciator shall extinguish, yaw damper shall
disengage, and disengage tone shall sound.
SEC ENG annunciator will illuminate.
Control Wheel Master Switch (MSW) . . . . . . . . . . . . . . . Depress
SEC ENG annunciator shall extinguish, yaw damper shall
disengage, and disengage tone shall sound.
PRI ENG Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Depress
PRI ENG annunciator will illuminate.
PRI PWR Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Depress
PRI ENG and PRI PWR annunciators shall extinguish, yaw
damper shall disengage, and disengage tone shall sound.
SEC ENG annunciator will illuminate.
SEC PWR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Depress
SEC ENG and SEC PWR annunciators shall extinguish, yaw
damper shall disengage, and disengage tone shall sound.
Inverters (if not previously done). . . . . . . . . . . . . CHECKED AND ON
Avionics/Avionics Master Switches. . . . . . . . . . . . . . . . . . . . . . . . ON
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STANDBY
UNS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/PROGRAMMED
GPWS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TESTED
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TESTED

March 2012
Starting Engines
The Starting Engines checklist is completed prior to engine start. Both
engines should be started prior to taxi.
WARNIN
Airflow into the TFE731 engine is sufficient to draw personnel
and equipment into the engine inlet. Personnel in proximity of the
engine inlet should maintain a safe distance at all times during
engine operation.
Cabin/Ext Doors. . . . . . . . . . . . . . . . . . . . . . . LIGHTS OUT/LATCHED

The door annunciators do not extinguish until the door latch pins on
the associated door are in place. The door annunciator flashes if the
key is left in the entry door or if the pin is not removed from the aft
cabin door.
Pilot’s Side Window. . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED
Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or FAN
Aux Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Do not use the Freon system or auxiliary heat during start. The
voltage draw and amperage spike created when the starter switch is
placed in the generator position may blow a 275 Amp current limiter
if a malfunction has occurred in the system.
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/VOLTAGE CHECKED
CAUTIO
On aircraft with Ni-Cd batteries, do not dispatch if red BAT 140
or BAT 160 annunciators illuminate any time prior to takeoff,
including engine start. Check batteries per Learjet Maintenance
Manual.
Inverter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRIMARY ON
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Hydraulic Pressure. . . . . . . . . . . . . . . . . . NORMAL AND LIGHT OUT
Pressure should indicate 1,500 to 1,575 PSI
Beacon Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
The AIR IGN light comes on.
Observe the ITT indicator for indication of combustion after placing
the thrust lever in IDLE. If SPR is used, release the switch at
300 to 400°C ITT. ITT must not be allowed to exceed 907°C. On
most starts, if it exceeds 700°C, be prepared to shut down.
Observe the oil pressure indicator; the oil pressure should begin to
register within 10 seconds of ITT rise.
Observe engine parameters while the engine is spooling up to
idle speed.

March 2012
Observe that the START and AIR IGN lights extinguish at 45% N2.
If the lights do not extinguish and the engine is running normally,
refer to the abnormal procedure Start Light Remains Illuminated
During Start.
Start Gen Switch
–– If Batteries Used for Start......................................GEN AT IDLE
–– If GPU Used for Start.............................................OFF AT IDLE
Check hydraulic pressure; system should be normal, 1500 to
1575 PSI, light extinguished.
APR/Spoiler Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/RET
Eng Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START
The following sequence is performed without the use of a checklist.
Start Gen Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
The red starter engaged light comes on as long as the starter is
powered. The red fuel pressure light for the side being started
goes out.
SPR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Use of SPR is recommended at ambient temperatures of -17°C
(0°F) or below. Do not energize SPR at any time other than
during engine start; SPR is not required when OAT is above
-17°C (0°F).
Turbine RPM (N2) . . . . . . . . . . . . . . . . . . . . . . . 10% MINIMUM AND
ROTATION ON N1
START WAIT
1 1 Minute
2 1 Minute
3 15 Minute
4 1 Minute
5 1 Minute
6 1 Hour
Table 3B-2: Starter Cooling Requirements

If the engine does not start, observe the starter cooling requirements
(Table 3B-2). The cycle may then be repeated.

March 2012
Start/Air Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIGHTS OUT
Start-Gen Switch:
GPU Assisted Start. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF @ IDLE
Battery Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN @ IDLE
Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Look for normal engine indications.
N2 (turbine) idles at 55 to 62%
N1 (fan) idles at 26 to 32%
L or R LO OIL PRESS annunciator extinguishes and the
oil pressure gauge indicates in the green arc. In cold
temperature, expect an oil pressure transient above normal.
L or R FUEL PRESS annunciator extinguishes to indicate
normal operation of the jet pumps. If for any reason the jet
pump switch is off and the engine is operating, establish
steady engine operation at or above 80% fan speed (N1)
before setting the JET PUMP switch to ON.
Spoilers/Spoilerons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Aileron Augmentation Check:
Aircraft without autospoilers have a SPOILERON RESET switch
and an AUG AIL light. Aircraft with autospoilers have a SPOILER
RESET/TEST switch and a SPOILER MON light. For simplicity,
the reference in this test sequence to the spoiler reset switch
means either the SPOILERON RESET or SPOILER RESET/
TEST switch as appropriate to the aircraft.
NOTE: The SPOILER annunciator flashes when flaps are 3°
down or below.
Control Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED

Spoiler Reset Switch. . . . . . . . . . . . . . . . . . . . . . . HOLD IN RESET
Control Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE LEFT
Slowly apply left aileron until the AUG AIL or SPOILER MON light
illuminates; observe the deflection angle of the control wheel.
Spoiler Reset Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Spoiler Reset Switch. . . . . . . . . . . . . . . . . . . . . . . HOLD IN RESET
The AUG AIL or SPOILER MON annunciator extinguishes.
Control Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE RIGHT
Slowly apply right aileron until the AUG AIL or SPOILER MON
annunciator illuminates; hold the control still and observe the
deflection angle. It should be about the same as the angle was
to the left.
Spoiler Reset Switch. . . . . . . . . . . . . . . . . . RESET AND RELEASE

March 2012
Control Wheel. . . . . . . . . . . . . . . . . . . . ROTATE LEFT AND RIGHT

Rotate the control wheel full left and right; the AUG AIL or
SPOILER MON annunciator should not illuminate.
Spoiler Check:
Spoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND
The SPOILER annunciator flashes. Check the spoilers visually
if possible.
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
The SPOILER annunciator stops flashing as the flaps pass 3°
and stays on steady.
Spoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
The SPOILER annunciator extinguishes.
Auto Spoilers (if armed for Takeoff) . . . . . . . . . . . . . . . . . . . . CHECK
Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
SPOILER Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
Check that both spoilers extend fully and symmetrically in approximately
1 to 2 seconds. SPOILER ARMED and SPOILER lights shall illuminate.
NOTE: On aircraft equipped with autospoilers, momentary
hesitation in the ARM position will result in a spoiler
retraction time of less than one second.
SPOILER RESET/TEST Switch . . . . . . . . . . . . . . . . . . . . . . . Hold On

SPOILER MON light shall illuminate, both spoilers shall slam down
(retract within 1 second), SPOILER light shall go out, and SPOILER
ARMED light shall remain illuminated.
SPOILER RESET/TEST Switch . . . . . . . . . . . . . . . . . . . . . . . Release
SPOILER MON light shall go out, spoilers shall extend, SPOILER
light shall illuminate, and SPOILER ARMED light shall remain
illuminated.
Left Thrust Lever. . . . . . . . . . . . . . . . . . . . . . . Advance above IDLE
Spoilers shall slam down and SPOILER light shall go out. SPOILER
ARMED light will remain illuminated.
Left Thrust Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Spoilers shall extend and SPOILER light shall illuminate.
Right Thrust Lever. . . . . . . . . . . . . . . . . . . . . . Advance above IDLE
Spoilers shall slam down and SPOILER light shall go out. SPOILER
ARMED light will remain illuminated.
Right Thrust Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Spoilers shall extend and SPOILER light shall illuminate.
SPOILER Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Spoilers shall retract, SPOILER light shall go out, and SPOILER
ARMED light shall go out.

March 2012
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . SET 20° or 8° FOR TAKEOFF
Hydraulic Pressure. . . . . . . . . . . . . . . . . . NORMAL AND LIGHT OUT
Pressure should indicate 1,500 to 1,575 PSI.
Other Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
GPU (if used). . . . . . . . . . . . DISCONNECTED/VOLTAGE CHECKED
Battery voltage is indicated after the GPU is disconnected if the
generators are off.
Start-Gen Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN
Check generator output.
GROUND IDLE Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The GROUND IDLE light is illuminated when the engines are
operating and at least one thrust lever is at idle. Ground idle is low
idle or 3.7% N2 lower than if the switch is OFF.
Current Limiter Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Voltmeters and Ammeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAUTIO
Illumination of the CUR LIM light indicates that one (or both)
275 Amps current limiters have failed. Replace the 275 Amps
current limiter(s) prior to takeoff.
NOTE: If engine was started without GPU, return to the Rotary

checklist (beginning at Cabin Altitude Warning Test)
on page 3-11.

March 2012
Before Taxi
Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Coffee/Oven. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS FLAP O-RIDE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Ice Systems. . . . . . . . . . . . . . . . . . . . CHECKED AS REQUIRED
Stab Wing Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Pitot Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Nacelle Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Windshield Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PURGED
Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/AS REQUIRED
Anti-Skid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/LIGHTS OUT
Emergency Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Cabin Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Fuel Control Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Left Thrust Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
L Fuel Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L FUEL COMPUTER annunciator illuminates. Engine RPM may
vary slightly up or down and then stabilize.
Left Thrust Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
Advance the thrust lever and watch for an increase in turbine
RPM (N2), ITT, and N1.
Left Thrust Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
L Fuel Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
L FUEL COMPUTER annunciator extinguishes and engine RPM
restabilizes.
R Thrust Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
The right fuel control governor check is the same as the left.
CAUTIO
If the engine accelerates uncontrolled during the fuel control
governor check, set the fuel computer switch ON until the engine
is stabilized. Then shut down and correct the cause.
CAUTIO
If the turbine speed fails to respond to thrust lever movement,
shut down the engine and correct the cause.
Passengers/Cabin. . . . . . . . . . . . . . . . . . . . . . . . BRIEFED/SECURED
NO SMOKING/SEAT BELT SWITCH. . . . . . . . . . . . . . . . . . . . . . . . ON
Nose Wheel Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Radio Altimeter/Autopilot/Emer Power. . . . . . . . . . . . . . . . . . . . . ON

March 2012
Taxi and Before Takeoff
Brakes/Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/ON
Wheel Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
Rudder Pedals. . . . . . . . . . . . . . . . . . . . . STEER LEFT AND RIGHT
Operation is smooth and prompt; no stepping or growling occurs.
Toe Brakes. . . . . . . . . . . . . . . . . . . . . . . . CHECK LEFT AND RIGHT
Yaw Damper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Fuel Panel and Quantity. . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Thrust Reversers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Thrust Reverser Test Switch. . . . . . . . . . . . . . . . . . . . . . DEPRESS
Both BLEED PRESS annunciators illuminate and UNLOCK
lights flash. On aircraft with AAK 55-82-4 and S/N 37, 49, and
subsequent, the thrust reverser warning horn sounds.
NOTE: Anti-ice systems should be turned on prior to takeoff into
visible moisture and static air temperature of 5°C (41°F)
or below.
If anti-ice systems are required during takeoff, they
should be turned on prior to setting takeoff thrust.
Thrust Reverser Operational Check:

Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Both T/R Levers. . . . . . . . . . . . PULL TO REVERSE IDLE/DEPLOY
First the T/R UNLOCK lights illuminate, then the thrust lever
interlock pulls and can be heard when it clicks. Finally, the
DEPLOY lights illuminate and the UNLOCK lights extinguish.
Emergency Stow Switch. . . . . . . . . . . . . . . . . EMERGENCY STOW
The T/Rs stow and the EMER STOW annunciator illuminates.
Both T/R Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
Emergency Stow Switch. . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
The EMER STOW annunciator extinguishes.
Both T/R Levers. . . . . . . . . . . . PULL TO REVERSE IDLE/DEPLOY
When the reversers are deployed, check that the T/R levers
are free to pull into reverse beyond a lock-out pin that retracts,
allowing both reversers to deploy.
Both T/R Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
The reversers stow and the lights extinguish.
Bleed Press Annunciators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTIO
If a reverser fails any part of the following test, both reversers
must be pinned or repaired prior to flight.
NOTE: AAK 55-82-4; thrust reverser operation improvement

(S/N 003 to 036, and 038 to 048 with thrust reversers).

March 2012
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

Flight Instruments. . . . . . . . . . . . NO FLAGS/HEADINGS CHECKED
Check that the left HSI and RMI headings agree; check that they
agree with the right HSI and RMI. Make sure that they all agree
with the magnetic compass. Check all flight instruments for proper
indications and for the absence of flags.
TOLD Data/Bugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEWED/SET
Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Voltmeters and Ammeters . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Nav Equipment/Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED/LIGHT OUT
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/TAKEOFF
Trims. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/PRI/LIGHT OUT
Cabin Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COOL-FAN-OFF Switch. . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
APR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked
(If takeoff is to be made with system armed)
Crew Briefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
Go to RUNWAY LINEUP Checklist N-5
Takeoff Pitch Trim-Degrees

Center of Gravity - % MAC
-4 0 4 8 12 16 20 24 28 29
8.0 7.5 7.1 6.6 6.1 5.6 5.1 4.6 4.2 4.0

March 2012
Runway Lineup
Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . RELEASED/LIGHT OUT
Nosewheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Pitot Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Anti-Ice Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Lights (Strobe and Recog). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Landing/Taxi Lights. . . . . . . . . . . . . . . . . . . . . . . . . . ON/AS DESIRED
Air Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The air ignition light comes on.
Autospoilers (if installed). . . . . . . . . . . . . . . . . . . . ARM IF DESIRED
SPOILER ARMED LIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SPOILER Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
APR (if installed). . . . . . . . . . . . . . . . . . . . . . . . . . . ARM IF DESIRED
APR ARM Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
APR ON Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Stall Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Annunciator Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
Steering . . . . . . . . . . . . . . . . . . . . OFF WITH AIRSPEED INDICATION
WARNIN
Even small accumulations of ice on the wing’s leading edge can
cause an increase in stall speed and possibly a degradation in
stall characteristics.

March 2012
After Takeoff
The PNF delays on checklist action until the airplane is 3,000 ft AGL.
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Yaw Damper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
The yaw damper must be engaged for all operations after liftoff and
is left engaged through touchdown and while taxiing.
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
The flaps are normally retracted at VFS or V2 + 30. However, for best
one or two engine climb performance, flaps may be retracted at VFS.
VFS is always lower than V2 + 30 in the Learjet 55 and the flaps must
always be retracted by VFE for flaps 8° or VFE for flaps 20°.
Air Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Before turning off the ignition, visually scan the area for birds. If at
low altitude in rain or icing conditions, turning off the air ignition may
be delayed. Verify that the ignition lights extinguish.
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
The SPOILER ARM annunciator extinguishes. Be careful: the spoiler
switch and the APR switch move in opposite directions. It is possible
to extend the spoilers and turn on the APR by mistake.
APR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The APR ARM annunciator extinguishes.
Landing/Taxi Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Hydraulic Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
If anti-ice systems are activated, watch for proper indications as
mentioned when the systems were checked previously. Remember the
nacelle heat limitation of 10 seconds with OAT above 10°C (50°F).
Stall Margin Indicators . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK
NOTE: Wing-heat bleed air exits overboard through the center
wing/wheel well area. If takeoff was made from a snow or
slush covered runway, activation of STAB WING HEAT
for approximately 10 minutes will help to melt moisture
on the wheels and brakes. Monitor WING TEMP gauge
for overheat condition.
Anti-ice systems should be turned on prior to flight into
visible moisture and Ram Air Temperature of 10°C or
below.

March 2012
Climb
10,000 ft Check:
Seat Belt/No Smoking Switch. . . . . . . . . . . . . . . . . . . . AS REQUIRED
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
18,000 ft (or Altitude Transition) Check:
Altimeters. . . . . . . . . . . . . . . . . . . . . . . . . . . SET 29.92 Hg (1013) hPa
Recognition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EMERG PRESS Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
Crew Masks and Goggles. . . . . . . . . . . . . . . . QUICK DON POSITION
Cruise
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/NORMAL
Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Cabin Temperature Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Other Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Descent
Windshield Heat/Aux Defog. . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Cabin Controller . . . . . . . . . . . . . . . . DESTINATION ELEVATION
Rate Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
FL180 (or Transition Level) Check:
Altimeters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CROSS CHECK
Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Seat Belt/No Smoking Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Passengers/Cabin. . . . . . . . . . . . . . . . . . . . . . . . BRIEFED/SECURED
NOTE: To prevent crazing of the windshield above the defog
outlets, turn the windshield heat off in cruise if it is not
needed for anti-ice protection.

March 2012
FL180/Transition Level
Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Hydraulic Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
TOLD Card/Bugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPUTED/SET
Learjet recommends that approach speeds be increased if turbulence
is anticipated because of gusty winds, wake turbulence, or wind
shear. For gusty wind conditions, an increase in approach speed of
one-half the gust factor is recommended.
Altimeters (FL180/Transition Level). . . . . . . . . . . . . . . . . . . . . . . . SET
Approach
Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Hydraulic and Emergency Air Pressure . . . . . . . . . . . . . . . . . CHECK
Landing Speeds. . . . . . . . . . . . . . . . . . . . . . . COMPUTED/BUGS SET
Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balanced
Approach Setup and Crew Briefing. . . . . . . . . . . . . . . . COMPLETED
Thrust Reversers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Test Button DEPRESS
The BLEED PRESS annunciator illuminates and UNLOCK
lights flash. On aircraft with AAK 55-82-4 and S/N 37, 49, and
subsequent, the thrust reverser warning horn sounds.
Cabin Temperature Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
COOL-FAN-OFF Switch. . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
If COOL Position Selected:
CABIN AUTO-MAN Switch . . . . . . . . . . . . . . . . . . . . . . . . MAN
Cabin COLD-HOT Knob. . . . . . . . . . . . . . . . . . . . . . . . . . COLD
NOTE: AAK 55-82-4; thrust reverser operation improvement
(S/N 003 to 036, and 038 to 048 with thrust reversers).
Landing Speeds
WEIGHT x 1,000 lbs
12 13 14 15 16 17 18 19 20 21
VREF & LDG 112 117 121 126 129 132 136 139 142 145
Approach
VAPP Approach 126 131 136 141 145 149 152 156 159 162
Climb

March 2012
Before Landing
Gear (at 200 KIAS (VLO) or Less). . . . . . . . . . . . . . . . . . . . . . . . DOWN
Engine Sync. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If the engine sync is on and the gear is extended, the ENG SYNC
annunciator illuminates when the nose gear is down and locked. The
engine sync annunciator is wired through the downlock switch.
Anti-Skid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/LIGHTS OUT
Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN/OFF
Air conditioner can interfere with the anti-skid system.
Landing/Taxi Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Cabin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Air Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Autospoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
On S/N 003 to 117 without AAK 55-85-1, do not arm autospoilers
for landing.
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Autopilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
NOTE: AAK 55-83-4; installation of wing stall triangles,
automatic performance reserve and autospoilers (APR -
Phase 1) (S/N 55-003 to 086, U.S.-registered aircraft
only). AAK 55-85-1; autospoiler improvements (S/N
55-001 to 086 with AAK 55-83-4; 55-007 to 117).
Go-Around/Balked Landing
Autopilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGED
Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF/AS REQUIRED
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED RET
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 8°
Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
(after positive rate of climb)
Climb Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF +15
(at approach speed)
When clear of obstacles:
Accelerate Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF +30
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED

March 2012
After Landing
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXT
Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Drag Chute or Thrust Reversers . . . . . . . . . . . . . . . . . AS REQUIRED
Nose Wheel Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Below 45 Kts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REQUIRED
Yaw Damper (if desired). . . . . . . . . . . . . . . . . . . . . . . . DISENGAGED
After Clearing Runway

Air Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Stall Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Ice Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Landing/Taxi Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Cabin Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Strobes, Recognition Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Unnecessary Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Coffee/Oven. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Quick Turnaround
Complete the After Clearing Runway checklist prior to using this checklist.
START/CUR LIM Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
Fuel Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
TOLD Card/Bugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPUTED/SET
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT/LIGHT OUT
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Check PITCH TRIM switch in PRI and amber PITCH TRIM light
extinguished.
GPWS FLAP O-RIDE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Cabin Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LATCHED
DOOR Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Pressurization. . . . . . . . . . . . . . . . . . . . AUTO/ALTITUDE, RATE/SET
CAB AIR Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Go to Before Takeoff Checklist.

March 2012
Shutdown
Parking Brakes/Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
EMER LT Switch (if installed). . . . . . . . . . . . . . . . . . . . . . . DISARMED
FLAP Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Fuel Transfer/Crossfeed Valve. . . . . . . . . . . . . . . . . . . . OFF/CLOSED
Panel Switches and Avionics. . . . . . . . . . . . . . . . . . . . . . . . . OFF/SET
FUEL CMPTR Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ANTI-SKID Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
STATIC SOURCE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH
Aircraft 55-029, 55-037, 55-047 and Sub:
GND IDLE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BLEED AIR Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER PRESS Switches. . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
JET PUMP Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PITCH TRIM Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRI
Third Attitude Gyro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAGED
EMER PWR Switch(es). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
INVERTER Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
START-GEN Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Battery Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Controls Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
CAUTIO
If heavy breaking was used during landing, setting the PARKING
BREAK decreases brake cooling efficiency and increases the
possibility of wheel fuse plug release. Learjet recommends use
of chocks.
Parking
Under normal weather conditions, the aircraft may be parked and headed
in a direction to facilitate servicing without regard to prevailing winds. For
extended parking, head aircraft into the wind.
Aircraft. . . . . . . . . . . . . . . . . . . . PARK ON HARD, LEVEL SURFACE
Nose Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Main Gear Wheels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Flaps and Spoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RETRACTED
Static Ground Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECTED
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
Gust Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Tail Stand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Cabin Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED

March 2012
Mooring
If extended parking plans or impending weather necessitates mooring
the aircraft, attach 7/16 inch polypropylene ropes (or equivalent) to the
nose gear and main gear struts. This procedure requires that tie-down
eyelets be set into the apron; there is no procedure for mooring at
unprepared facilities.
Parking Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMED
Ropes. . . . . . . . . . . . . . . . . . . . . . . ATTACHED TO NOSE GEAR AND
MAIN GEAR/SECURED TO
PARKING APRON
NOSE GEAR MAIN GEAR
Figure 3B-1: 7/16-Inch Polypropylene Ropes Tied To Nose Gear And Main Gear
Towing/Taxiing
On hard surfaces, the aircraft can be towed or pushed backwards with a
tow bar attached to the nose wheel. The turning angle of the nose wheel
with tow bar is 90° either side of center. When the aircraft is not on a
hard surface (such as sand, soft ground, or mud), cables or ropes must
be attached to each main gear for towing. If such occurs, steer with the
rudder pedals.
For taxi operations, accomplish directional control with the nosewheel
steering system. The maximum turning radius for the nosewheel steering
system is 55° either side of center.
CAUTIO
If aircraft is off runway and mired in soft ground, do not attempt
nose wheel towing. Use cables or ropes attached to the main gear
to prevent damage to the aircraft. See Main Gear Towing section,
in this chapter.

March 2012
Towing Radius
28' 0"
NOSE WHEEL
38' 0"
WING TIP
30' 0"

March 2012
Nose Gear Towing

Tow Bar. . . . . . . . . . . . . . . . . . . . . . . . . ATTACHED TO NOSE WHEEL
Insert tow bar into nose wheel axle and secure.
Wheel Chocks/Mooring Ropes. . . . . . . . . . . . . . . . . . . . . . REMOVED
Control Gust Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Grounding Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Tow Bar. . . . . . . . . . . . . . . . . . . . . ATTACHED TO TOWING VEHICLE
Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
Wing/Tail Walkers . . . . . . . . . . . . . . . . . . . . STATIONED (OPTIONAL)
Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOW
Use smooth starts and stops.
When Towing Operation Completed:
Nose Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED/UPLOCK
ROLLER BAR FORWARD
Control Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Grounding Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATTACHED
Tow Bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
CAUTIO
When pushing aircraft backward with a towing vehicle, perform all
braking with the towing vehicle. Ensure that the battery switches
are set to OFF while towing to avoid damage to the electric nose
gear steering actuator. If it is necessary to tow with power on the
aircraft, pull both AC and DC NOSE STEER CBs on the pilot’s CB
panel.
Figure 3B-2: Tow Bar attached to nose wheel.

March 2012
Main Gear Towing
Pilot Seat . . . . . . . . . . . . . . . . . . . . AT LEAST ONE SEAT OCCUPIED
Main Gear. . . . . . . . . . . . . . . . . . . . . ROPES OR CABLES ATTACHED
Position large ropes or belt straps on main gear strut as low as possible.
Ropes, Chains, or Cables. . . . . . . . . . . . . . . . . . . . . . . ATTACHED TO
TOWING VEHICLE
Towing ropes, chains, or cables should be of sufficient length to
allow towing vehicle to be at least 50 to 100 ft from aircraft.
Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
Wing/Tail Walkers . . . . . . . . . . . . . . . . . . . . STATIONED (OPTIONAL)
Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOW
Use smooth starts and stops.
When Towing Operation Completed:
Nosewheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED/UPLOCK
ROLLER BAR FORWARD
Control Gust Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Wheels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Ropes, Chains, or Cables. . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED

March 2012
Taxiing
During taxi, the aircraft speed is controlled by engine thrust, rudder
pedal steering, and brakes. Taxiing can be accomplished with one or
both engines operating.
Pilot Stations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH OCCUPIED
Engine Inlet/Exhaust Covers . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Area. . . . . . . . . . . . . . CLEARED OF PERSONNEL AND EQUIPMENT
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Start one engine according to engine starting procedures.
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
Release the parking brake and start taxi roll using sufficient thrust
to start roll.
After Taxiing:
Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT DOWN
Shut down the engine according to engine shutdown procedure.
After the engine has cooled, install engine inlet and exhaust covers
CAUTIO
Ensure personnel and equipment are clear of engine inlet and
exhaust when engine is operating.

March 2012

March 2012
Storage and Restoring
Storage
Aircraft storage practices vary depending upon the length of the storage
period. There are, however, several general policies to observe.
If the aircraft is to be stored outside, adhere to parking and mooring
requirements. All protective covers should be installed. Do not set the
parking brake. In all other cases, the following are generally performed:
Parking (0 to 7 Days)
If the engines are in a sheltered environment (i.e., not exposed to
excessive humidity or temperature changes), no action need be taken
beyond installing protective covers.
Flyable Storage (7 to 30 Days)

Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARKED
Park aircraft in hanger, if possible. If it is parked outside, position on
flat surface facing into the prevailing wind.
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT FUELED
Fuel aircraft to capacity using approved fuel with anti-ice additive
mixed in normal proportions.
Flaps and Spoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RETRACTED
Engine Protective Covers. . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . LEADS DISCONNECTED
Protective Covers . . . . . . . . . . . . . . . . . . . . . . INSTALLED ON PITOT
TUBES/DORSAL FIN INLET
Access Doors and Panels. . . . . . . . . . . . . . . . . . CLOSED/SECURED

March 2012
Attach red tag to cabin door handle with the following notation: “Aircraft
prepared for flyable storage (7 to 30 Days) (DATE OF STORAGE).”
DORSAL INLET COVER

NACELLE EXHAUSTCOVER
NACELLE
INLET COVER
TAIL STAND
PITOT TUBE/
AOA VANE COVERS
Figure 3B-3: Protective Covers
Prolonged Storage (31 Days to 6 Months)

Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WASHED/WAXED
Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEANED
Seat Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Install protective seat covers on all seats.
Perform parking procedure as described for Flyable Storage.
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRESERVED
Preserve engines in accordance with “Engine Preservation
Instructions (Six Months or Less)” in the TFE731 Engine Light
Maintenance Manual. When preserving engines, follow the special
environmental preservation instructions, if applicable.

March 2012

Fuel System Procedure. . . . . . . . . . . . . . . . . . . . . . . . . PERFORMED
Perform fuel system procedure as described in Flyable Storage.
Fuel Vents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COVERED
Cover fuel vents with barrier material and secure with tape. Make a
0.10 inch diameter hole in barrier material to allow venting.
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED/STORED
Standby Battery. . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED/STORED
Emer Power Supply Battery. . . . . . . . . . . . . . . . REMOVED/STORED
Nav/Avionic Emer Battery Supply. . . . . . . . . . . . . . . . . . . . . STORED
Store all battery packs in accordance with manufacturer’s procedures.
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLETED
Deplete oxygen from supply cylinder and oxygen lines (refer to
Maintenance Manual for details). Ensure that oxygen supply valve
is closed.
Alcohol Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . TANK EMPTIED
Refrigeration System . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATED
Connect an external power source and operate refrigeration
systemevery 30 days.
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Fill hydraulic system to operational level and check for leaks. Repair
all leaks prior to storage.
Windshield/Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEANED
LH Windshield Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Place LH windshield cover over LH windshield. Using black
tape,secure and seal protective cover to fuselage. Do not tape center
of windshield.
RH Windshield Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Place RH windshield cover over RH windshield. Using black tape,secure
and seal protective cover to fuselage and LH windshield cover.
Cabin Window Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Place a window protective cover over each of the cabin windows;
secure and seal the covers around the edges with black tape.
Avionics Equipment . . . . . . . . . . . . . . . . . . . . . . REMOVED/STORED
Remove and store avionic equipment in accordance with
manufacturer’s recommended procedures.
CAUTIO
Use extreme care not to scratch or gouge windshield or windows.

March 2012
Pitot Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED
Tape a small piece of barrier material around pitot tube and install
pitot tube cover.
Static Ports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED
Cut small pieces of barrier material and place them over the static
ports. Secure and seal them from the atmosphere by taping around the
perimeter of barrier material.
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACED
Replace serviceable tires with unserviceable tires.
Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED/PRESERVED
Remove brakes and preserve in brake preservation according to
procedure outlined in maintenance Manual.
Anti-Skid Wheel Transducer. . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Remove anti-skid wheel transducer and apply brake preservative
inside the hub. Re-install anti-skid wheel transducer.
Landing Gear Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LUBRICATED
Main/Nose Gear Shock Struts . . . . . . . . . . . . . . . . . . . . . . CHECKED
EVERY 30 DAYS
Main/Nose Gear Tire Pressure. . . . . . . . . . . . . . . . . . . . . . CHECKED
EVERY 30 DAYS
Wheel Wells. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED
Install barrier material over wheel wells; secure and seal from
atmosphere with black tape.
Toilet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SANITIZED
Follow manufacturer’s recommended procedure.
Emergency Air Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLETED
Deplete emergency air bottle air charge; ensure that charging valveis
turned off.
Engine Fire Extinguisher Container . . . . . . . . . . . . . . . . . SERVICED
Gain access to fire extinguisher container and install a wire jumper
between the ground stud and cartridge insulated terminal. Attach a
red tag to the jumper wire with the notation: “Remove jumper wire
before starting engine.”
Flight Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . LUBRICATED
Lubricate flight control system in accordance with Maintenance
Manual.
Flaps/Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED

March 2012
Dorsal Fin Inlet Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED

Access Door/Panels . . . . . . . . . . . . . . . CHECK CLOSED/SECURED
Attach red tag to cabin door handle with the following notation:“Aircraft
prepared for prolonged storage (31 days to 6 months) (DATE
OF STORAGE).”
Indefinite Storage (More than 6 Months)

Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRESERVED
Preserve engines in accordance with “Engine Preservation
Instructions (More than Six Months)” in the TFE731 Engine Light
Maintenance Manual. When preserving engines, follow the special
environmental preservation instructions, if applicable.
Fuel System Sumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINED
Anti-Ice Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Remove a pint of fuel from the wing filler and check that the anti-ice
additive concentration in fuel meets minimum AFM requirements(see
FAA approved AFM). If anti-ice additive concentration does not
meet minimum requirements, defuel the aircraft and refuel with fuel
and anti-ice additive in proper proportion. Check anti-ice additive
concentration every six months, more often if the aircraft is stored
outside in high temperature and high humidity environment.
Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOPPED OFF AS REQUIRED
Attach red tag to cabin door handle with the following notation:“Aircraft
prepared for prolonged storage (more than 6 months) (DATE OF
STORAGE).”
Struts/Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
After aircraft has been stored more than 12 months, remove barrier
materials from landing gear struts and actuators. Wipe hydraulic fluid
off struts and actuators and apply a fresh light coating of hydraulic
fluid and wrap struts and actuators with new barrier material. Secure
and seal with black tape. Replace tape that attaches barrier material
to aircraft every six months.
Windshield/Windows. . . . . . . . . . . . . . . . . . . . . . . . . REPLACE TAPE
Replace tape that attaches protective covers to the aircraft every
six months.
CAUTIO
Use extreme care not to scratch or gouge windshield or windows.

March 2012
Restoring After Storage
After an aircraft has been stored for a period of time, it must be restored
to an airworthy state. Based on the length of storage, the following
generally are performed.
Restoring from Flying Storage (7 to 30 Days)

Aircraft Exterior. . . . . . . . . . . . . . . . . . . . . . . . CLEAN, IF REQUIRED
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Tail Stand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED/CONNECTED
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Check the following items and service if required:
Hydraulic accumulator/reservoir
Nose/main landing gear/struts
Tires
Refrigeration system
Emergency air bottles
Alcohol anti-ice system
Oxygen system
Engine oil system.
Preflight Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMED
Restoring from Prolonged Storage

(31 Days to 6 Months)
In addition to procedures required for restoring from Flyable Storage,
perform the following.
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARED FOR SERVICE
Prepare engines in accordance with “Engine Depreservation
Instructions” in the TFE731 Engine Light Maintenance Manual.
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Oxygen System. . . . . . . . . . . . . . SERVICED/CHECKED FOR LEAKS
Alcohol Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Environmental System. . . . . . . . . . . . . . . . OPERATIONAL CHECKS
PERFORMED

March 2012
Hydraulic System . . . . . . . . . . . . . . . . . . . . . CHECKED FOR LEAKS

Repair any leaks prior to flight.
Windshield/Windows. . . . . . . . . . . . . . COVERS REMOVED/STORED
Avionic Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Install all avionic equipment removed for storage. Prepare for service
in accordance with manufacturer’s recommended procedures.
Pitot/Static System . . . . . . . . . . . . . . . . . . . . . . . . COVERS/BARRIER
MATERIAL REMOVED
Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Toilet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Service in accordance with manufacturer’s recommended procedure.
Emergency Air Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Engine Fire Extinguisher Container . . . . . . . . . . . . . . . . . SERVICED
Remove electrical power from aircraft. Remove red tag and jumper
between ground stud and fire extinguisher cartridge insulated
terminal. Restore electrical power to aircraft.
Flight Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Remove control gust locks, lubricate flight control system, and
perform operational system checks. See Maintenance Manual for
details.
Exterior Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEANED, IF REQUIRED
Restoring from Indefinite Storage

(More than 6 Months)
In addition to the procedures required for restoring from Prolonged
Stored, perform the following.
Engine Fire Extinguisher System . . . . . . . . . . . . . . . . . . . CHECKED
Hydrostatically test and service engine fire extinguisher containers
and install engine fire extinguisher containers and cartridges (see
Maintenance Manual for details).
400-Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMED
Perform 400-hour inspection as described in Maintenance Manual.

March 2012

March 2012
Hot Weather/Desert
Operations
Observe aircraft performance limitations computed from AMF Section V.
Temperature affects engine thrust, braking, takeoff distance, and climb
performance.
In areas of high humidity, non-metallic materials are subject to moisture
absorption; this increases the weight of the aircraft.
In very dry areas, protect the aircraft from dust and sand.
Exterior Inspection
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Landing Gear Struts . . . . . . . . . . . . . . . . . . . . DUST/DIRT REMOVED
Check gear doors, position switches, and squat switches for condition
and operation. Check tires and struts for proper inflation.
Inlet Duct/Tail Pipe/Thrust Reversers DUST/DIRT/SAND
REMOVED
During inspection, be particularly conscious of dust and sand
accumulation on components that are lubricated with oily or greasy
lubricants.
Engine Start
On aircraft with lead-acid batteries, do not attempt a battery engine start
with less than 25 VDC if air temperature is 43°C (110°F) or higher.
Be careful of other personnel and equipment behind the aircraft during
engine starts.
During engine starts at high outside temperatures, engine ITT is higher
than normal but should remain within limits.
Taxi
If the airport surfaces are sandy or dust-covered, avoid the exhaust
wake and propwash of other aircraft.
Takeoff
Ensure takeoff performance is adequate for the conditions and runway
length.

March 2012
Shutdown/Postflight
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
During Refueling:
Fuel Tanks . . . . . . . . . . . . . . . . . . . PROTECTED FROM SAND/DUST
Do not leave reflective objects in the cockpit or on the glare shield;
reflected heat can distort the windshield optical properties.

March 2012
Cold Weather Operations

The following section supplements normal procedures and provides
instructions to help ensure satisfactory operation of the aircraft and its
systems in cold climactic conditions.
Normal Exterior Inspection. . . . . . . . . . . . . . . . . . . . . . CONDUCTED
Aircraft Surface. . . . . . . . . . . . . . . . . . . CHECKED FREE OF SNOW/
ICE/FROST
Ensure that the entire aircraft (including the top surface of the
horizontal stabilizer) is free of ice, snow, and frost. Brush off light
snow. Remove all frost, encrusted snow, and ice.
Landing Gear. . . . . . . . . . . . . . . . . . . . . CHECKED FREE OF SNOW/
ICE/FROST
Remove ice, snow, and dirt from landing gear shock struts and wheel
wells. Check gear doors, position switches, squat switches, wheel,
brakes, and tires.
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Inspect engines for frozen precipitation in fan duct and tailpipe.
Under certain climatic conditions, ice can form on the back of fan
blades and cause vibration during start.

March 2012
Engine Start
Use of a GPU for an engine start is recommended at ambient temperature
of 0°C (32°F) or below. Ensure GPU is regulated to 28 VDC; it should
have an adequate capacity (at least 500 Amps). The GPU is limited to
1,100 Amps maximum.
The SPR is recommended for engine starts at ambient temperature of
-17.8°C (0°F) or below.
If the engines are exposed to extremely cold temperatures below
-40°C (-40°F) for an extended period, preheat the engines prior to
attempting a start. With ambient temperatures between -40°C and -54°C
(-40°F and -65°F), direct warm air into each engine for a minimum of 30
minutes prior to engine start.
CAUTIO
During engine starts in cold conditions, abort the start attempt if
the following occur: (1) fan speed (N1) does not rise with turbine
speed (N2) or stopes during the start attempt; (2) ITT rises rapidly
and appears likely to exceed the start limit. In addition, remember
that exceeding idle power with oil temperature below 30°C is not
recommended. If ambient temperature prevents attainment of
30°C, idle power may be exceeded as required to warm the oil to
normal operating limits prior to takeoff.
In cold weather, engine acceleration is much slower than normal and

ITT has a tendency to increase more rapidly because of the increased
spool-up time. Higher than normal oil pressures that exceed the
maximum allowable transients also may register.
When the aircraft has been cold-soaked at ambient temperatures below
-25°C (-13°F), operate the engines a minimum of three minutes to bring
the hydraulic system to normal operating temperature.
Taxiing
Ice, Slush, or Water on Runways:
Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AT REDUCED SPEED
Allow greater distance for decreased braking efficiency.
If taxiing through slush or snow, use brakes to create some friction
induced heating of the brake discs; this prevents the brakes from
freezing.
Use both engines for taxi on slippery surfaces. Directional control
may be difficult during a one-engine taxi on a slick surface.
Snow/Slush-Covered Surfaces . . . . . . . . . . . . . . . . . . . . . FLAPS UP
Avoid taxiing in the exhaust wake or propeller wash of other aircraft
on other than hard-packed or dry surfaces.

March 2012
Takeoff Takeoff Limitations

If Anti-Ice Systems Required for Takeoff: Do not take off with the
following:
Anti-Ice Systems. . . . . . . . . . . . . . . . . . . . . . ON PRIOR TO SETTING –– Runway water or slush
accumulation of 3/4 inch or
TAKEOFF THRUST
more
–– Frost, snow, or ice on the
After Takeoff wings or aircraft control

surfaces including the
Snow/Slush-Covered Runway: horizontal stabilizer and
elevators.
Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . DELAY RETRACTION
A delayed retraction allows residual slush to be thrown or blown off
the gear.
STAB WING HEAT Switch. . . . . . . . . . . . . . . . . ON FOR 10 MINUTES
Wing heat bleed air exits overboard through the center wing/wheel
well area. Activation of the wing heat helps melt moisture on the
wheels and brakes. Monitor WING TEMP indicator for overheat
condition.
Before Landing
If taxi or takeoff was made from a snow/slush-covered runway, the
following should help crack any ice between brake discs and between
discs and wheels.
WARNIN

Even small accumulations of ice on the wing leading edge can
cause an increase in the stall speed and, possibly, a degradation
in stall characteristics.
After Landing Gear Extended:

Anti-Skid Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUMP 6 TO 10 TIMES
Use moderate to heavy braking pressure.
Prior to Touchdown:
Anti-Skid Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Ensure the ANTI-SKID annunciators are extinguished.
Landing
If runway is clear and dry, use normal landing procedures. If runway is
wet or icy, refer to AFM Section V for landing distance factors.

March 2012
After Clearing Runway
Avoid use of nosewheel steering above 10 Kts on patchy snow or ice
during moderate to heavy braking action.
For taxiing on a snow/slush-covered runway, do not retract the flaps
above 20° to protect the flaps and wings from damage if ice or snow
accumulates on the flaps.
Shutdown and Postflight

When the aircraft is parked outside in extremely cold or fluctuating
freeze/thaw temperatures, perform the following in addition to the normal
shutdown and postflight procedures.
Before Releasing Parking Brake:
Main Gear Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Do not leave aircraft parked for extended periods in sub-freezing
weather with the parking brake set.
Landing Gear Shock Struts . . . . . . . . . . . . . . . . . . . . . RT REMOVED
Check gear doors, position switches, squat switches, wheels,
and tires.
Flap/Flap Tracks . . . . . . . . . . . . . . . . . . . ICE/SNOW/DIRT REMOVED
Accomplish this before retracting flaps.
Crew Oxygen Masks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
If the aircraft is to be parked for extended period at ambient
temperatures of -6.7°C (20°F) or below, stow the crew oxygen masks
in a heated room. In lieu of that, warm the cabin to at least -6.7°C
(20°F) before use.
Water/Beverage Containers. . . . . . . . . . . . . . . . . . . . . . . . REMOVED
If the aircraft is to remain in sub-freezing temperatures for an
extended period, remove water and beverage containers. Remove
toilet tank and reservoir fluid or add ethylene glycol base anti-freeze
containing anti-foam agent to the flush fluid.
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
If the aircraft will be exposed to extremely cold temperatures for an
extended period, remove the batteries and store in a warm area.

March 2012
Deicing Supplemental Information

This section provides supplementary information on aircraft de-icing,
anti-icing/deicing fluids, deicing procedures, and aircraft operating
procedures. Consult the AFM, Maintenance Manual Chapter
12 – Servicing, and FAA Advisory Circulars for deicing procedures, fluid
specifications, recommendations, and hazards.
Federal Aviation Regulations (FARs) prohibit takeoff with snow, ice, or
frost adhering to the wings and control surfaces of the aircraft. It is the
responsibility of the pilot-in-command to ensure the aircraft is free of
snow, ice, or frost before takeoff.
Failure to adequately deice the aircraft can result in seriously degraded
aircraft performance, loss of lift, and erratic engine and flight instrument
indications.
Following extended high-altitude flight, frost can form at ambient
temperatures above freezing on the wing’s underside in the fuel tank
areas. Refueling the aircraft with warmer fuel usually melts the frost.
Deicing
When necessary, use the following methods to deice the aircraft:
Placing the aircraft in a warm hangar until the ice melts
Mechanically brushing the snow or ice off with brooms, brushes, or
other means
Applying a heated water/glycol solution (one-step procedure)
Applying heated water followed by an undiluted glycol-based fluid
(two-step procedure).
Deicing Fluids
Two types of anti-icing/deicing fluids are in commercial use: SAE/ISO
Types I and II/IV. Type I fluids are used generally in North America.
Type II/IV fluids, also referred to as AEA Type II/IV, are used generally
in Europe.
Type I fluids are unthickened glycol-based fluids that are -usually diluted
with water and applied hot; they provide limited holdover time.
Type II/IV fluids are thickened glycol-based fluids that are usually applied
cold on a deiced aircraft; they provide longer holdover times than Type
I fluids.
CAUTIO
Type I and Type II/IV fluids are not compatible and may not be
mixed. Additionally, most manufacturers prohibit mixing of
brands within type.
NOTE: The first area to be deiced/anti-iced should be easily

visible from the cabin/cockpit and should be used to
provide a conservative estimate for unseen areas of the
aircraft

March 2012
Many factors influence snow, ice, and frost accumulation and the
effectiveness of deicing fluids. These factors include:
Ambient temperature and aircraft surface temperature
Relative humidity, precipitation type, and rate
Wind velocity and direction
Operation on snow, slush, or wet surfaces
Operation near other aircraft, equipment, and buildings
Presence of deicing fluid and its type, dilution strength, and
application method.
Deicing Procedures
One-step deicing involves spraying the aircraft with a heated, diluted
deicing/anti-icing fluid to remove ice, snow, or frost. The fluid coating
then provides limited protection from further accumulation.
Two-step deicing involves spraying the aircraft with hot water or a hot
water/deicing fluid mixture to remove any ice, snow, or frost accumulation
followed immediately by treatment with anti-icing fluid (usually
Type II/IV FPD fluid).
Deice the aircraft from top to bottom. Avoid flushing snow, ice, or frost
onto treated areas. Start the deicing process by treating the horizontal
stabilizer followed by the vertical stabilizer. Continue by treating the
fuselage top and sides. Finally, apply deicing fluid to the wings.
Deicing fluid should not be applied to:
Pitot/static tubes, static ports, temperature probes, AOA vanes, or
TAT probe
Gaps between control surfaces and airfoil
Cockpit windows
Passenger windows
Air and engine inlets and exhausts
Vents and drains
Wing and control surface trailing edges
Brakes.
CAUTIO
Type II/IV FPD generally should not be applied forward of the wing
leading edges. If used for deicing, do not apply forward of cockpit
windows. Ensure that radome and cockpit windows are clean.
NOTE: Holdover time is the estimated time that an anti-icing/

deicing fluid protects a treated surface from ice or frost
formation.

March 2012
During deicing observe the following:

Avoid excessive use of deicing fluid to prevent flushing of slush into
areas forward of control surfaces
When applying fluid, avoid pressures 300 PSI or greater
Exercise extreme caution when moving deicing equipment around
aircraft. Maintain adequate separation between equipment and
aircraft
A fine mist of deicing fluid applied two or three times provides better
anti-icing protection than a single heavy application
Apply deicing fluid to lower surfaces if anticipating taxi and takeoff
through snow
Follow all deicing fluid manufacturer’s recommendations and
procedures
Do not use diluted deicing fluid for anti-icing. Melting snow will further
dilute the solution and refreezing can occur
After deicing the aircraft nose, wipe all remaining traces of fluid from
area in front of windshield.
Deicing fluid sprayed into an operating engine can introduce smoke or
vapors into the cabin and cockpit and pose a serious fire hazard.
Do not use deicing fluid to deice engines. Mechanically remove snow and
ice from the engine inlet. Check the first stage fan blades for freedom of
movement. If engine does not rotate freely, deice engine with hot air.
CAUTIO
If engines are running when spraying of deicing fluids is in
progress, turn cabin and crew conditioning switches to OFF.
CAUTIO
Do not use deicing fluid for engines. After deicing engine, start
engine(s) immediately to prevent any deicing condition. Select
engine anti-ice on after engine start.

March 2012
Post Deicing Procedures
Deicing Inspection
After deicing, the following areas should be free of snow, ice, or frost:
Wing leading edges, upper and lower surfaces, ailerons, balance
bays, flaps, ground spoilers, speedbrakes, and fuel vents. A “hands
on” inspection may be necessary
CAUTIO
After deicing wings and empennage, check flap wells for slush
and/or ice accumulations. Ensure that all drain holes are clear.
Horizontal and vertical stabilizer leading edges, side panels, upper

and lower surfaces, elevators, rudder, balance bays, and trim tabs
Fuselage, windshields, windows, radome, pitot tubes, static ports,
AOA probes/vanes, air inlets and exhausts, and antennas
Engine inlets and exhausts
Landing gear wheels, brakes, tires, wheel well, and doors.
CAUTIO
Check all primary flight control surfaces by hand movement
through full travel stop before any movement is attempted with
control wheel, yoke, or rudder pedals. Trim and control tabs
should be operated through full travel range.
Taxi
During taxi on ice or snow covered surfaces, observe the following:
Maintain a greater than normal distance between aircraft
Do not use reverse thrust. If reverse thrust used, reinspect the
aircraft for snow, ice, and frost accumulations
Taxi with the flaps up. Do not perform Taxi/Before Takeoff checklist
until flaps are extended
Periodically conduct engine run-ups to as high a thrust setting as
practical
Turn ENGINE and WING ANTI-ICE switches ON immediately after
engine start
Conduct final pre-takeoff inspection five minutes before takeoff.

March 2012
Pre-Takeoff Inspection
Within five minutes of takeoff, conduct an exterior aircraft inspection
from within the aircraft to:
Note any loss of anti-icing fluid effectiveness
Examine visible aircraft surfaces for ice and snow accumulation
Use windshield wipers to observe ice or snow accumulations.
If uncertain of current aircraft condition, conduct an exterior “hands on”
inspection or deice the aircraft again before flight.
Takeoff
During takeoff observe the following:
Do not use reduced thrust
Accomplish an engine run-up to highest practical thrust and observe
stable engine operation before brake release
After setting takeoff thrust lever, verify that LP RPM and other engine
indications are normal.
Approach and Landing

During the descent approach observe the following:
Anticipate use of engine and wing anti-icing
After the ground spoilers and thrust reversers are actuated,
immediately lower nose wheel to runway
With the anti-skid system operational, apply normal braking smoothly
and symmetrically to maintain direction control
Do not use asymmetric thrust on icy or slippery runways
Be prepared for possible downwind drift on icy or slippery runways
with crosswind when using reverse thrust
Do not attempt to turn off runway at too high speeds.

March 2012

March 2012
Deicing/Anti- Icing
Fluid Application
Outside Air Temperature One-Step Procedure Two-Step Procedure
(OAT) Deicing/Anti-icing First Step: Deicing Second Step: Anti-icing1
-3°C (27°F) FP of heated fluid2 mixture Water heated to 60°C (140°F)
shall be at least 10°C (18°F) minimum at the nozzle or a
below OAT heated mix of fluid and water FP of fluid mixture shall be at
least 10°C (18°F) below actual
Below -3°C (27°F) FP of heated fluid mixture OAT
shall not be more than 3°C
(5°F) above OAT
Note: For heated fluids, a fluid temperature not less than 60°C (140°F) at the nozzle is desirable. Upper temperature limit
shall not exceed fluid and aircraft manufacturers recommendations.
Caution: Wing skin temperatures may differ and in some cases may be lower than OAT. A stronger mix can be used under
the latter conditions.
1. To be applied before first step fluid freezes, typically within 3 minutes.
2. Clean aircraft may be anti-iced with unheated fluid.
3. This data only applies to SAE or ISO Type 1 FPD fluids.
Note: An insufficient amount of anti-icing fluid, especially in the second step of a two-step procedure, may cause a
substantial loss of holdover time. This is particularly true when using a Type 1 fluid for the first step.
Note: Whenever frost or ice occurs on the lower surface of the wing, indicating a cold soaked wing, the 50/50 dilutions of
Type II, III, or IV should not be used for the anti-icing step.
Table 3B-3: Type II and Type IV Deicing/Anti-Icing Fluid Application
CAUTIO
Aircraft skin temperature and OAT may differ significantly.
NOTE: For overnight protection use two-step procedure, second

step anti-icing.

March 2012

March 2012
3C
Standard Operating Procedures
Contents
General Information
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Flow Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Checklists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Omission of Checklists.........................................................................3C-6
Challenge/No Response.......................................................................3C-6
Abnormal/Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-6
Time Critical Situations.........................................................................3C-7
Aborted Takeoffs...................................................................................3C-7
Critical Malfunctions in Flight................................................................3C-7
Non-Critical Malfunctions in Flight........................................................3C-8
Radio Tuning and Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-8
Altitude Assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-8
Pre-Departure Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-9
Advising of Aircraft Configuration Change. . . . . . . . . . . . . . . . . . . . . . 3C-9
Transitioning from Instruments to Visual Conditions . . . . . . . . . . . . . 3C-9
Phase of Flight SOP
Holding Short. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-11
Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-13
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-14
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-17
Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-19
Precision Missed Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-22
Precision Approach Deviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-24
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-25
Non-Precision Missed Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-28
Non-Precision Approach Deviations. . . . . . . . . . . . . . . . . . . . . . . . . . 3C-30
Visual Traffic Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-31
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-32
Learjet 55 For Training Purposes Only 3C-1

March 2012
3C-2 For Training Purposes Only Learjet 55

March 2012
Standard Operating
Procedures
CAE strongly supports the premise that the disciplined use of well-
developed Standard Operating Procedures (SOP) is central to safe,
professional aircraft operations, especially in multi-crew, complex, or
high performance aircraft.
If your flight department has an FAA-accepted or approved SOP
document, we encourage you to use it during your training. If your flight
department does not already have one, we welcome your use of the
CAE SOP.
Corporate pilots carefully developed this SOP. A product of their
experience, it is the way CAE conducts its flight operations.
The procedures described herein are specific to the Learjet models 25,
35, 55, and apply to specified phases of flight. The flight crew member
designated for each step accomplishes it as indicated.

March 2012

March 2012
General Information
Definitions
LH/RH: Pilot Station. Designation of seat position for accomplishing
a given task because of proximity to the respective control/indicator.
Regardless of PF or PM role, the pilot in that seat performs tasks and
responds to checklist challenges accordingly.
PF: Pilot Flying. The pilot responsible for controlling the flight of the aircraft.
PIC: Pilot-in-Command. The pilot responsible for the operation and
safety of an aircraft during flight time.
PM: Pilot Monitoring. The pilot who is not controlling the flight of the aircraft.
Flow Patterns
Flow patterns are an integral part of the SOP. Accomplish the cockpit
setup for each phase of flight with a flow pattern, then refer to the
checklist to verify the setup. Use normal checklists as “done lists” rather
than “do lists.”
Flow patterns are disciplined procedures; they require pilots who
understand the aircraft systems/controls and who methodically
accomplish the flow pattern.
Checklists
Use a challenge-response method to execute any checklist. After the PF
initiates the checklist, the PM challenges by reading the checklist item
aloud. The PF is responsible for verifying that the items designated as PF
or his seat position (i.e., LH or RH) are accomplished and for responding
orally to the challenge. Items designated on the checklist as PM or by his
seat position are the PM’s responsibility. The PM accomplishes an item,
then responds orally to his own challenge. In all cases, the response by
either pilot is confirmed by the other and any disagreement is resolved
prior to continuing the checklist.
After the completion of any checklist, the PM states “_______ checklist
is complete.” This allows the PF to maintain situational awareness during
checklist phases and prompts the PF to continue to the next checklist,
if required.
Effective checklists are pertinent and concise. Use them the way they
are written: verbatim, smartly, and professionally.

March 2012
Omission of Checklists
While the PF is responsible for initiating checklists, the PM should ask
the PF whether a checklist should be started if, in his opinion, a checklist
is overlooked. As an expression of good crew resource management,
such prompting is appropriate for any flight situation: training, operations,
or checkrides.
Challenge/No Response
If the PM observes and challenges a flight deviation or critical situation,
the PF should respond immediately. If the PF does not respond by oral
communication or action, the PM must issue a second challenge that is
loud and clear. If the PF does not respond after the second challenge,
the PM must ensure the safety of the aircraft. The PM must announce
that he is assuming control and then take the necessary actions to return
the aircraft to a safe operating envelope.
NOTE: “Control” means responsibility for flight control of the
aircraft, whether manual or automatic.
Abnormal/Emergency Procedures
When any crew member recognizes an abnormal or emergency
condition, the PIC designates who controls the aircraft, who performs
the tasks, and any items to be monitored. Following these designations,
the PIC calls for the appropriate checklist. The crew member designated
on the checklist accomplishes the checklist items with the appropriate
challenge/response.
The pilot designated to fly the aircraft (i.e., PF) does not perform tasks
that compromise this primary responsibility, regardless of whether he
uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation that
requires immediate corrective action without reference to a checklist.
The elements of an emergency procedure that must be performed
without reference to the appropriate checklist are called memory or
recall items. Accomplish all other abnormal and emergency procedures
while referring to the printed checklist.
Accomplishing abnormal and emergency checklists differs from
accomplishing normal procedural checklists in that the pilot reading the
checklist states both the challenge and the response when challenging
each item.
When a checklist procedure calls for the movement or manipulation of
controls or switches critical to safety of flight (e.g., throttles, engine fire
switches, fire bottle discharge switches), the pilot performing the action
obtains verification from the other pilot that he is moving the correct
control or switch prior to initiating the action.

March 2012
Any checklist action pertaining to a specific control, switch, or piece of

equipment that is duplicated in the cockpit is read to include its relative
position and the action required (e.g., “Left Throttle – IDLE ; Left Boost
Pump – OFF”).
Time Critical Situations

When the aircraft, passengers, and/or crew are in jeopardy, remember
three things:
FLY THE AIRCRAFT – Maintain aircraft control
RECOGNIZE CHALLENGE – Analyze the situation
RESPOND – Take appropriate action.
Aborted Takeoffs
The aborted takeoff procedure is a pre-planned maneuver; both crew
members must be aware of and briefed on the types of malfunctions that
mandate an abort. Assuming that the crew trains to a firmly established
SOP, either crew member may call for an abort.
The PF normally commands and executes the takeoff abort for directional
control problems or catastrophic malfunctions. Additionally, any indication
of one of the following malfunctions prior to V1 is cause for an abort:
Engine failure
Engine fire
Thrust reverser deployment.
In addition to the above, the PF usually executes an abort prior to
80 KIAS for any abnormality observed.
When the PM calls an abort, the PF announces “Abort” or “Continue”
and executes the appropriate procedure.
Critical Malfunctions in Flight

In flight, the observing crew member positively announces a malfunction.
As time permits, the other crew member makes every effort to confirm/
identify the malfunction before initiating any emergency action.
If the PM is the first to observe any indication of a critical failure, he
announces it and simultaneously identifies the malfunction to the PF by
pointing to the indicator/annunciator.
After verifying the malfunction, the PF announces his decision and commands
accomplishment of any checklist memory items. The PF monitors the PM
during the accomplishment of those tasks assigned to him.

March 2012
Non-Critical Malfunctions in Flight
Procedures for recognizing and verifying a noncritical malfunction or
impending malfunction are the same as those used for time-critical
situations: use positive oral and graphic communication to identify and
direct the proper response. Time, however, is not as critical and allows a
more deliberate response to the malfunction. Always use the appropriate
checklist to accomplish the corrective action.
Radio Tuning and Communication

The PM accomplishes navigation and communication radio tuning,
identification, and ground communication.
For navigation radios, the PM tunes and identifies all navigation aids.
Before tuning the PF’s radios, he announces the NAVAID to be set. In
tuning the primary NAVAID, in particular, the PM coordinates with the
PF to ensure proper selection sequencing with the autopilot mode. After
tuning and identifying the PF’s NAVAID, the PM announces “(Facility)
tuned and identified.”
Monitor NDB audio output at any time that the NDB is in use as the
NAVAID. Use the marker beacon audio as backup to visual annunciation
for marker passage confirmation.
In tuning the VHF radios for ATC communication, the PM places the
newly assigned frequency in the head not in use (i.e., preselected) at the
time of receipt. After contact on the new frequency, the PM retains the
previously assigned frequency for a reasonable time period.
Altitude Assignment
The PM sets the assigned altitude in the altitude alerter and points to
the alerter while orally repeating the altitude. The PM continues to point
to the altitude alerter until the PF confirms the altitude assignment and
alerter setting.

March 2012
Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each flight to
address potential problems, weather delays, safety considerations, and
operational issues.
Pre-departure briefings should include all crew members to enhance
team-building and set the tone for the flight. The briefing may be formal or
informal, but should include some standard items. The acronym AWARE
works well to ensure no points are missed. This is also an opportunity to
brief any takeoff or departure deviations from the SOP due to weather
or runway conditions.
NOTE: The acronym AWARE stands for the following
Aircraft status
Weather
Airport information
Route of flight
Extra.
Advising of Aircraft Configuration

Change
If the PF is about to make a change to aircraft control or configuration,
he alerts the PM to the forthcoming change (e.g., gear, speedbrake, and
flap selections). If time permits, he also announces any abrupt flight path
changes so there is always mutual understanding of the intended flight path.
Time permitting, a PA announcement to the passengers precedes
maneuvers involving unusual deck or roll angles.
Transitioning from Instruments to Visual

Conditions
If Visual Meteorological Conditions (VMC) are encountered during an
instrument approach, the PM normally continues to make callouts for the
instrument approach being conducted. However, the PF may request a
changeover to visual traffic pattern callouts.

March 2012

March 2012
Phase of Flight SOP
Holding Short
P P
call: “Before Takeoff

checklist.” action: Complete Before
Takeoff checklist.
call: “Before Takeoff
checklist complete.”
Takeoff Briefing
action: Brief the following:

Assigned Runway for Takeoff
Initial heading/course
Type of Takeoff (Rolling or Standing)
Initial attitude
Airspeed limit (if applicable)
Clearance Limit
Emergency return plan
SOP deviations
Consider the following:
Impaired runway
conditions
Weather
Obstacle clearance
Instrument Departures
Abort

March 2012
Holding Short (Continued)
P P
Cleared for Takeoff
action: Confirm assigned

runway for takeoff
and check heading
indicator agreement
call: “Assigned runway
action: Confirm Assigned confirmed, heading
Runway for Takeoff checked”
and Check Heading
Indicator Agreement
call: “Assigned Runway
Confirmed, Heading
Checked”
call: “Runway Line-up/
Before Takeoff
checklist.”
action: Complete Runway

Line-up/Before
Takeoff checklist.
call: “Runway Lineup/
Before Takeoff

March 2012
Takeoff Roll
P P
Setting Takeoff Power
call: “Set Takeoff Power.”

call: “Takeoff Power Set.”
Initial Airspeed Indication
call: “Airspeed alive.”

action: Steering off.
At 80 KIAS
call: “80 Kts crosscheck.”
At V1
call: “V1.”
action: Move hand from
Power levers to yoke.
At VR
call: “Rotate.”
action: Rotate to approximately
10° pitch attitude for
takeoff (Go-around
position on V-Bars).

March 2012
Climb
P P
At Positive Rate of Climb
call: “Positive rate.”

Only after PM’s call,
call: “Gear - up,
Yaw Damper - engaged.” call: “Gear selected up.”
When gear indicates up,
“Gear indicates up,
yaw damper - engaged.”
After Gear Retraction
action: Immediately
accomplish attitude
correlation check.
PF’s and PM’s ADI
displays agree.
Pitch and bank angles
are acceptable.
call: “Attitudes check.”
Or, if a fault exists,
give a concise
statement of the
discrepancy.
At V2 + 30 KIAS and 400 ft. Above Airport Surface (Minimum)
call: “V2 +30 KIAS.”

call: “Flaps UP.”
call: “Flaps selected UP.”
When flap indicator
shows UP, “Flaps
indicate UP.”

March 2012
Climb (continued)
P P
At VENR (Minimum)
call: “Climb power.”

call: “Climb power set.”
At 1,500 ft (Minimum) Above Airport Surface and Workload Permitting
call: After Takeoff

checklist.”
action: Complete After

Takeoff checklist.
call: “ After Takeoff checklist
complete.”
At 10,000 ft.
call: “10,000 ft.”

action: o Smoke/Fasten Seat
N
Belt lights, as required
At Transition Altitude
call: “29.92 set.” call: “29.92 set.”

“Climb checklist.”
action: omplete Climb

C
checklist.
call: “ Climb checklist
complete.”
At 1,000 ft. Below Assigned Altitude
call: “_____ (altitude)

for_____ (altitude).”
(e.g., “9,000 for
call: “_____ (altitude) for 10,000.”)
_____ (altitude).”
(e.g., “9,000 for
10,000.”)

March 2012
Cruise
P P
At Cruise Altitude
call: “Cruise checklist.”

action: Complete Cruise
checklist.
call: “Cruise checklist
complete.”
Altitude Deviation in Excess of 100 ft.
call: “Altitude.”
call: “Correcting.”
Course Deviation in Excess of One Half Dot
call: “Course.”

March 2012
Descent
P P
Upon Initial Descent from Cruise
call: “Descent checklist.”

action: Complete Descent
checklist.
call: “Descent checklist
complete.
At 1,000 ft Above Assigned Altitude
call: “ ____ (altitude) for

____ (altitude).”
(e.g., “10,000 for
9,000.”)
call: “ ____ (altitude) for
____ (altitude).”
(e.g., “10,000 for
9,000.”)
At Transition Level
call: “Altimeter set _______.” call: “Altimeter set ____ .”

Transition Level
checklist”
action: Complete Transition
checklist.
call: “Transition checklist
complete.”
At 10,000 ft
call: “10,000 ft.”

call: “Check.”
Speed 250 Kts.”
Maintain sterile cockpit below 10,000 ft. above airport surface.

March 2012
Descent (continued)
P P
At Appropriate Workload Time
Review Review
Review the following:

Approach to be executed
Field elevation
Appropriate minimum sector altitude(s)
Inbound leg to FAF, procedure turn direction and altitude
Final approach course heading and intercept altitude
Timing required
DA/MDA
MAP (non-precision)
VDP
Special procedures (DME step-down, arc, etc.)
Type of approach lights in use (and radio
keying procedures, if required)
Missed approach procedures
Runway information conditions
action: Brief the following:

Configuration
Approach speed
Minimum safe altitude
Approach course
FAF altitude
DA/MDA altitude
Field elevation
VDP
Missed approach
Heading
Altitude
Intentions
Abnormal implications
Accomplish as many checklist items as possible. The Approach checklist must be

completed prior to the initial approach fix.

March 2012
Precision Approach
P P
Prior to Initial Approach Fix
call: “Approach checklist.”

action: Complete Approach
checklist.
call: “Approach checklist
complete.”
After Level-Off on Intermediate Approach Segment
call: “Flaps 8.” or

“Flaps 20.”
call: “Flaps selected 8 or
20.” When flaps indicate
8° or 20°, “Flaps
indicate 8 or 20.”
After Initial Convergence of Course Deflection Bar
call: “Localizer/course call: “Localizer/course

alive.” alive.”
At initial Downward Movement of Glideslope Raw Data Indicator
call: “Glideslope alive.” call: “Glideslope alive.”
When Annunciators Indicate Localizer Capture
call: “Localizer captured.” call: “Localizer captured.”
At One Dot from Glideslope Intercept
call: “One dot to go.”

call: “Gear – DOWN. Before
Landing checklist.”
call: “Gear selected down.”

When gear indicates
down,
“Gear indicates down.”
action: Complete Landing
checklist except for full
flaps autopilot and
yaw damper

March 2012
Precision Approach (continued)
P P
When Annunciator Indicates Glideslope Capture
call: “ Glideslope captured.” call: “Glideslope captured.”

call: “Flaps DOWN.”
call: “Flaps selected DOWN.”
When Flaps indicate
DOWN,
“Flaps indicate DOWN.”
If the VOR on the PM’s side is used for crosschecks on the intermediate segment,
the PM’s localizer and glideslope status calls are accomplished at the time the PM
changes to the ILS frequency. This should be no later than at completion of the FAF
crosscheck, if required. The PM should tune and identify his NAV radios to the specific
approach and monitor.
At FAF
call: “Outer marker.” or

“Final fix.” action:
Start timing
Visually crosscheck
that both altimeters
agree with crossing
altitude.
Set missed approach
altitude in the altitude
alerter.
Check PF and PM
instruments.
Call FAF inbound.
call: “Outer marker.” or
“Final fix.”
“Altitude checks.”
At 1,000 ft Above DA(H)
call: “1,000 ft to
minimums.”
call: “Check.”

March 2012
Precision Approach (continued)

P
P
At 500 ft Above DA(H)
call: “500 ft to minimums.”

call: “Check.”
At 200 ft. Above DA(H)

call: “Check.”
At 100 ft Above DA(H)

call: “Check.”
At Point Where PM Sights Runway or Visual References
call: “Runway (or visual

reference)
call: “Going visual. Land.”
____ o’clock.”
or “Missed approach.”
action: As PF goes visual, PM

transitions to instruments.
At DA(H)
call: “Minimums. Runway

(or visual reference)
____ o’clock.”
action: Announce intentions.
call: “Going visual. Land.”
or “Missed approach.”
action: As PF goes visual, PM
transitions to instruments.
call: “100 ft. AGL.”
NOTE: An approach window has the following parameters:

Within one dot CDI deflection or 5° bearing
IVSI less than 1,000 fpm
IAS within VAP ±10 Kts (no less than VREF or 0.6 AOA, whichever
is less)
No flight instrument flags with the landing runway or visual
references not in sight
Landing configuration, except for full flaps (circling or single
engine approaches).
When within 500 ft above touchdown, the aircraft must be within the
approach window. If the aircraft is not within this window, a missed
approach must be executed.

March 2012
Precision Missed Approach
P P
At DA(H)
call: “Minimums. Missed

call: “Missed approach.” approach.”
action: Apply power firmly and

positively. action: Assist PF in setting
Activate go-around power for go-around.
mode and initially
rotate the nose to
the flight director
go-around attitude.
call: “Flaps 8” or
“Flaps 20”
20.” When flaps
indicate 8° or 20°,
“Flaps indicate 8 or 20.”

call: “Gear up.
Yaw Damper - engaged.” call: “Gear selected up.”
When gear indicates
up,
yaw damper - engaged.”
action: Announce heading
and altitude for
missed approach.

March 2012
Precision Missed Approach (continued)
P P
At VREF +30 KIAS and 400 ft. Above Airport Surface (Minimum)

When flaps indicate
UP,
“Flaps indicate UP.”
To ATC
call: “Missed approach.”
At 3,000 ft. Above Airport Surface or Level - Off, which ever is lower
call: “After Takeoff

Climb checklist.” action: Complete After Takeoff
checklist.
call: “After Takeoff checklist
complete.”

March 2012
Precision Approach Deviations
P P
± One Half Dot – Glideslope
call: “One half dot (high,

low) and (increasing,
holding, decreasing).”
± One Half Dot – Localizer
call: “One half dot (right,

left) and (increasing,
VTGT ±___________
call: “Speed (plus or minus)

____ (Kts) and (increasing,
At or Below VREF
call: “VREF.” or
“VREF minus _____
(Kts below VREF).”
Rate of Descent Exceeds 1,000 FPM
call: “Sink ____ (amount)

hundred and
(increasing, holding,
decreasing).”

March 2012
Non-Precision Approach
P P
Prior to Initial Approach Fix

checklist except
for flap and slats.
complete.”
After Level-Off on Intermediate Approach Segment

“Flaps 20.” call: “Flaps selected 8 or
20.” When flaps
“Flaps indicate 8 or
20.”
At Initial Convergence of Course Deviation Bar
call: “Localizer/course alive.” call: “Localizer/course

alive.”
When Annunciators Indicate Course Capture
call: “Localizer/course call: “Localizer/course

captured.” captured.”
Prior to FAF
call: “ ____(number)
miles/minutes from
FAF.”
call: “Gear down. Before
Landing checklist”
When gear indicates
down,
action: Complete Before
Landing checklist
except for full flaps.
autopilot, and yaw
damper.

March 2012
Non-Precision Approach (continued)
P P
At FAF
call: “Outer marker.” or call: “Outer marker.” or

“Final fix.” “Final fix.”
action:
Start timing.
Visually crosscheck
that both altimeters
agree.
Set MDA (or nearest
100 ft above) in
altitude alerter.
Check PF and PM
instruments.
call: “Flaps DOWN.”
Call “FAF inbound.”
call: “Flaps selected

DOWN.” When Flaps
indicate DOWN, “Flaps
indicate DOWN.”
call: “Altimeters check.”
At 1,000 ft Above MDA
call: “1,000 ft to minimums.”
call: “Check.”

March 2012
Non-Precision Approach (continued)
P P
At 500 ft Above MDA

call: “Check.”
At 200 ft Above MDA

call: “Check.”
At 100 ft Above MDA

call: “Check.”
At MDA
call: “Minimums. ____

(time) to go.” or
“Minimums. ____
call: “Check.” (distance) to go.”
At Point Where PM Sights Runway or Visual References
call: “Runway (or visual

call: “Going visual. Land.” reference) ____
or “Missed approach.” o’clock.”

NOTE: An approach window has the following parameters:

Within one dot CDI deflection or 5° bearing
IVSI less than 1,000 fpm
IAS within VAP ±10 Kts (no less than VREF or 0.6 AOA, whichever
is less)
No flight instrument flags with the landing runway or visual
references not in sight
Landing configuration, except for full flaps (circling or single
engine approaches).
When within 500 ft above touchdown, the aircraft must be within the
approach window. If the aircraft is not within this window, a missed
approach must be executed.

March 2012
Non-Precision Missed Approach
P P
At MAP
call: “Missed approach

point. Missed
approach.”
call: “Missed approach.”
action: Apply power firmly and
positively. Activate go- action: Assist PF in setting
around mode and power for go-around.
initially rotate the nose
to the flight director
go around attitude.
“Flaps 20.”
20.” When flaps
“Flaps indicate 8 or
20.”

call: “Gear up. Yaw
Damper - engaged.”
call: “Gear selected up.”

When gear indicates
up,
yaw damper -
engaged.”
action: Announce heading
and altitude for
missed approach.

March 2012
Non-Precision Missed Approach

(continued)
P P
At VREF +30 and 400 ft. Above Airport Surface (Minimum)

When flaps indicate
UP,
“Flaps indicate UP.”
At 1,500 ft. (Minimum) Above Airport Surface and Workload Permitting
call: “After Takeoff

checklist.” action: Complete After Takeoff
checklist
call: “After Takeoff checklist
complete.”

March 2012
Non-Precision Approach Deviations
P P
± One Dot – Localizer/VOR
call: “One dot (right, left)

and (increasing,
± 5° At or Beyond Midpoint for NDB Approach
call: “ ____ (degrees off

course) (right, left) and
decreasing).”
VTGT ± _______
call: “Speed (plus or minus)

_____ and (increasing,
At or Below VREF
call: “VREF.” or
“VREF minus ____
(Kts below VREF).”
Rate of Descent is ± 200 FPM of Briefed Rate
call: “Sink ____ (amount)

hundred and
decreasing).”

March 2012
Visual Traffic Patterns
P P
Before Pattern Entry/Downwind (1,500 ft Above Airport Surface)

checklist.
complete.”
Downwind

“Flaps 20.”
call: “Flaps selected 8 or 20.”

When flaps indicate
8° or 20°, “Flaps
indicate 8 or 20.”
call: “Gear down. Before
Landing checklist”

When gear indicates
down,
action: Complete Before
Landing checklist
except for full flaps.
autopilot, and
yaw damper.
At 1,000 Ft Above Airport Surface
call: “1,000 ft AGL.”

call: “Check.”
At 500 ft Above Airport Surface
call: “500 ft AGL.”

call: “Check.”
At 200 ft Above Airport Surface
call: “200 ft AGL.”

call: “Check.”

call: “50 ft. AGL.

March 2012
Landing
P P
Landing Assured (At Point on Approach When PF Sights Runway and

Normal Landing Can be Made)
call: “Going visual. Land. Flaps

DOWN or Flaps 40.”
call: “Flaps DOWN or Flaps

40.” When flaps indicate
DOWN or 40°,
“Flaps indicate DOWN
or 40.”
action: Disconnect autopilot action: Continue with:
prior to landing, if on. Speed check
Vertical speed check
Callouts
Gear down verification
Flap verification.
call: “Final gear and flaps
recheck.”
Before Landing
At 100 ft Above Touchdown
call: “100 ft.”
At 50 ft Above Touchdown
call: “50 ft.”
At Landing Flare (L2/L3)
action: Yaw damper off

with WMS. call: “Yaw damper off.”

March 2012
Landing (continued)
P P
At Touchdown
action: “Extend spoilers.”

call: “Spoilers extended.”
call: “Spoilers extended.”
At Thrust Reverser Deployment
call: “Two unlocked.

Two deployed.”
At Thrust Reverser Idle Speed (60/70 KIAS)
call: “60 Kts (L3/L5) or

70 Kts (L2).”

March 2012

March 2012
3D
Maneuvers
Contents
Maneuvers
Two Engine Operation
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-5
Normal Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-5
Standing Takeoff..................................................................................3D-5
Rolling Takeoff.....................................................................................3D-5
Crosswind Takeoff...............................................................................3D-6
Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-6
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-6
Initial Climbout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7
Thrust Setting..................................................................................... 3D-7
Cabin Temperature............................................................................. 3D-8
Turbulent Air Penetration.................................................................... 3D-8
Operation in Icing Conditions.............................................................. 3D-9
Inflight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-9
Spoiler Deployment............................................................................ 3D-9
Change of Airspeed............................................................................ 3D-9
Steep Turns........................................................................................ 3D-9
Stall Recognition and Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-10
Stall Recovery Template....................................................................3D-10
Maneuver Based Stall Recognition...................................................3D-11
Scenario Based Approach to Stalls...................................................3D-12
Stick Pusher Demonstration..............................................................3D-13
Unusual Attitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-14
Recovery from Nose-High Attitude....................................................3D-14
Recovery from Nose-Low Attitude.....................................................3D-14
Holding...............................................................................................3D-14
Flight Director....................................................................................3D-15
Instrument Approach Considerations................................................3D-15
Additional Instrument Systems..........................................................3D-15
VFR Traffic Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-15
Normal Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-16
Condensation Precautions.................................................................3D-16
Pressurization....................................................................................3D-16
Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-16
Checklist and Configuration...............................................................3D-16
Typical Precision Approach (ILS).......................................................3D-17
Typical Non-Precision Approach/Missed Approach and Landing......3D-17
Go-Around/Missed Approach/Balked Landing...................................3D-17
Go-Around Procedure........................................................................3D-18
Learjet 55 For Training Purposes Only 3D-1

October 2013
After a Missed Approach – Proceeding for
Another Approach.............................................................. 3D-18
After a Missed Approach – Departing Area....................... 3D-18
Circling Approach/Circling Pattern..................................... 3D-18
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-19
Drag Chute........................................................................ 3D-19
Thrust Reversers............................................................... 3D-19
Crosswind.......................................................................... 3D-19
Contaminated Runways..................................................... 3D-20
Touch-and-Go Landings. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-20
After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-20
No Flap Approach and Landing. . . . . . . . . . . . . . . . . . . . . . 3D-20
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-21
Single Engine Operation
Engine Failure After V1 – Takeoff Continued. . . . . . . . . . . . 3D-23
Precision Approach and Landing . . . . . . . . . . . . . . . . . . . . 3D-23
Go-Around/Missed Approach/Balked Landing. . . . . . . . . . 3D-24
Aerodynamics
Wing Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-25
Stall Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-25
High Altitude Characteristics. . . . . . . . . . . . . . . . . . . . . . . . 3D-26
Schematic: Low Speed Buffet Boundary................................ 3D-27
Example – Stall at Altitude................................................. 3D-29
Single Engine Climb and Drift Down.................................. 3D-29
Flight Profiles
Figure: Takeoff............................................................ 3D-33
Figure: Rejected Takeoff............................................. 3D-35
Figure: Engine Failure After V1/Takeoff Continued...... 3D-37
Figure: Steep Turns.................................................... 3D-39
Figure: Maneuver Based Approach to Stalls.............. 3D-41
Figure: Scenario Based Approach to Stalls................ 3D-43
Figure: Unusual Attitude Recovery............................. 3D-45
Figure: Precision Approach/Missed
Approach and Landing................................................. 3D-47
Figure: Single Engine Precision Approach/Missed
Approach and Landing................................... 3D-49
Figure: Non-Precision Approach/Missed
Approach and Landing................................... 3D-51
Figure: Single Engine Non-Precision Approach/
Missed Approach and Landing....................... 3D-53
Figure: Circling Approach........................................... 3D-55
Figure: Visual Approach/Balked Landing.................... 3D-57
Figure: No Flap Visual Approach/Balked Landing...... 3D-59
Figure: Go-Around/Missed Approach/Balked
Landing (One or Two Engine)......................... 3D-61
Figure: Emergency Descent....................................... 3D-63
3D-2 For Training Purposes Only Learjet 55

October 2013
Maneuvers
Maneuvers
The first part of this chapter presents a written description of various
maneuvers and techniques during two engine operation and single
engine operation. The second part of this chapter contains pictorial
examples of selected maneuvers.

October 2013

October 2013
Maneuvers
Two Engine Operation

Taxiing
Good judgment and skill in ground maneuvering are essential. Pay
attention to proper engine acceleration, ITT, fan and turbine RPMs, and
temperature and pressure indications.
Accomplish smooth steering by gently moving rudder pedals only the
amount necessary to make the required turn.
Strong winds and gusts can cause sudden deflections of the rudder.
Keep feet firmly placed on the rudder pedals to prevent unwanted
steering motions.
Normal Takeoff
Initiate a normal takeoff from a standing start of by rolling onto the
runway. Refer to profile on Page 3D-33.
Prior to takeoff consider the following: use of the flight director, thrust
application, brake release, runway alignment, use of flight controls, and
proper rotation.
The PF’s takeoff briefing, in accordance with the SOP, should be
clear, concise, and pertinent to the specific takeoff. Set airspeed bugs
according to the SOP.
Complete the Before Takeoff checklist before taxiing onto the runway. The
Takeoff checklist is designed to be completed just prior to starting the roll. If
wind is strong and gusty, angle-of-attack may furnish erroneous indications.
To optimize coordination, the PNF monitors the instruments and assists
with the power levers to enable the PF to concentrate on directional
control.
Standing Takeoff
Hold the brakes firmly and advance power levers to computed N1. Monitor
the cabin vertical speed indicator, because a rapid thrust application can
cause a pressure surge in the cabin.
When power is set, check engine instruments and release the brakes
smoothly.
With this procedure, charted computations ensure takeoff and climb
gradient performance is met.
Rolling Takeoff
The more comfortable rolling takeoff may be accomplished when actual
runway length is at least 10% longer than computed takeoff distance
(and obstacle clearance is not a factor). As the aircraft is aligned on the
runway, advance the thrust levers smoothly to computed N1. Be sure
takeoff thrust is established before reaching the point where computed
takeoff distance begins and before 80 KIAS.

October 2013
Remember that AFM takeoff field length data and takeoff N1 settings are
based upon a standing start. On a rolling takeoff if power is set beyond
the computed takeoff distance then the takeoff data is no longer valid.
Crosswind Takeoff
When required, a crosswind takeoff may be combined with any other
takeoff. Directional and lateral control throughout a crosswind takeoff
are critical; hold the wings level using the ailerons.
Takeoff Roll
Maintain directional control with nosewheel steering and rudder pedals.
Positive back pressure is required to rotate the aircraft. Precisely at VR,
smoothly rotate to a takeoff attitude of 9°. Early or late rotation degrades
takeoff performance. Smooth rotation also prevents a decrease in airspeed.
Rejected Takeoff
For abort prior to V1, retard power levers to IDLE, immediately apply
wheel-brakes as required, and extend spoilers. Refer to profile on
Page 3D-35.
If reverse thrust is available, move thrust reverser levers to idle
deployment. When the thrust reversers are extended, increase reverse
thrust to slow the aircraft. Use reverse thrust with caution if the malfunction
causing the abort is an engine fire or failure; directional control is affected
when reversing only one engine.
Return power levers to the reverse idle position as the aircraft slows to
60 KIAS. Monitor engine instruments and do not exceed temperature
limits while in reverse thrust.
Use reverse thrust cautiously on wet or slippery runways. Power may
not increase simultaneously on both engines, causing directional control
problems.
Use caution during strong crosswind conditions, because reverse thrust
aggravates any weathervaning tendency.
If installed, consider deploying the drag chute when runway length is a
factor, during wet and slippery conditions, or when a malfunction reduces
braking capability. The drag chute is more effective at higher airspeeds
and, if used, should be deployed early in the abort. Do not use the drag
chute and thrust reversers simultaneously.

October 2013
Maneuvers
Initial Climbout
Once a positive rate of climb is indicated by the altimeter and vertical
speed indicator, move the landing gear lever to UP. Confirm gear is
retracted and monitor annunciators and engine instruments.
Engage the yaw damper and continue to accelerate to the desired climb
speed. Set climb thrust. Accelerate to V2 + 30 and retract flaps after
reaching a safe altitude.
Maintain at least 1,000 FPM vertical speed during initial climbout.
At heavy gross weights and extremely hot temperatures, it may be
necessary to climb using takeoff thrust.
Consult the Climb N1 chart for the climb power setting. Do not exceed
the five minute time limit for takeoff thrust.
Climb
Set computed climb N1 and turn the engine synchronizer selector switch
on, then select FAN or TURB as desired. Cross-check that the remaining
engine instruments are within limits. N1 RPM increases with altitude, and
several power lever adjustments are necessary during climb to maintain
the specified thrust setting required by the climb performance charts.
Use of engine anti-ice reduces allowable fan speed and dictates close
monitoring of ITT and RPM limits. Reduce power slightly prior to turning
on anti-ice to avoid exceeding engine temperature limits.
Observe the differential pressure/cabin altitude and cabin vertical speed
gauges for proper programming and comfort rate. Periodic checks of
time to climb remaining, cabin altitude, and rate of cabin ascent provide
required information to determine necessary adjustments.
With RATE set too low, maximum differential pressure may be reached
before cruise altitude; this takes system control away from the crew.
The outflow valve relieves pressure as necessary to maintain maximum
differential. A RATE setting too high may be uncomfortable and results in
the programmed cabin altitude being reached before the cruise altitude.
A thorough understanding of the DIFF PRESS/CABIN ALT gauge aids
the crew in smooth operation of the pressurization system.
Cruise
Thrust Setting
Climb thrust normally is maintained during climb until level-off, then
acceleration to the desired cruise mode takes place. At that time, adjust
thrust to the appropriate setting.
If engine RPM does not automatically synchronize at desired cruise setting,
turn the engine synchronizer switch to OFF to allow the synchronizer
actuator to center. Roughly synchronize engines with the power levers, and
turn the synchronizer switch on, then select FAN or TURB.

October 2013
For maximum range, thrust necessary to maintain optimum
angle-of-attack diminishes with fuel burnoff. Increased performance and
lower airspeed requirements as weight decreases less the necessary
thrust. Consult the Pilot’s Manual for cruise and power performance figures.
Cabin Temperature
Maintain a comfortable cabin temperature with the temperature selector
set between 10 and 11 o’clock. During daylight, the crew environment
may not be an accurate reference of cabin comfort level due to solar
heating through cockpit windows.
Place a hand over an open crew foot warmer outlet to determine an
approximate indication of airflow temperature into the cabin. Foot
warmers are an extension from the same source as cabin underfloor
ducting and can be used as a reference for temperature adjustments.
Turbulent Air Penetration

Although the aircraft is not operationally restricted in rough air, do not fly
into known severe turbulence. When flying 30,000 ft or higher, carefully
plan turbulence avoidance strategy with an understanding of mountain
wave dynamics, thunderstorm characteristics, and weight versus altitude
buffet margins (“coffin corner”). When severe turbulence is encountered,
the following are recommended.
1. Maintain airspeed at 250 KIAS (0.73 M). Severe turbulence causes
large and often rapid variations in indicated airspeed. Do not chase
the airspeed.
2. Turn on the air ignition system; set thrust to target airspeed. Change
thrust only in the case of extreme airspeed variation.
3. Keep control movements moderate and smooth. Maintain wings
level and desired pitch attitude. Use attitude indicator as primary
instrument. In extreme drafts, large attitude changes may occur. Do
not make sudden, large control movements. After establishing trim
setting for penetration speed, do not change the stabilizer trim.
4. Allow the altitude to vary. Large altitude changes are possible in
severe turbulence. Sacrifice altitude to maintain the desired attitude
and airspeed. Do not chase the altimeter.
5. Ensure yaw damper is engaged; control of the aircraft in severe
turbulence becomes more difficult with the yaw damper off.
6. Set the autopilot in Soft mode. If severe turbulence is penetrated
with the autopilot on, turn off the altitude, speed and vertical speed
hold modes.

October 2013
Maneuvers
Operation in Icing Conditions

The following represent general guidelines for use of anti-ice in flight.
Anti-ice should be on prior to flight into visible moisture and RAT of
10°C (50°F) or below.
If anti-ice is required during takeoff, switch anti-ice on prior to setting
takeoff power.
Turn engine anti-ice switches on and off, one at a time.
Inflight Procedures
Spoiler Deployment
Spoilers expedite a descent, reduce airspeed, and allow additional
thrust (increased bleed airflow) for icing conditions without increasing
airspeed. A light buffeting is noticeable with spoilers extended.
Do not extend spoilers above MMO/VMO. Spoilers must be retracted before
landing; with one or both spoilers extended, add 30 KIAS to VREF when
established on approach.
Change of Airspeed
When decreasing airspeed by 50 KIAS or more, reduce power below
the target N1 setting. As airspeed approaches within 5 KIAS of that
desired, advance power levers to obtain appropriate N1 RPM. When
increasing airspeed by 50 KIAS or more, advance power levers to obtain
approximate climb thrust. As airspeed approaches within 5 KIAS of that
desired, retard power levers to obtain the appropriate N1.
Spoilers may be used in conjunction with thrust for decreasing airspeed.
Reduce thrust to the approximate setting for desired airspeed, then
extend the spoilers. Upon reaching desired airspeed, retract spoilers.
Smoothly coordinate all functions while maintaining a constant heading
and altitude.
Changing airspeed by amounts of less than 50 KIAS is accomplished
by overshooting (or undershooting) N1 approximately 5 to 10%. When
approaching desired airspeed, set N1 to maintain that airspeed.
Steep Turns
Steep turns (45° bank) confirm that increasing bank requires additional
lift to maintain altitude. Refer to profile on Page 3D-39.
At intermediate altitudes, approximately 10,000 ft MSL, practice steep
turns at 250 KIAS. Start the maneuver on a cardinal heading.
The target power setting is 73% N1 for each engine. Trim out back
pressure as needed and increase N1 on each engine approximately
1 to 2% when passing through 30° bank. Lead the rollout 10° to 15° and
reduce thrust to the original setting.

October 2013
Stall Recognition and Recovery
Stall training should always emphasize reduction of AOA as the most
important response when confronted with any stall event. Therefore, the
FAA recommends the stall recovery template for use as a reference.
Airplane manufacturers have created this guide to provide commonality
among various airplanes.
Stall Recovery Template

1. Autopilot and Autothrottle (if applicable) Disconnect
While maintaining the attitude of the airplane, disconnect
the autopilot and autothrottle. Ensure the pitch attitude
does not increase when disconnecting the autopilot. This
may be very important in out-of-trim situations. Manual
Note: control is essential to recovery in all situations. Leaving
the autopilot or autothrottle connected may result in
inadvertent changes or adjustments that may not be
easily recognized or appropriate, especially during high
workload.
Apply until stall
2a. Nose down pitch control
warning is eliminated
Reducing the AOA is crucial for recovery. This will also

Note:
address autopilot induced excessive nose up trim.
2b. Nose down pitch trim As Needed

If the control column does not provide sufficient response,
pitch trim may be necessary. However, excessive use of
Note:
pitch trim may aggravate the condition, or may result in
loss of control or high structural loads.
3. Bank Wings Level
Note: This orients the lift vector for recovery.
4. Thrust As Needed
During a stall recovery, maximum thrust is not always
needed. A stall can occur at high thrust or at idle thrust.
Therefore, the thrust is to be adjusted accordingly during
the recovery. For airplanes with engines installed below
the wing, applying maximum thrust may create a strong
Note:
nose-up pitching moment if airspeed is low. For airplanes
with engines mounted above the wings, thrust application
creates a helpful pitch-down tendency. For propeller-
driven airplanes, thrust application increases the airflow
around the wing, assisting in stall recovery.
5. Speed brakes/Spoilers Retract
Note: This will improve lift and stall margin.
6. Return to desired Flight Path
Apply gentle action for recovery to avoid secondary stalls,
Note:
and then return to desired flightpath.
CAUTIO
The Stall Recognition and Recovery discussion is presented only
in the context of recovery training. Stalls in high performance
aircraft should not be deliberately executed unless they are
part of a supervised pilot training program. Safety of flight
considerations dictate that the utmost caution be employed
during such exercises.

October 2013
Maneuvers
Maneuver Based Stall Recognition

Approach to Stall
The approach to stalls should be continued only to the first warning
indication. At the first warning indication, initiate an immediate
recovery. Do not allow the aircraft to go into full stall. Refer to profile on
Page 3D-41.
Perform the approach to stall in the clean, approach, and landing
configurations. Practice altitude should be no higher than 15,000 ft MSL
and no lower than 10,000 ft above terrain.
Before practicing approaches to stall, clear the cockpit area of loose
articles and accomplish the following.
1. Compute VREF and set airspeed indicator bugs.
2. Compute takeoff/climb thrust.
3. Turn the ignition switches on.
4. Turn engine synchronizer switch off.
Clean/Cruise Configuration (Flaps and Gear Up)
While maintaining altitude and heading (wings level), retard power levers
to idle. As the aircraft slows, maintain altitude with back pressure. Observe
the angle-of-attack indicator information; stick shaker activation occurs
when indicator is in the yellow. At first indication of stall, accomplish the
following.
1. Autopilot – Disengage
2. Pitch – Lower to reduce angle of attack (trim as necessary)
3. Throttles – Takeoff power
4. Bank – Level the wings
5. Spoilers – Retracted
6. As the airspeed increases, increase the pitch attitude as necessary
to return to the original altitude and level off at original altitude and
airspeed.
7. Do not exceed any limitations.
Takeoff/Approach Configuration (Flaps 20° and Gear Up)
Establish a level turn using 20° bank and retard power levers to idle.
As the aircraft slows, maintain altitude with back pressure. Observe
angle-of-attack indicator information; stick shaker activation occurs
when indicator approaches the yellow. At first indication of stall, perform
the following.
5. After reaching vREF + 30 KIAS set flaps up, or maintain airspeed
below 200 KIAS with flaps 20°,as the airspeed increases, increase
the pitch attitude as necessary to return to the original altitude and
level off at original altitude and airspeed.

October 2013
Landing Configuration (Flaps 40° and Gear Down)
Accomplish simulated stalls while in landing configuration at 10,000
to 15,000 ft. While maintaining altitude and heading (wings level), set
power to 60 to 65% N1,Slowly increase pitch attitude (not to exceed
15°) to maintain altitude. At the first indication of stall accomplish the
following:
5. At vREF set flaps 8. After positive rate of climb is achieved retract the
landing gear. After reaching vREF + 30 KIAS set flaps up reaching
original altitude, level off at original altitude and airspeed.
NOTE: As a rule of thumb, a recommended holding speed is
VREF + 50 KIAS.
Scenario Based Approach to Stalls

The goal of scenario based demonstration approach to stall events is
to provide the best practices and guidance for pilots, within existing
regulations, to ensure correct and consistent responses to unexpected
stall warnings activation. Emphasis will be on reducing the angle of
attack at the first indication of a stall as the primary means of approach
to stall recovery.
Clean Configuration Approach to Stall (High Altitude)

The pilot will recognize the stall warning and immediately perform the
stall recovery procedure. The pilot should also demonstrate willingness
to trade altitude for airspeed to accomplish an expeditious recovery from
a stall event. Refer to profile on Page 3D-43.
1. Altitude – FL410 - FL450
2. Level Flight
3. Flaps – Up
4. Landing Gear – Up
5. Autopilot – Engage
6. Thrust – Reduce to less than adequate for maneuvering flight
7. First Indication of Stall – Recovery procedure
The maneuver is considered complete once a safe speed is achieved
and the airplane stabilized.
Positive recovery from the aerodynamic stall or approach to stall takes
precedence over minimizing altitude loss.

October 2013
Maneuvers
Takeoff Approach to Stall with Partial Flaps

stall recovery procedure, then resume the assigned departure.
1. Altitude – During Takeoff, at an altitude that will allow for a recovery
2. Flaps – Takeoff
3. Landing Gear – Up
4. Thrust – Reduce to less than adequate to maintain airspeed and
climb rate.
5. First Indication of Stall – Recovery Procedure
6. Climb – Assigned Departure and Altitude
The maneuver is considered complete once the flight reaches and
stabilizes at the assigned altitude.
Landing Configuration Stall
stall recovery procedure, then commence the missed approach.
1. Altitude – 1,000 ft AGL
2. Approach – Precision
3. Flaps – Landing Configuration
4. Landing Gear – Down
5. Thrust – Reduce to be inadequate to maintain a safe speed or descent
angle, and results in an increase in AOA to maintain glidepath
6. First Indication of Stall – Recovery Procedure
7. Missed Approach – Commence
The maneuver is considered complete when safe speed has been
achieved and the pilot initiates the missed approach.
Stick Pusher Demonstration
Refer to profile on Page 3D-43
The stick pusher is an automated control input which activates as the
airplane approaches the critical AOA. The pilot must understand that
the stick pusher activation is a stall event safety device which must be
relied upon, not overridden. It is important for pilots to experience the
sudden forward movement of the control wheel during the stick pusher
activation. If not resolved, the condition that activated the stick pusher
will lead to a full aerodynamic stall and possible loss of control.
Stick Pusher Setup:
1. Clean configuration
2. Level flight
3. Thrust - Reduce to Idle
4. AOA should be increased to achieve the activation of the stick
pusher.

October 2013
5. Review approach-to-stall indications as they occur.
6. Upon stick pusher activation, Allow the pusher activation.
7. Initiate recovery procedure – Release back pressure to allow
reduction in AOA
The pilot will recover to the maneuvering speed appropriate for the
airplane’s configuration without exceeding the airplane’s limitations. It
is probable that some loss of altitude will occur during the recovery. The
maneuver is considered complete once a safe speed is achieved and
the airplane is stabilized in level flight.
Unusual Attitudes
A number of causes (e.g., jet upset, failed attitude references, autopilot
malfunction, or pilot incapacitation) may result in unusual attitudes.
Recovery from Nose-High Attitude

After confirming a nose-high attitude low-airspeed condition exists, apply
thrust while rolling towards the nearest horizon. Up to 90° bank may be
used depending on severity of the condition. When the nose passes
through the horizon, smoothly roll to a wings-level attitude and recover
to level flight if airspeed permits. A typical recovery can be initiated if the
airspeed is at or above 140 Kts.
Recovery from Nose-Low Attitude

To recover from a nose-low attitude, reduce thrust to idle while
simultaneously rolling to a wings-level attitude. Raise nose of aircraft to
level flight attitude. Avoid rolling pull-outs.
Instrument Procedures
Holding
The maximum holding speeds are:
Sea Level through 6,000 ft MSL – 200 KIAS
6,000 ft MSL through 14,000 ft MSL – 230 KIAS
Above 14,000 ft MSL – 265 KIAS.
Slow to holding speed within three minutes prior to reaching holding fix.
Holding pattern recommended entries are parallel, teardrop, and direct.
Outbound timing begins over or abeam the holding fix, whichever occurs
later. Inbound leg time at 14,000 ft MSL or below is one minute. Above
14,000 ft MSL, the inbound leg time is one and one-half minutes.
The initial outbound leg is flown for one, or one and one-half minute(s),
as appropriate for altitude. Timing of subsequent outbound legs should be
adjusted as necessary to achieve proper inbound leg time. For a crosswind
correction, triple the inbound drift correction on the outbound leg.

October 2013
Maneuvers
Flight Director
The flight director is effective for making an accurate approach. If command
bars are followed precisely, the flight director computes drift corrections
based on track results. These computations command slow and deliberate
corrections toward interception of track and glideslope. If commands are
not followed closely, the computer does not work properly.
While following the flight director commands, remember to cross check
raw data presentations. The flight director is extremely reliable, but do not
rely on it solely. Monitor annunciator lights for indication of malfunction. If
the computer is not working properly, it presents erroneous information.
Instrument Approach Considerations

Consider several factors prior to commencing an approach in a high
performance jet aircraft. The pilot must have a thorough knowledge of
the destination and alternate weather conditions before descending out
of the high altitude structure. Many weather and traffic advisory sources
are available, including the following:
Flight Service Stations that may be used enroute at any time to
obtain the latest destination and alternate weather conditions
ATC controllers can obtain information (if requested) pertaining
to traffic delays and whether aircraft are successfully completing
approaches
ATIS
Destination Tower and/or Approach Control.
If weather is at or near minimums for the approaches available, review
how much time and fuel is needed to go to an alternate. To continue the
approach to a landing after arrival at minimums, you must (1) see the
required visual references and (2) be in a position from which a normal
approach to a normal landing can be accomplished.
Additional Instrument Systems

The following additional equipment is available on most aircraft and
should be set according to company SOP:
Radio altimeter
Terrain advisory voice encoding altimeter
Vertical navigation computer controller.
VFR Traffic Pattern

Traffic pattern altitude for jets is normally 1,500 ft AGL. In clean
configuration, slow to a minimum of VREF + 40 KIAS. The target power
setting is approximately 60% N1.
Initiate Before Landing checklist no later than the downwind leg entry
point; lower flaps to 8°. The minimum airspeed on downwind is now
VREF + 30 KIAS. Lower gear opposite the touchdown zone or about two
miles out on base leg or straight-in final (but not lower than traffic pattern
altitude).

October 2013
Complete Before Landing checklist to Flaps 40°. Maintain VREF + 10 KIAS,
completing the turn on final or starting descent, if straight-in. Lower flaps to
40° and maintain VREF + 10 KIAS until transition to VREF + wind factor over
threshold.
The stall margin indicator supplements the airspeed indicator during all
maneuvers and should be included in the instrument cross-check.
Normal Descent
Condensation Precautions
Turn windshield heat on approximately 15 minutes before descent for
maximum airflow to the windshield.
Pressurization
Continue to monitor the differential pressure/cabin altitude and cabin
vertical speed gauges. A high cabin altitude and low differential pressure
indicates insufficient rate of descent and depressurization. If the rate
is high, cabin descent may be uncomfortable and could result in the
programmed cabin altitude being reached prematurely.
The most comfortable condition occurs when cabin descent is distributed
over the majority of the aircraft descent time. Depressurization is
completed when cabin and aircraft altitudes are equal.
Turn on anti-ice systems when operating in visible moisture at RAT of
10°C (50°F) and below. Set radar altimeter bug to the decision height,
minimum descent altitude, or as desired for VFR operation for the terrain
proximity warning.
Double check landing field information and estimated arrival gross weight;
check runway requirements and determine VREF. Compute takeoff N1 and
VAC in preparation for go-around. When passing transition altitude, set
both altimeters to field pressure and check for agreement.
Approaches
Checklist and Configuration
For instrument approaches where a procedure turn is flown, ensure
Approach checklist is completed after turning outbound from the
approach fix; set the flaps as desired.
The recommended minimum airspeed in this configuration is determined
by the flap setting. If the aircraft is receiving radar vectors for an approach,
ensure the appropriate checklist is completed.

October 2013
Maneuvers
Typical Precision Approach (ILS)

An ILS approach is considered normal when all engines, appropriate
ILS facilities, and airborne equipment are operating. Refer to profile on
Page 3D-47.
1. When established on the localizer inbound to the FAF, set flaps to 20°.
2. Set airspeed to VREF + 20 KIAS.
3. When glideslope indicates one dot prior to intercept, lower landing
gear. Complete the Before Landing checklist. Yaw damper can be
used for landing and taxiing.
4. When crossing the FAF, set flaps to 40° and start timer.
5. Set airspeed to VREF + 10 KIAS.
6. At or before DH, establish visual contact with the runway.
7. On final approach, maintain airspeed at VREF + 10 KIAS. Continue
until reaching a point where transition to cross the runway threshold
at VREF + wind factor can be made.
8. Disengage yaw damper if landing with flaps up.
Typical Non-Precision Approach/Missed Approach

and Landing
Refer to profile on Page 3D-51.
When established on inbound course to the FAF, accomplish the following.
1. Set flaps to 20°.
2. Maintain airspeed at VREF + 20 KIAS.
3. Extend the landing gear slightly before FAF.
4. Upon crossing FAF, set flaps to 40°, start timing, descend to MDA,
maintain airspeed at VREF + 10 KIAS, and complete the Before
Landing checklist.
5. After leveling off at MDA, proceed to VDP or MAP.
6. Once on final, maintain airspeed at VREF + 10 KIAS. Continue at this
airspeed until reaching transition point to cross threshold at VREF +
wind factor.
7. Refer to the missed approach procedure on Page 3D-53.
Go-Around/Missed Approach/Balked Landing

Accomplish the go-around/missed approach/balked landing at the
MDA/DH with time expired (if applicable) and runway visual reference either
not in sight or not in a position from which a normal visual landing approach
can be accomplished. Refer to profiles on Page 3D-61.

October 2013
Go-Around Procedure
Accomplish the following.
1. Advance power levers to takeoff thrust.
2. Select Go-Around on the flight director and fly the command bars.
The attitude is approximately 9° nose-up.
3. Call Flaps 8°; retract gear at indication of a positive rate of climb.
4. Set airspeed to VREF + 15 KIAS (VAC). Do not exceed 15° bank at this
speed. If necessary to make an immediate climbing turn with a bank
in excess of 15°, establish an airspeed of VREF + 30 KIAS.
5. When clear of obstacles and at a minimum airspeed of V2 + 30 KIAS,
set flaps up and adjust pitch attitude as necessary. Upon reaching a 15°
nose-up attitude, maintain that attitude and allow airspeed to accelerate.
6. When clear of obstacles, reduce power lever settings to climb thrust.
At the relatively light gross weight at which missed approaches are
normally accomplished, the aircraft quickly accelerates to speeds
faster than VREF + 20 KIAS with the combination of 15° nose-up and
takeoff thrust. After climb and desired speed are established and
when clear of all obstacles, reduce thrust to climb N1.
7. Push flight director heading mode (heading bug centered).
8. Synchronize command bars.
9. Confirm level off altitude and heading/course needed for missed approach.
10. Comply with missed approach instructions.
After a Missed Approach – Proceeding for Another

Approach
1. Accelerate to VREF + 30 KIAS minimum.
2. Complete the After Takeoff or Approach checklists.
After a Missed Approach – Departing Area

1. Accelerate to normal climb speed.
2. Complete After Takeoff checklist.
3. Follow normal climbout procedures.
Circling Approach/Circling Pattern

Once visual conditions are reached, the circling approach is a modified
version of the VFR traffic pattern. Refer to profile on Page 3D-55.
Learjets are normally category D aircraft because of their approach
speed, although they may occasionally be category C if the aircraft weight
is light. Good judgment dictates the use of category D minimums.
Turbulence, strong winds, poor visibility, and low maneuvering altitude
are factors that must be considered when planning a circling approach.

October 2013
Maneuvers
An instrument approach requiring a heading change of 30° or more to

align with the landing runway is a circling approach. The approach is
flown with gear down and flaps 40° until arriving at a position from which
a normal landing can be made. Otherwise, the aircraft must decelerate
below 1.3 VS in order to select flaps 40°.
While maneuvering during the circling approach, fly a minimum of
VREF + 10 KIAS. When established on final in landing configuration, fly
VREF + 10 KIAS until reaching a point where a smooth transition can be
made to cross the runway threshold at VREF + wind factor.
Landing
Aircraft in landing configuration at VREF is in a near landing attitude. Refer
to profile on Page 3D-57.
Reduce thrust to idle. Raise nose slightly from attitude maintained on
final approach; with aft mounted engines, the nose tends to rise as thrust
is reduced and thus requires little back pressure.
Maintain attitude and allow the aircraft to fly onto the runway surface.
Upon touchdown, deploy spoilers. Lower nose wheel smoothly to runway
and apply braking as necessary.
Monitor anti-skid for proper functioning. To achieve maximum benefit
from the anti-skid system, do not pump the brakes; instead, apply steady
pressure on the pedals.
Drag Chute
Plan use of the drag chute well in advance of landing. Advise the tower of
intentions to do so. If possible, arrange to stop on the runway and pick up
the chute so there is less wear and tear on the chute and canister lid.
The drag chute tends to parallel the prevailing wind on deployment. In
a strong crosswind on a slick surface, the chute could pull the aircraft
sideways at slow speeds. Jettison the chute as required to avoid this
occurrence.
Thrust Reversers
When thrust reversers are used, extend spoilers upon touchdown and
lower nosewheel to the runway. Pull thrust reverser levers to the REVERSE
IDLE/DEPLOY position. Check that the DEPLOY lights come on before
smoothly pulling thrust reverser levers to the desired reverse thrust.
If reverse thrust is not needed, consider leaving the reverser levers in
the idle thrust setting after deployment for noise abatement.
Crosswind
In extreme crosswind conditions exceeding demonstrated values,
aileron control may be limited.
Do not allow the aircraft to float with power off prior to touchdown. Fly
to touchdown with little, if any, flare. keep the aircraft on the runway
surface. Immediately deploy the spoilers. Follow through the landing roll
with ailerons into the wind.

October 2013
Contaminated Runways
Landing on a slick surface requires careful consideration of many
factors, among them are: type of runway surface, approach hazards,
aircraft weight, speed, wind conditions, temperature, ice, water, and
snow. Multiplication factors are given in Section 8 of the AFM. Do not
rely on thrust reversers to ensure a reduced stopping distance.
Exercise caution when using differential reversing on a slick runway. Be
prepared to return to idle thrust immediately if the aircraft starts to slide
sideways. It is advisable to use idle thrust only on slippery surfaces. Do
not attempt single engine reverse thrust on a slick runway.
If there is surface water, slow below hydroplaning speed (approximately
125 Kts) before using the wheelbrakes. When not equipped with thrust
reversers or a drag chute, use aero-dynamic braking; if braking action is
begun while tires are hydroplaning, the condition can continue to a much
slower speed.
Touch-and-Go Landings
Practice touch-and-go landings should be preplanned and briefed. Do
not use thrust reversers and spoilers on landing. The PNF resets flaps
to T.O., elevator trim in takeoff range, and confirms settings to the PF
before power levers are advanced to takeoff power.
After Landing
After clearing the runway, complete the After Landing checklist. Allow
engines to idle for at least one minute prior to shutdown. After the aircraft
is parked, complete Shutdown checklist.
No Flap Approach and Landing

When established on final approach, maintain an airspeed of
VREF + 20 KIAS minimum. Yaw damper must be disengaged prior to
touchdown on a No Flap landing.
The aircraft has a tendency to float due to the increased airspeed and
low drag configuration; this can be countered by flying the aircraft onto
the runway and using minimal flare to break the descent rate.
The touchdown attitude is flatter than normal. Expect landing field length
to increase 100% or more.
Refer to the profile on Page 3D-59.

October 2013
Maneuvers
Emergency Descent
An emergency descent moves the aircraft rapidly from a high altitude
to a lower altitude. It is most often used in conjunction with loss of
pressurization.
Put on oxygen masks, retard power levers to IDLE, and disconnect
the autopilot by using the pitch trim. Extend spoilers and lower nose
initially to 10° below the horizon. Keeping the wings level, adjust pitch
as necessary to maintain MMO or VMO.
The PNF should set the transponder to 7,700, contact ATC when
conditions permit, check the passengers’ situation, and provide
assistance as needed. When the situation allows, refer to the checklist.

October 2013

October 2013
Maneuvers
Single Engine Operation

Engine Failure After V1 – Takeoff
Continued
With an engine fire or failure indication after V1, continue the takeoff.
Refer to the profile on Page 3D-37.
Maintain directional control using the rudder and ailerons and accelerate
to VR. At VR, rotate the aircraft to approximately 9° nose-up; climb at V2.
If the indication occurs after exceeding V2, maintain existing airspeed.
Retract gear when a positive rate of climb is established. When clear of
obstacles and at a minimum of 1,500 ft AGL, accelerate to V2 + 30 KIAS
and retract flaps. Accelerate to VENR and climb to a safe altitude.
When time and conditions permit, complete the emergency checklist.
Precision Approach and Landing

Fly single engine approach essentially the same as an approach with
both engines operating. On final approach, however, do not lower
flaps to 40° until landing is assured. Refer to profile on Pages 3D-47
and 3D-49.
Up to the final descent point, the aircraft is configured normally with
recommended speeds flown for each configuration. Single engine thrust
settings are approximately 10 to 12% higher than comparable two engine
RPMs.
Do not lower full flaps until close enough to the runway that flap drag does
not require additional engine thrust to arrive at normal touchdown point.
Ideally, a pilot lowers full flaps then retards operating engine power lever to
idle as the aircraft crosses the runway threshold at VREF + wind factor.
When passing the threshold, thrust reduction and flare are similar to
a normal two engine landing. Thrust reduction should be slower than
normal to prevent a roll due to yaw effect. Consequently, slightly less
flare than normal is required to prevent floating.
After touchdown, extend spoilers, lower nose, apply brakes, and
keep wings level. Use rudder and differential braking as required.
Reverse idle/thrust may be used on the operating engine.

October 2013
Go-Around/Missed Approach/Balked
Landing
Refer to profile on Page 3D-61.
Advance power lever to N1 takeoff power. Select Go-Around on the flight
director. Rotate nose to approximately 9° nose-up as commanded by the
flight director. As thrust is increased, apply rudder pressure to avoid yaw.
When yaw is overcome, trim the rudder and engage the yaw damper.
Ensure flaps are set at 8°. Maintain approach climb airspeed. Retract
landing gear when a positive rate of climb is established.
When time permits, set heading bug on the missed approach heading
and select heading on the flight director. Synchronize command bars for
the new pitch attitude.
After all obstacles are cleared and the aircraft is climbing comfortably,
retract flaps at VREF + 30 KIAS minimum and accelerate to VENR.

October 2013
Maneuvers
Aerodynamics
Wing Design
The Century III wing has Boundary Layer Energizers (BLEs) and a full
cord stall fence, which separates the inboard and outboard airflow over
the wing. A stall fence causes stall to occur on the inboard section of the
wing first while the outboard section retains roll control.
SEVEN TRIANGLE
INDIVIDUAL STRIPS
TRIANGLES
STALL TRIANGLE
STRIP STRIP
WING
FENCES
LEAD-EDGE
FENCE
LEARJET 55 LEARJET LEARJET 55C

PHASE I & 55B
Figure 3D-1: Wing Design
Stall Characteristics
Some accidents involve dragging the tips on landing; these can be
attributed to being below VREF on approach and experiencing stall buffet
on short final. As an aircraft without stall fences approaches stall, one
wing typically stalls before the other; this wing drops because roll control
on that side is lost.
On the Century III wing, the inboard stall strip initiates stall on the inboard
section of the wing. The outboard section, as defined by the stall fence,
remains stable and provides limited roll control.
Full aerodynamic stalls, or deep stalls, should not be attempted in the
Learjet. As the aircraft enters a deep stall, it pitches up; going forward
with the control wheel does not lower the nose. Do not fly below VREF on
approach. Training maneuvers (e.g., approach to stalls) only should be
attempted at altitude and then only to the stick shaker.

October 2013
High Altitude Characteristics
The normal climb schedule in a Learjet is 250 Kts to 0.70 Mach and
then 0.70 Mach to altitude. While no minimum safe airspeed at altitude
is clearly defined, 0.70 Mach is adopted as the minimum speed. Many
pilots, however, find themselves below 0.70 Mach when climbing higher
than recommended for the gross weight and Ram Air Temperature
(RAT).
The Buffet Boundary chart stops at 0.70 Mach. The note on the chart
states: “buffet boundary is defined by airframe buffet or activation,
whichever occurs first.” Because the aircraft can experience high speed
buffet as it exceeds MMO and low speed buffet as it approaches stall, a
thorough understanding of low speed buffet is necessary for flight at
altitude.
At higher flight levels, angle-of-attack becomes critical because very
slight changes in attack angle can have significant changes on indicated
airspeed. Use the Buffet Boundary chart to determine the speed, bank
angle, or load factor at which a low speed buffet may occur.

October 2013
Maneuvers
Low Speed Buffet Boundary

October 2013
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October 2013
Maneuvers
Example – Stall at Altitude

An 18,000 lbs aircraft at 40,000 ft attempts to climb higher than weight
allows; its airspeed is 0.70 Mach. The margin for impending stall is
calculated as follows.
Enter the chart (opposite page) from bottom left at 0.70 Mach and move
up to the 40,000 ft mark. Extend right to the 18,000 lbs line. At the
intersection of two lines, go down. Read the load factor increase across
the bottom right of the chart.
The aircraft enters low speed buffet at 1.4 Gs. If the aircraft is in
convective weather or turbulence, a 0.4 G increase places the aircraft
in a low speed buffet. The 44° above the bottom line indicates that in
smooth air a 44° bank also places the aircraft in a low speed buffet.
At the intersection of the 0.70 Mach line and 40,000 ft, dashed curved
lines indicate airspeed knots. This intersection occurs at approximately
170 KIAS. To find the airspeed or Mach at which low speed buffet occurs
for 18,000 lbs, the 18,000 lbs line on the right is used. Follow it to the
left and down until it stops, then move left until the 40,000 ft line is
intersected. Indicated airspeed is approximately 170 Kts. To find Mach,
move down from the intersection; read 0.58 Mach.
Consult the Pilot’s Manual to determine when to climb to the next higher
altitude. Select the appropriate cruise chart (Normal, Ling Range, or
High Speed) and select the chart with the aircraft weight. Use the correct
temperature, referenced to ISA.
Single Engine Climb and Drift Down

The single engine climb schedule is 200 Kts to 0.50 Mach and back
to 170 Kts. The maximum range, single engine, drift down speed is
170 Kts; however, it may be safer to use 0.70 Mach if turbulent or
convective airmass and maximum range are not factors.

October 2013

October 2013
Maneuvers
Flight Profiles
The following flight profiles illustrate how selected maneuvers are Flight
Profiles performed. Each maneuver is broken down into sequential
events that illustrate appropriate configurations.
Takeoff
Rejected Takeoff
Engine Failure After V1/Takeoff Continued
Steep Turns
Maneuver Based Approach to Stalls
Unusual Attitude Recovery
Precision Approach/Missed Approach and Landing
Single Engine Precision Approach/Missed Approach and Landing
Non-Precision Approach/Missed Approach and Landing
Single Engine Non-Precision Approach/Missed Approach and Landing
Circling Approach
Visual Approach/Balked Landing
No Flap Visual Approach/Balked Landing
Go-Around/Missed Approach/Balked Landing (One or Two Engine)
Emergency Descent Profile

October 2013

October 2013
Maneuvers
Takeoff
1 NON-ROLLING TAKEOFF
HOLD BRAKES
SET T/O POWER
2 APR AND AUTOSPOILER ARMED 9 V2 + 30 MINIMUM AND 400 FT AGL MINIMUM
(ADJUST UP TO 80 KIAS)
AIRSPEED ALIVE – CALL RETRACT FLAPS
RELEASE BRAKES
WMS – RELEASE SET CLIMB POWER
WMS – HOLD TRANSITION TO ENROUTE CLIMB
4 80 KNOT CROSSCHECK
5 AT V1
V1 – CALL
3 ROLLING T/O* 8 INCREASE PITCH ATTITUDE

SET T/O POWER AS REQUIRED (15° MAXIMUM)
BY 80 KIAS SELECT AIRSPEED
FOR CLIMB SCHEDULE
6 AT VR
VR – CALL "ROTATE"
ROTATE TO 9° PITCH ATTITUDE
7 POSITIVE RATE OF CLIMB
GEAR UP
YAW DAMPER ON
* The more comfortable rolling takeoff is accomplished when

actual runway length is at least 10% longer than computed
takeoff distance and obstacle clearance is not a factor. On a
rolling takeoff if power is set beyond the computed takeoff
distance then the takeoff data is no longer valid.

October 2013

October 2013
Maneuvers
Rejected Takeoff
1 TAKEOFF INITIATED
3 PRIOR TO V1
n DECISION TO REJECT
n CALL "ABORT, ABORT, ABORT"
n THRUST LEVERS – IDLE
n WHEEL BRAKES – APPLY
n SPOILERS – EXTEND
n CONTROL COLUMN – PULL AFT
n DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED
n ATC – NOTIFY
2 80 KTS CROSSCHECK
4 BE PREPARED TO
n ACCOMPLISH EMERGENCY EVACUATION, IF REQUIRED
n CLEAR THE RUNWAY, IF POSSIBLE

October 2013

October 2013
Maneuvers
Engine Failure After V1/Takeoff Continued
9 1500 FT AGL
1 STANDING START TAKEOFF
ACCELERATE TO V + 30
BRAKES – HOLD
T/O POWER – SET FLAPS – RETRACT
(ADJUST UP TO 80 KIAS) ACCELERATE TO VENR
BRAKES – RELEASE FAILED ENGINE – IDENTIFY
NOSEWHEEL STEERING – AS NECESSARY UP TO 45 KIAS MAX ENGINE FAILURE CHECKLIST – COMPLETE
CALL ATC
3 80 KT CROSSCHECK
5 V1 DECISION SPEED
ENGINE FAILURE RECOGNIZED
6 ACCELERATE TO VR
ROTATE TO 9° PITCH ATTITUDE
CLIMB AT V2
8 MAINTAIN V2 UNTIL CLEAR OF OBSTACLES

4 ROLLING TAKEOFF* OR 1500 FT AGL MINIMUM
T/O POWER – SET BY 80 KIAS
GEAR – UP
2 APR AND AUTOSPOILER ARMED YAW DAMPER – ON
AIRSPEED ALIVE – CALL
WMS – RELEASE
* The more comfortable rolling takeoff is accomplished when

actual runway length is at least 10% longer than computed
takeoff distance and obstacle clearance is not a factor. On a
rolling takeoff if power is set beyond the computed takeoff
distance then the takeoff data is no longer valid.

October 2013

October 2013
Maneuvers
Steep Turns
2 SMOOTHLY ROLL IN TO 45° BANK

BACK PRESSURE – INCREASE TO MAINTAIN ALTITUDE
POWER – INCREASE TO MAINTAIN 250 KIAS
1 CLEAN CONFIGURATION
AIRSPEED – 250 KIAS
WINGS – LEVEL AT ASSIGNED ALTITUDE 4 LEAD ROLL OUT TO ASSIGNED HEADING BY
AND HEADING APPROXIMATELY 10°
WINGS – SMOOTHLY ROLL LEVEL
BACK PRESSURE – REDUCE TO MAINTAIN ALTITUDE
POWER – REDUCE TO MAINTAIN 250 KIAS
NOTE: The maneuver may be used for a 180°

or 360° turn, and may be followed by a reversal
in the opposite direction. The PNF may assist
as directed by the PF.
3 ALTITUDE – MAINTAIN
TOLERANCES ARE: 250 KIAS – MAINTAIN
SPEED – ±10 KIAS 45° BANK – MAINTAIN
ALTITUDE – ±100 FT
BANK – ±5°
ROLLOUT ON HEADING – ±10°

October 2013

October 2013
Maneuvers
Maneuver Based Approach to Stalls

CLEAN/CRUISE CONFIGURATION
2 TAKEOFF/APPROACH CONFIGURATION 1 ▪ GEAR – UP
▪ GEAR – UP
▪ FLAPS – 20° ▪ FLAPS – UP
▪ AUTOPILOT – DISENGAGE ▪ AUTOPILOT – ENGAGED
▪ THROTTLES – IDLE ▪ THROTTLES – IDLE
▪ PITCH – MAINTAIN LEVEL FLIGHT ▪ PITCH – MAINTAIN LEVEL FLIGHT (AUTOPILOT)
▪ BANK – 20° ▪ BANK – WINGS LEVEL
▪ TRIM – AS DESIRED ▪ TRIM – AUTOPILOT CONTROLLED
▪ SLOW TO FIRST INDICATION OF STALL (THE RED STALL LIGHT WILL FLASH, ▪ SLOW TO FIRST INDICATION OF STALL (THE RED STALL LIGHT WILL FLASH,
THE CONTROL COLUMN STICK SHAKER AND NUDGER WILL ACTIVATE, AND THE CONTROL COLUMN STICK SHAKER AND NUDGER WILL ACTIVATE, AND
THE ANGLE–OF–ATTACK INDICATORS WILL BE IN THE YELLOW SEGMENT) THE ANGLE-OF-ATTACK INDICATORS WILL BE IN THE YELLOW SEGMENT)
▪ RECOVERY PROCEDURE ▪ RECOVERY PROCEDURE
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING: AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
▪ PITCH – LOWER TO REDUCE ANGLE OF ATTACK (TRIM AS NECESSARY) ▪ AUTOPILOT – DISENGAGE
▪ THROTTLES – TAKEOFF POWER ▪ PITCH – LOWER TO REDUCE ANGLE OF ATTACK (TRIM AS NECESSARY)
▪ BANK – LEVEL THE WINGS ▪ THROTTLES – TAKEOFF POWER
▪ SPOILERS – RETRACTED ▪ BANK – LEVEL THE WINGS
▪ AFTER REACHING VREF + 30 KIAS SET FLAPS UP, OR MAINTAIN AIRSPEED ▪ SPOILERS – RETRACTED
BELOW 200 KIAS WITH FLAPS 20°,AS THE AIRSPEED INCREASES, INCREASE ▪ AS THE AIRSPEED INCREASES, INCREASE THE PITCH ATTITUDE AS NECESSARY TO RETURN
THE PITCH ATTITUDE AS NECESSARY TO RETURN TO THE ORIGINAL TO THE ORIGINAL ALTITUDE AND LEVEL OFF AT ORIGINAL ALTITUDE AND AIRSPEED
ALTITUDE AND LEVEL OFF AT ORIGINAL ALTITUDE AND AIRSPEED ▪ DO NOT EXCEED ANY LIMITATIONS
▪ DO NOT EXCEED ANY LIMITATIONS
BEFORE ENTERING STALL SERIES:

▪ ICEY CHECK COMPLETED
▪ IGNITION SWITCHES – ON
▪ COMPUTE AND BUG VREF AND VREF + 30
▪ ENGINE SYNC – OFF
▪ YAW DAMPER – ON
LANDING CONFIGURATION
3 ▪ GEAR – DOWN
▪ FLAPS – 40°
▪ AUTOPILOT – DISENGAGE
▪ THROTTLES – 60-65% N1
▪ PITCH – MAINTAIN LEVEL FLIGHT
▪ BANK – WINGS LEVEL
▪ TRIM – AS DESIRED
▪ SLOW TO FIRST INDICATION OF STALL (THE RED STALL LIGHT WILL FLASH,
THE CONTROL COLUMN STICK SHAKER AND NUDGER WILL ACTIVATE, AND
THE ANGLE-OF-ATTACK INDICATORS WILL BE IN THE YELLOW SEGMENT)
▪ RECOVERY PROCEDURE
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
▪ PITCH – LOWER TO REDUCE ANGLE OF ATTACK (TRIM AS NECESSARY)
▪ THROTTLES – TAKEOFF POWER
▪ BANK – LEVEL THE WINGS NOTE: EVALUATION CRITERIA FOR A RECOVERY FROM AN APPROACH TO STALL
▪ SPOILERS – RETRACTED SHOULD NOT MANDATE A PREDETERMINED VALUE FOR ALTITUDE LOSS
▪ AT VREF SET FLAPS 8. AFTER POSITIVE RATE OF CLIMB IS ACHIEVED AND SHOULD NOT MANDATE MAINTAINING ALTITUDE DURING RECOVERY.
RETRACT THE LANDING GEAR. AFTER REACHING VREF + 30 KIAS SET FLAPS UP
REACHING ORIGINAL ALTITUDE, LEVEL OFF AT ORIGINAL ALTITUDE AND AIRSPEED
▪ DO NOT EXCEED ANY LIMITATIONS

October 2013

October 2013
Maneuvers
FL410 - FL450
CLEAN CONFIGURATION APPROACH TO STALL

FLAPS - UP
LANDING GEAR - UP
LEVEL FLIGHT
AUTOPILOT - ENGAGE
THRUST - REDUCE
FIRST INDICATION OF STALL - RECOVER
1,000 FT AGL
LANDING CONFIGURATION STALL TAKEOFF APPROACH TO STALL

FLAPS - LANDING CONFIGURATION FLAPS - TAKEOFF
LANDING GEAR - DOWN LANDING GEAR - UP
ALTITUDE - 1,000 FT AGL ALTITUDE - DEPARTURE
THRUST - REDUCE THRUST - REDUCE
MAINTAIN GLIDE PATH FIRST INDICATION OF STALL - RECOVER

DEPARTURE PROCEDURE - AS ASSIGNED
FIRST INDICATION OF STALL - RECOVER
MISSED APPROACH - COMMENCE
STICK PUSHER DEMONSTRATION

CLEAN CONFIGURATION
THRUST – REDUCE TO IDLE
AOA – INCREASE TO ACTIVATE STICK PUSHER
UPON STICK PUSHER ACTIVATION – RECOVER
AND RELEASE BACK PRESSURE

October 2013

October 2013
Maneuvers
Unusual Attitude Recovery

October 2013

October 2013
Maneuvers
Precision Approach/Missed
1 WITHIN 3 MINUTES OF ETA

FLAPS – UP
APPROACH CHECKLIST – COMPLETE
INTERNAL A/S BUG – SET TO VREF
REMAINING BUGS – SET TO VTGT/VAC/VREF + 40
1A RADAR VECTORS AIRSPEED – REDUCE TO VREF + 40 MINIMUM
FLAPS – UP 2 IAF OUTBOUND
APPROACH CHECKLIST – COMPLETE TIMING – START
INTERNAL A/S BUG – SET TO VREF FLAPS – 8°
REMAINING BUGS – SET TO VTGT/VAC/VREF + 40 AIRSPEED – VREF + 30 MIN
AIRSPEED – REDUCE TO VREF + 40 MINIMUM
2A RADAR VECTORS
FLAPS – 8°
AIRSPEED – VREF + 30
5M MISSED APPROACH
T/O POWER – APPLY
ATTITUDE – INITIALLY ROTATE TO 9° PITCH
FLAPS – 8°
3 PROCEDURE TURN 6M POSITIVE RATE OF CLIMB

FLAPS – 20° GEAR – UP
AIRSPEED – VREF + 20 AIRSPEED – VAC
5 THRESHOLD/50 FT AGL
4 1 DOT BELOW G/S AIRSPEED – VREF + WIND FACTOR
GEAR – EXTEND
FLAPS – 40° AT G/S INTERCEPT
BEFORE LANDING CHECKLIST – COMPLETE
DESCENT – BEGIN
AIRSPEED – VTGT 8M ADVISE ATC
6 TOUCHDOWN
AT FINAL APPROACH FIX AIRSPEED – VREF + WIND FACTOR
TIMING – START SPOILERS – EXTEND 7M AT 1500 FT/CLEAR OF OBSTACLES
DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED AIRSPEED – VREF + 30
BRAKES – APPLY FLAPS – UP

October 2013

October 2013
Maneuvers
Single Engine Precision Approach/Missed


FLAPS – UP
AIRSPEED – REDUCE TO VREF + 40 MINIMUM
2A RADAR VECTORS
FLAPS – 8°
5M MISSED APPROACH
T/O POWER – APPLY
FLAPS – 8°

4 INBOUND TO FAF AIRSPEED – VREF + 10 MINIMUM
FLAPS – 20° FLAPS – 40° (IF DESIRED)
GEAR – DOWN
AT FAF 8M ADVISE ATC
6 TOUCHDOWN
FLAPS – 20° AIRSPEED – VREF + 10
AIRSPEED – VTGT DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED AIRSPEED – VREF + 30

October 2013

October 2013
Maneuvers
Non-Precision Approach/Missed

FLAPS – UP
1A RADAR VECTORS
2A RADAR VECTORS
FLAPS – 8°
5M MISSED APPROACH
T/O POWER – APPLY
FLAPS – 8°

4 INBOUND TO FAF AIRSPEED – VREF + WIND FACTOR
FLAPS – 20°
GEAR – DOWN
6 TOUCHDOWN
FLAPS – 40° AIRSPEED – VREF + WIND FACTOR

October 2013

October 2013
Maneuvers
Single Engine Non-Precision Approach/

Missed Approach and Landing

FLAPS – UP
AIRSPEED – VREF + 40 MINIMUM
2A RADAR VECTORS
FLAPS – 8°
5M MISSED APPROACH
T/O POWER – APPLY
FLAPS – 8°

4 INBOUND TO FAF AIRSPEED – VREF + 10 MINIMUM
FLAPS – 20° FLAPS – 40° (IF DESIRED)
GEAR – DOWN
6 TOUCHDOWN

October 2013

October 2013
Maneuvers
Circling Approach
1
1 FLY OVER RUNWAY
FLY 90° TO RUNWAY WHEN ESTABLISHED ON CENTERLINE
START TIME OVER RUNWAY • 30° BANK TURN TO DOWNWIND
AFTER 15 SECONDS
• TURN TO DOWNWIND
FOR GO AROUND
1 FLY DOWN RUNWAY
AT RUNWAY END
• 30° BANKED TURN TO DOWNWIND
45°
TURN 45° FROM RUNWAY 15 SEC

CENTERLINE 4
TIMING – START
AFTER 30 SECONDS
• TURN TO DOWNWIND 30° BANK
30
SE
C
2 ABEAM POINT 3
NOTES
BASED ON 30° BANK TURNS 15 SEC
USE CATEGORY D MINIMUMS
300 FT OBSTACLE CLEARANCE PROVIDED AT
CATEGORY D CIRCLING MINIMUMS (MDA)
TO 2.3 NM FROM ANY RUNWAY.
RECOMMENDATIONS
FLAPS – 40°
GEAR – DOWN BASIC CIRCLING PATTERN
AIRSPEED – VREF + 10 + WIND FACTOR MINIMUM
(MAINTAIN CONSTANT SPEED FOR TIMING) 1 ENTER BASIC PATTERN AS APPROPRIATE
F/D ALTITUDE HOLD – SELECT FOR AIRCRAFT POSITION
CAUTION: FAR 91.175 requires
F/D HEADING – SELECT 1
immediate execution of the 2 START TIMING ABEAM APPROACH END OF RUNWAY
SLIGHT ADJUSTMENTS TO TIME MAY BE USED TO missed approach procedure
ADJUST FOR HEADWINDS OR TAILWINDS. when an identifiable part of 3 START TURN TO FINAL, 30° BANK
the airport is not distinctly
IF SIGHT OF RUNWAY IS LOST TURN OVER RUNWAY
visible to the pilot during the WITH RUNWAY IN SIGHT AND IN POSITION TO MAKE
CLIMBING TURN TOWARD RUNWAY, THEN AT RUNWAY END 4
circling maneuver, unless the A NORMAL APPROACH TO LANDING
EXECUTE THE MISSED APPROACH PROCEDURE • 30° BANKED TURN TO
inability to see results from a BEFORE LANDING CHECKLIST – COMPLETE
FOR THE APPROACH FLOWN normal bank of the aircraft DOWNWIND
DESCENT FROM MDA – BEGIN
during the approach. AIRSPEED – VTGT
IF NOT IN A POSITION TO MAKE A NORMAL LANDING
• GO-AROUND – PERFORM
AT THRESHOLD
• AIRSPEED – VREF + WIND FACTOR

October 2013

October 2013
Maneuvers
Visual Approach/Balked Landing
4 BASE TURN 2 BEFORE PATTERN ENTRY/DOWNWIND (1,500 FT AGL)

ALTITUDE – DESCEND 500 TO 600 FPM APPROACH CHECKLIST – COMPLETE
FLAPS – 8°
3 ABEAM RUNWAY END AIRSPEED – VREF + 30
GEAR – DOWN
FLAPS – 20°
5 BASE LEG
1,500 FT AGL
1 BEFORE DESCENT
DESCENT CHECKLIST – COMPLETE
AIRSPEED – VREF + WIND FACTOR
8 TOUCHDOWN
SPOILERS – DEPLOY
BRAKES – AS REQUIRED
REVERSE THRUST – AS REQUIRED
6 LANDING ASSURED 10M ADVISE ATC

FLAPS – 40°
AIRSPEED – VTGT
7M MISSED APPROACH 8M POSITIVE RATE OF CLIMB

T/O POWER – APPLY GEAR – UP
ATTITUDE – ROTATE TO 9° PITCH AIRSPEED – VAC 9M AT 400 FT MINIMUM (SINGLE ENGINE – 1500 FT)
FLAPS – UP

October 2013

October 2013
Maneuvers
No Flap Visual Approach/Balked Landing

2 BEFORE PATTERN ENTRY/DOWNWIND (1,500 FT AGL)
FLAPS – UP
3 ABEAM RUNWAY END INTERNAL A/S BUG – SET TO VREF
GEAR – DOWN REMAINING BUGS – SET TO VTGT/VAC/VREF + 40
LANDING CHECKLIST – COMPLETE AIRSPEED – REDUCE TO VREF + 40 MINIMUM
4 BASE LEG
1,500 FT AGL
1 DESCENT
AIRSPEED – VREF + 20 + WIND FACTOR
YAW DAMPER – OFF BEFORE LANDING
6 TOUCHDOWN
SPOILERS – DEPLOY
BRAKES – AS REQUIRED
DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED
7M ADVISE ATC
5M MISSED APPROACH 6M POSITIVE RATE OF CLIMB

T/O POWER – APPLY GEAR – UP
ATTITUDE – ROTATE TO 9° PITCH AIRSPEED – MAINTAIN
YAW DAMPER – ON

October 2013

October 2013
Maneuvers
Go-Around/Missed Approach/Balked Landing

(One or Two Engine)

GEAR – UP
AIRSPEED – VAC
4 ADVISE ATC
1 MISSED APPROACH
AUTOPILOT – DISENGAGE
T/O POWER – APPLY
ATTITUDE – ROTATE TO 9° PITCH
FLAPS – 8° 3 AT 1500 FT/CLEAR OF OBSTACLES
FLAPS – UP

October 2013

October 2013
Maneuvers
Emergency Descent
2 TRANSPONDER 7700
PILOT AND COPILOT OXY-MIC
SWITCHES ON
NOTE: The depicted turn is not part
of the Emergency Descent.
1 OXYGEN MASKS DON/100%

THRUST LEVERS IDLE
AUTOPILOT DISENGAGE
SPOILERS EXTEND
3 DESCEND AT M MO /VMO
NOTIFY ATC
AS APPROPRIATE
CHECK CONDITION OF
PASSENGERS
4 TIME AND CIRCUMSTANCES PERMITTING

CONFIRM CHECKLIST ACCOMPLISHED
EXECUTE DESCENT/BEFORE LANDING CHECKLIST
CHECK MEA/MOCA
BLEED AIR SWITCHES – NORMAL
5 LEVEL OFF AS REQUIRED

CONSIDERING TERRAIN

October 2013

October 2013
4
Flight Planning
Contents
Flight Planning
General Information
Trip Planning Data
Departure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Enroute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Arrival. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Alternate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Definitions
Summary Flight Planning
Time, Distance and Fuel
Climb Time, Distance and Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
Descent Time, Distance and Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Cruise Distance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Cruise Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Total Time and Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
Alternate Leg Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
Reserve Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
Total Fuel Required for the Trip. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
Actual Fuel Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
Holding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
Weight and Balance
Basic Empty Weight and Moment . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Operating Weight Empty and Associated Moment . . . . . . . . . . . . . 4-40
Payload Weight and Moment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
Fuel Computations and Ramp Weight/Moment . . . . . . . . . . . . . . . . 4-44
Maximum Takeoff Weight and Moment. . . . . . . . . . . . . . . . . . . . . . . 4-46
Takeoff CG Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
Landing Weight and Moment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
Landing CG Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
Takeoff Trim Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-58
Performance
TOLD Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-59
Takeoff Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60

March 2012
Airport Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60
Wind Components at Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60
Takeoff Weight Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-63
Maximum Takeoff Weight Limit –
Climb and Brake Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65
Runway Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68
Obstacle Clearance Requirements. . . . . . . . . . . . . . . . . . . . . . . . . 4-70
V Speed Calculation – V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-74
V Speed Calculation – VR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-76
V Speed Calculation – V2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-78
Takeoff Field Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-80
Takeoff Thrust Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-82
Maximum Continuous Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-84
Wind Components at Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-88
Maximum Allowable Landing Gross Weight Determination . . . . . . 4-90
Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-92
Actual Landing Distance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-94
Factored Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-96
Approach Climb Gradient. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-98
V Speed Calculation – VREF and VREF + 40 . . . . . . . . . . . . . . . . . . . . . 4-98
V Speed Calculation – VAP and VAC. . . . . . . . . . . . . . . . . . . . . . . . . . . 4-100
Supplemental Information
Contaminated Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-103
Single Engine Speeds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-103

March 2012
Flight Planning
Flight Planning
Flight planning is one of the most important procedures that occurs prior to each
flight. This chapter instructs you in flight planning and parallels ground school
instruction by depicting a sample flight planning problem, with appropriate
charts, for the Learjet 55B. The techniques and computations apply equally to a
Learjet 55 and 55C.
Italics identify data drawn from the charts. Read arm in inches and moment in
inches-pounds. In this chapter, however, the notations “inches” and “in/lbs” do not
appear. All references to moment in this chapter refer to the moment index, which
facilitates computations; to generate a “moment index,” divide moment by 1,000.

March 2012

March 2012
Flight Planning
General Information
A preflight briefing may be obtained from a Flight Service Station by telephone,
radio, or personal visit. The briefing should consist of weather, airport, enroute
NAVAID information, and NOTAMS.
Normally, the trip is planned and the weight and balance computations are
determined first. However, when conditions at the departure airport are near the
maximum operating limits of the aircraft, determine takeoff performance data first
to prevent planning a trip and then discovering that takeoff is impossible with the
planned passenger and fuel load.
The performance tables require that the planned altitude and approximate aircraft
weight be known. Aircraft weight decreases as fuel is consumed; estimate fuel
consumption by scheduling 1,800 lbs for the first hour, 1,500 lbs for the second
hour, and 1,200 lbs for each subsequent hour.
In real world situations, modify the estimated time enroute for known delays
(e.g., weather, diversions, and ATC flow).
For flight planning considerations, this chapter uses the normal cruise charts for
the legs to the primary and alternate destinations. If fuel conservation is more
important than time to destination, consult the long range cruise tables in the
Learjet 55 Pilot’s Manual.
The performance charts in this section are found in the Pilot’s Manual. Weight
and balance information is found in the AFM.

March 2012

March 2012
Flight Planning
Trip Planning Data

The example depicted in this chapter is based on the following data.
Departure
Basic Operating Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,200 LBS
Runway Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,500 FT
Runway Gradient. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0%
Runway Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Runway Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340°/12 KTS
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED
Autospoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Thrust Reversers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YES
Takeoff Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8°
OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80°F
Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SEALEVEL
Obstacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 FT. HIGH; 6,000 FT. FROM
REFERENCE ZERO
Four Passengers/Baggage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 LBS
Enroute
Cruising Altitude. . . . . . . . . . . . . . . . . . . . .39,000 FT./43,000 FT. WESTBOUND
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA
Headwind Component. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 KTS
Distance to Destination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,267 NM
Arrival
Runway Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,000 FT.
Runway Gradient. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0%
Runway Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Runway Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125°/25 KTS

March 2012
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Autospoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80°F
Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,000 FT.
Alternate
Cruising Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FL150
OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA
Headwind Component. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 KTS
Distance From Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 NM
Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SEA LEVEL

March 2012
Flight Planning
Definitions
To understand flight planning, it is necessary to be thoroughly familiar with the
terms involved. This section reviews the definitions for terms used throughout
this chapter.
Accelerate-stop distance – The accelerate-stop distance is the horizontal
distance traversed from brake release to the point at which the aircraft comes to
a complete stop on a takeoff during which the pilot elects to stop at V1.
Actual landing distance – The actual landing distances presented in the AFM
are based on a smooth, dry, hard-surface runway. The actual landing distance is
equal to the horizontal distance from a point 50 ft. above the runway surface to
the point at which the aircraft comes to a full stop on the runway.
Altitude – All altitudes given here and in AFM Section V are pressure altitudes
unless otherwise stated.
Approach climb – Climb from a missed or aborted approach with approach flaps
(8°), landing gear retracted, and takeoff thrust on one engine. The gross climb
gradient may not be less than 2.1%. This requirement is satisfied by observing
the Landing Weight Limits chart in the AFM. Velocity for this segment is 1.3 VS1.
CAS – Calibrated airspeed. The airspeed indicator reading corrected for
instrument and position error. KCAS is calibrated airspeed expressed in knots.
Configurations (Figure 4-1, following page) – The configurations referred to by
name in the AFM charts correspond to the settings in Table 4-1.
Configuration Engines Thrust Setting Flap Setting Gear
Operating
First Segment Takeoff Climb 1 Takeoff 8° or 20° Down

Second Segment Takeoff Climb 1 Takeoff 8° or 20° Up
Final Segment Climb 1 Maximum Continuous UP – 0° Up
Enroute Climb 1 Maximum Continuous UP – 0° Up
Approach Climb 1 Takeoff 8° Up
Landing Climb 2 Takeoff DN – 40° Down
Table 4-1: Stage-by-Stage Configurations

March 2012
Minimum Climb/Obstacle Clearance
One Engine Inoperative
TOTAL TAKEOFF PATH
TAKEOFF DISTANCE TAKEOFF

FLIGHT PATH
TRANSITION FINAL
(ACCELERATION) SEGEMENT
1.25 VSI
1st SEGMENT 2nd
SEGMENT 1.25 VSI
REFERENCE
ZERO
GROUND ROLL
GEAR
BRAKE UP 1,500 FT 1,500 FT
RELEASE V1 VR VLOF V2 (400 FT MINIMUM
MINIMUM)
35 FT
ENGINES BOTH ONE INOPERATIVE
THRUST TAKEOFF THRUST MAX CONT. THRUST
AIRSPEED VARIABLE V2 VARIABLE 1.25 VSI
LANDING
GEAR DOWN RETRACTED
RETRACTION
FLAPS TAKEOFF SETTING RETRACTION RETRACTED
MIN. T.O.
FLIGHT PATH 2.4% LEVEL 1.2%
CLIMB POSITIVE
GRADIENTS
Figure 4-1: Minimum Climb/Obstacle Clearance
Demonstrated Crosswind – The demonstrated crosswind velocity of 25 Kts

is the velocity of the reported tower winds (measured at a 20 ft. height) for
which adequate control of the aircraft during takeoff and landing was actually
demonstrated during certification tests. The value shown is not considered
limiting.
Engine-out Accelerate-go Distance – The engine-out accelerate-go distance
is the horizontal distance traversed from brake release to the point at which the
aircraft attains a height of 35 ft. above the runway surface, on a takeoff during
which one engine fails at V1 and the pilot elects to continue.
Enroute Climb – Climb with flaps UP (0°), landing gear retracted, and maximum
continuous thrust on one engine. There are no minimum requirements for
enroute climb gradients. The enroute net climb gradients are presented for pilot’s
reference. Velocity is presented in the Enroute Climb Speed Schedule chart in
the AFM.
Factored landing distance – The factored landing distances presented in the
AFM are equal to the actual landing distance divided by 0.60.

March 2012
Flight Planning
First climb segment – Climb from the point at which the airplane becomes
airborne to the point at which the landing gear is fully retracted. The gross climb
gradient with one engine not operating and the other at takeoff thrust must be
positive, without ground effect. Satisfy this requirement by observing the Takeoff
Weight Limits chart in the AFM. Velocity increase is from liftoff velocity (VLOF) to
V2 with gradient calculated at VLOF.
Final segment climb – Climb extending from the end of the second segment to
a height of at least 1,500 ft. The gross climb gradient may not be less than 1.2%.
Satisfy this requirement by observing the Takeoff Weight Limits chart in the AFM.
Velocity for this segment is 1.25 VS1.
Gradient of climb – The ratio of the change in height during a portion of the
climb to the horizontal distance traversed in the same time interval.
Gross climb gradient – The climb gradient that the aircraft can actually achieve
given ideal conditions.
IAS – Indicated airspeed. The airspeed indicator reading as installed in the
aircraft. KIAS is indicated airspeed expressed in knots. The information in the
AFM is presented in terms of indicated airspeed, unless otherwise stated, and
assumes zero instrument error.
ISA – International standard atmosphere.
Landing Climb – Climb from an aborted landing with landing flaps DN (40°),
landing gear extended, and takeoff thrust on both engines. The gross climb
gradient may not be less than 3.4%. Satisfy this requirement by observing the
Landing Weight Limits chart in the AFM. Velocity for this segment is 1.3 VS0.
M – Calibrated Mach number. The Machmeter reading corrected for instrument
and position error.
Mach number – The ratio of true airspeed to the speed of sound.
Maximum allowable landing weight – The maximum allowable landing weight
is limited by the most restrictive of the following requirements:
Maximum certified landing weight
Maximum landing weight for the runway and ambient conditions as
determined for the applicable Actual Landing Distance and Factored Landing
Field Length (if applicable) charts in AFM Section V.
Maximum landing weight (approach climb or brake energy limited) for altitude
and reported surface temperature as determined from the applicable figure
entitled Landing Weight Limits in AFM Section V.
Maximum allowable takeoff weight – The maximum allowable takeoff weight
at the start of takeoff roll is limited by the most restrictive of the following
requirements:
Maximum certified takeoff weight
Maximum takeoff weight (climb or brake energy limited) for altitude and
reported surface temperature as determined from the applicable figure
entitled Takeoff Weight Limits in AFM Section V
Maximum takeoff weight for the runway and ambient conditions as determined
from the applicable figure entitled Takeoff Distance in AFM Section V.
Maximum takeoff weight for obstacle clearance as determined from the
applicable Takeoff Flight Path and Climb Gradient figures in AFM Section V,
if required.

March 2012
MI – Indicated Mach number. The Machmeter reading as installed in the aircraft.
Zero instrument error is assumed for presentations in the AFM.
Net climb gradient – The gross climb gradient reduced by 0.8% during the
takeoff phase and 1.1% enroute. This conservatism is required by FAR 25 for
terrain clearance determination to account for variables encountered in service.
OAT – Outside ambient air temperature obtained from ground meteorological
sources.
Position correction – Static position correction. A correction applied to indicated
airspeed or altitude to eliminate the effect of the location of the static pressure
source on the instrument reading. Because all airspeeds and altitudes in AFM
Section V are presented as “indicated” values, no position corrections need be
made when reading from the charts. Any change in the airspeed-altitude system
external to the aircraft, or locating any external object near the pressure pickup
sources, requires calibration of the system and revision of the charts.
RAT – Ram air temperature. The static air temperature corrected for full adiabatic
compression rise corresponding to the calibrated Mach number, and multiplied
by a recovery factor.
Reference zero – The point in the takeoff flight path at which the aircraft is 35 ft.
above the takeoff surface and at the end of the takeoff distance required.
Runway gradient – Change in runway elevation per 100 ft. of runway length. The
values given are positive for uphill gradients and negative for downhill gradients.
Second segment climb – Second segment climb is calculated at a height at
400 ft. or up to 1,500 ft. with obstacles. The gross climb gradient may not be less
than 2.4% with one engine not operating and the other at takeoff thrust. This
requirement is satisfied by observing the Takeoff Weight Limits chart in the AFM.
Velocity for this segment is V2.
Takeoff field length – The takeoff field lengths presented in the Takeoff Distance
charts in the AFM are based on a smooth, dry, hard-surface runway. The
takeoff field length given for each combination of aircraft weight, atmospheric
temperature, altitude, wind, and runway gradient is the greatest of the following:
115% of the all-engine takeoff distance from start to a height of 35 ft. above
the runway surface
the accelerate-stop distance
the engine-out accelerate-go distance.
No specific identification is made on the charts as to which of the above distances
governs a specific case. However, in all cases for which charts are furnished, the
field length is governed by either the second or third item above because the first
is shorter than either the second or the third.
VA – Maneuvering speed. VA is the highest speed that full aileron and rudder
control can be applied without overstressing the aircraft, or the speed at which
the aircraft stalls with the load factor of 3.0 Gs, whichever is less.
VAC – Approach climb speed (approach flaps, gear up, maximum takeoff power).
This assures a 2.1% net climb gradient in accordance with AFR 25 climb profile.
VAC is critical during engine out situations.
VAP – Approach target speed. This is equivalent to: VREF + 10 KIAS + 1/2 headwind
+ full gust. It is not to exceed VREF + 20 KIAS.

March 2012
Flight Planning
VAPP – The landing approach airspeed (1.3VS1) with T.O. & APPR flaps and
landing gear up (same as VAC).
VB – Design speed for maximum gust intensity.
VBE – Maximum brake energy speed. The maximum speed from which a stop
can be accomplished within the energy capabilities of the brakes.
VENR – Single engine enroute climb speed. VENR is also the best rate of climb
(altitude versus time) and may be used as the single engine driftdown speed.
VF – Design flap speed.
VFE – Maximum flap extended speed. The maximum speed permissible with wing
flaps in a prescribed extended position.
VFR – Minimum flaps retract speed (V2 + 10)
VFS – Final segment climb speed. VFS is equal to 1.25 times VS1.
VH – Maximum speed in level flight with maximum cruise power set.
Visible moisture – Visible moisture includes, but is not limited to, the following:
fog with visibility less than one mile, wet snow, and rain.
VLE – Maximum landing gear extended speed. The maximum speed at which an
aircraft can be safely flown with the landing gear extended.
VLO – Maximum landing gear operating speed. The maximum speed at which the
landing gear can be safely extended or retracted.
VLOF – Liftoff speed. The actual speed of the aircraft at liftoff.
VMCA – Minimum control speed, air. The minimum flight speed at which the aircraft
is controllable with 5° of bank when one engine suddenly becomes inoperative
and the other is operating at takeoff thrust.
VMCG – Minimum control speed, ground. The minimum speed on the ground at
which control can be maintained using aerodynamic controls alone, when one
engine suddenly becomes inoperative and the other is operating at takeoff thrust.
VMO/MMO – Maximum operating limit speed. The speed that may not be deliberately
exceeded in any flight condition except where specifically authorized for flight
test or in approved emergency procedures. VMO is expressed in knots. MMO is
expressed in Mach number.
VR – Rotation speed. The speed at which rotation is initiated during takeoff to
attain takeoff performance.
VREF – Landing approach speed. The airspeed equal to 1.3 VS0 (aircraft in the
landing configuration).
VS0 – Stalling speed in the landing configuration.
VS1 – Stalling speed in the appropriate gear/flap configuration.
VZF – Zero flap maneuvering speed.
V1 – Critical engine failure speed. The speed at which, due to engine failure
or other causes, the pilot is assumed to elect to stop or continue the takeoff. If
engine failure occurs at V1, the distance to continue the takeoff to 35 ft. does not
exceed the usable takeoff distance; or, the distance to bring the aircraft to a full
stop does not exceed the accelerate-stop distance available. The critical engine
failure speed must not be less than the ground minimum control speed (VMCG) or
greater than the rotation speed (VR).

March 2012
V2 – Takeoff safety speed. The actual speed at 35 ft. above the runway surface
as demonstrated in flight during single-engine takeoff. V2 must not be less than
1.2 times the stalling speed, or less than 1.1 times the air minimum control speed
(VMCA), or less than the rotation speed (VR) plus an increment in speed attained
prior to reaching a 35 ft. height above the runway surface.
Wind – The wind velocities recorded as variables on the charts of AFM Section V
are to be understood as the headwind or tailwind components of the actual winds
at 20 ft. above the runway surface (tower winds).
Wind factor – A variable calculated as 1/2 the gust factor up to a maximum of 10 Kts.

March 2012
Flight Planning
Summary Flight Planning

Begin by estimating trip time and fuel consumption. Using these estimates,
compute actual time, distance, and fuel.
The trip is divided into two legs. Leg 1 is from the departure airport to the
destination airport. Leg 2 is from the destination airport to the alternate airport.
Each leg is divided into three segments, climb, cruise and descent. To determine
the cruise segments of each leg determine the climb and descent requirements
and then apply these numbers to determine cruise numbers and requirements.
Estimate trip time and fuel consumption using the following method.
1. Determine the time of the trip by dividing the trip distance by the aircraft’s
Distance
average speed. = Time
Speed
The aircraft averages 370 Kts (i.e., 420 Kts minus 50 Kts headwind). Divide
the trip distance by 370 for the estimated time.
1,267 (trip distance)/370 (average speed) = 3.4 hours
2. Leg 1; estimate the fuel required using the following numbers for normal
fuel burn: 1,800 pounds per hour (PPH) for the first hour, 1,500 PPH for the
second hour, and 1,200 PPH for each subsequent hour.
First hour 1,800 lbs
Second hour 1,500
Third hour 1,200
Partial hour1 (0.4 hour) + 480
SUBTOTAL 4,980 lbs
3. Leg 2; estimate the fuel required for a diversion to the alternate. For the
purpose of this exercise, assume a 300 Kts speed for short legs. Use the first
hour fuel burn rate because a climb is involved.
For this example, divide 80 (NM) by 300 (Kts) resulting in 0.27 (hr). Then
multiply 0.27 (hr) by 1,800 (PPH first hour fuel burn), the result is 486
(lbs. of fuel).
4. Estimate the amount of fuel required for a 45 minute reserve/hold.
The minimum fuel required for a 45 minute reserve/hold is approximately
900 lbs (i.e., 1,200 [PPH subsequent hour fuel burn] multiplied by
0.75 [hr reserve/hold]).
In real life, a conservative fuel reserve is 1,000 lbs. Assume that the reserve
fuel for this example is 1,000 lbs.
5. Find the sum of the trip fuel, alternate fuel, and reserve/hold fuel
(i.e., the estimated total fuel required for the trip).
Primary Destination 4,980 lbs
Alternate Destination 486
Reserve/Hold 1,000
TOTAL 6,466 lbs

March 2012

March 2012
Flight Planning
Time, Distance and Fuel

Proper planning is required to ensure safe performance. This Time, Distance
section of the Flight Planning chapter provides a review of the computations
required to plan a trip.

March 2012
Climb Time, Distance and Fuel
Add the aircraft’s Basic Operating Weight (BOW) to the passenger, baggage
and estimated fuel requirement to determine the aircraft’s ramp weight. Then
subtract the taxi fuel from the ramp weight yields a takeoff weight.
BOW 13,200 lbs
Passengers/Baggage 900
Estimated Fuel + 6,466
RAMP WEIGHT 20,566 lbs
Ramp Weight 20,566 lbs

Taxi Fuel - 250
Ramp Weight Limit
TAKEOFF WEIGHT 20,316 lbs
21,750 LBS MAX
Use the Cruise Climb tables (Figures 4-2 and 4-3) to determine time, distance,
and fuel required for the climb to cruising altitude. Interpolate as necessary.
1. Select the appropriate chart(s) for the climb weight.
Takeoff Weight
Limits The initial enroute altitude is Flight Level 390; at an appropriate time, a climb
21,500 LBS MAX
is made to FL430. Determine only the climb to FL390 at this time.
See Quick Reference Use the 20,000 lbs and 21,000 lbs climb weight charts.
2. On each chart, follow the appropriate altitude line (FL390) to the correct
temperature column (ISA).
3. Read the time in minutes, distance in nautical miles, and fuel in lbs.
After interpolation, the 20,316 lbs takeoff weight requires 18.2 minutes,
109 NM, and 664 lbs of fuel.

March 2012
Flight Planning
Climb Performance
Two Engine
Climb Speed: 250 KIAS up to 32,000 ft.

0.70 MI above 32,000 ft.
Figure 4-2: Climb Performance

March 2012
Climb Performance
Two Engine

0.70 M I above 32,000 ft.

March 2012
Flight Planning
Descent Time, Distance and Fuel

Use the Descent Performance Schedule (Figure 4-4) to determine time, distance,
and fuel for descent.
Do this by taking the numbers across from FL430 (final cruise altitude) and
subtract numbers across from 7,000 ft. (destination airport elevation). In using
this chart, it is important to remember that all numbers are based on an elevation
of sea level. If the destination or departure airport is other than sea level, subtract
the numbers of that altitude or elevation from sea level numbers.
Time From FL430 11.1 minutes
Time From 7,000 FT – 2.6
TOTAL TIME IN DESCENT 8.5 minutes
Distance From FL430 69.0 NM

Distance From 7,000 FT – 11.0
TOTAL DISTANCE IN DESCENT 58.0 NM
Fuel Burn From FL430 87.0 lbs

Fuel Burn From 7,000 FT – 18.0
TOTAL FUEL BURN IN DESCENT 69.0 lbs
Cruise Distance
Subtract the distances for climb and descent from the total leg 1 distance. The
result is the cruise distance for leg 1.
C=T–(L+D)
C = T – (L + D)
For this example the cruise distance is 1,100 NM. where:
1,100 = 1,267 – (109 + 58) C = Cruise Distance
T = Total Distance
L = Climb Distance
D = Descent Distance

March 2012
Descent Performance Schedule
Figure 4-4: Descent Performance Schedule
NOTE: Descent Speed – 0.78 MI down to 29,000 ft.; 300 KIAS from
29,000 ft. to 10,000 ft.; 250 KIAS from 10,000 ft. to Sea Level.

March 2012
Flight Planning
Cruise Planning
Cruise can be planned either for the long range/high speed mode or normal
cruise mode. Interpolate as necessary.
The normal cruise mode is used in this exercise. The initial cruise weight is
19,652 lbs (20,316 lbs takeoff weight minus 664 lbs of climb fuel).
1. Enter the appropriate Normal Cruise chart(s) (Figures 4-5 and 4-6) with the
applicable temperature (ISA) and move to the right to the correct altitude
column (FL390). Read the KTAS on the upper line and the fuel burn in pounds
on the lower line. Interpolate if necessary.
After interpolating between 19,500 and 20,000 lbs, the true airspeed is
440 Kts and the fuel burn is 1,286 lbs/hr.
2. To determine when the climb to the next higher cruise altitude (FL430)
can begin, refer to the Normal Cruise charts again. Look at the existing
temperature column (ISA) in charts for progressively lower weights until the
desired cruise altitude is permitted at that temperature.
Looking at the charts for 19,000, 18,500, and 18,000 lbs reveals that FL430
cannot be achieved at ISA; however, when the normal cruise chart for
17,500 lbs is reviewed (Figure 4-7). FL430 can be achieved at ISA.
3. Determine how long flight at the first flight level must be conducted before a
step climb to the second flight level can be performed. The necessary drop in
weight (19,652 minus 17,500 equals 2,152 lbs) divided by the fuel burn rate
results in the time required to burn that amount of fuel.
2,152 lbs/1,286 lbs/hr = 1.67 hr (i.e., 1 hour, 40 minutes)
It takes at least one hour and 40 minutes to burn fuel to reduce aircraft weight
from 19,652 lbs to 17,500 lbs.
Thus, maintain cruise at FL390 for 1 hour and 40 minutes before climbing to
FL430. At 17,500 lbs and FL430, KTAS is 440 and fuel burn is 1,211 lbs/hr.

March 2012
Normal Cruise – Weight 19,500 Lbs
Figure 4-5: Normal Cruise – Weight 19,500 Lbs

March 2012
Flight Planning

March 2012
Cruise Planning (continued)
4. Use the appropriate Climb Performance chart (Figure 4-8) to determine
time, distance, and fuel for the step climb. Subtract the numbers for the first
altitude (FL390) from the numbers for the final cruise altitude (FL430). The
result indicates the numbers for the step climb.
For conservatism, use the climb performance chart for 18,000 lbs rather
than interpolating for 17,500 lbs between the numbers for 16,000 lbs and
18,000 lbs.
Time From FL430 20.4 minutes
Time From FL390 – 14.7
TOTAL TIME IN STEP CLIMB 5.7 minutes
Distance From FL430 126.3 NM

Distance From FL390 – 87.7
TOTAL DISTANCE IN STEP CLIMB 38.6 NM
Fuel Burn From FL430 662.4 lbs

Fuel Burn From FL390 – 546.1
TOTAL FUEL BURN IN STEP CLIMB 116.3 lbs
Round these figures to 6 minutes, 38 NM, and 116 lbs.

5. Observe the final flight profile in Figure 4-9.

March 2012
Flight Planning
Climb Performance

0.70 MI above 32,000 ft.

March 2012
Takeoff to Destination Flight Profile
1,100 NM
DESCENT
CRUISE FL 390 CRUISE FL 430 58 NM
618 NM, 100 MIN 444 NM, 61 MIN 8.5 MIN
2,152 LBS 1,168 LBS 69 LBS
50 CLIMB STEP
109 NM CLIMB
18.2 MIN 38 NM
664 LBS 5.7 MIN
45 116 LBS
40
35
30
X 1,000 FT
25
20
15
10
7,000 FT
5
0
100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400
NAUTICAL MILES
Figure 4-9: Takeoff to Destination Flight Profile

March 2012
Flight Planning
Cruise Planning (continued)

6. To maintain a constant Mach during normal cruise, reduce thrust as fuel
burns off in 500 lbs increments.
Assume the fuel burn schedule shown in Table 4-2.
Position Weight Fuel Burn Segment Segment Remaining Fuel Used

(Lbs) Rate (Lbs) Time (Hrs) Distance Distance This
(NM) (NM) Segment
(Lbs)
Arrival at 19,652 1,291 1,100
FL390
Cruise 19,652 1,291 0.51 197 903 652
Cruise 19,000 1,256 0.40 155 748 500
Cruise 18,500 1,232 0.41 158 590 500
Cruise 18,000 1,209 0.41 161 429 500
Begin Step 17,500 1,194 0.10 38 391 116
Climb
Arrival at 17,384 1,194 0.32 125 266 384
FL430
Cruise 17,000 1,178 0.42 165 101 500
Cruise 16,500 1,096 0.26 101 0 284
Begin 16,216 0 0 0 0 0
Descent
N/A N/A 2.83 1,100 N/A 3,436
Table 4-2: Constant Mach Schedule

March 2012
Total Time and Fuel
Climb Time
First Cruise Time
Add the time and fuel requirements for the climb, first cruise segment, step climb,
Step Climb Time second cruise segment, and descent to the primary destination for leg 1.
Second Cruise Time
+ Descent Time 1. Add the climb, first cruise, step climb, second cruise, and descent times.
TOTAL TIME
Climb 18.2 minutes
Cruise at FL390 100.0
Step Climb to FL430 6.0
Taxi Fuel
Climb Fuel Cruise at FL430 61.0
First Cruise Fuel
Step Climb Fuel Descent + 8.5
Second Cruise Fuel TOTAL TIME 193.7 minutes
+ Descent Fuel
TOTAL FUEL
The result, 193.7 minutes, is equivalent to 3.22 hours, or 3 hours, 14 minutes.
2. Total fuel is found by adding the taxi, climb, cruise, and descent fuel burn
Ramp Weight numbers.
- Fuel Burn
LANDING WEIGHT Taxi 250 lbs
Climb 664
First Cruise Leg 2,152
Landing Weight
Limits Step Climb 116
18,000 LBS MAX Second Cruise Leg 1,168
See Quick Reference
Descent + 69
TOTAL FUEL BURN 4,419 lbs
3. Aircraft weight on arrival at the destination is found by subtracting the total

fuel burn from the ramp weight.
Ramp Weight 20,566 lbs
Total Fuel Burn – 4,419
LANDING WEIGHT 16,147 lbs

March 2012
Flight Planning
Alternate Leg Computations

To compute leg 2 from the destination to the alternate at the desired altitude Climb Fuel
(15,000 ft.), use the long range cruise charts because the normal cruise charts Cruise Fuel
+ Descent Fuel
do not cover low altitudes. The fuel to the alternate is the sum of the climb, Alternate Fuel
cruise, and descent fuel to the alternate from the primary destination.
Begin with the approximate weight of the aircraft upon reaching the primary
destination (16,147 lbs).
1. Use the appropriate climb performance chart (Figure 4-10) to find the time,
distance, and fuel burn for the climb to the diversion altitude (15,000 ft.) and
temperature (ISA).
Although the aircraft weighs 16,246 lbs, use the next lower weight chart.

NOTE: Climb Speed – 250 KIAS up to 32,000 ft.; 0.70 M1 above 32,000 ft.
2. Subtract the numbers for the initial destination airport elevation from the
desired cruise altitude. These are the climb requirements.
Leg 2 Climb Time (15,000 ft.) 2.9 minutes
Initial Destination Elevation Time – 1.3
(7,000 ft.)
TIME TO DIVERSION CRUISE ALTITUDE 1.6 minutes
Leg 2 Climb Distance 13.9 NM

Initial Destination Elevation Distance – 5.6
DISTANCE TO DIVERSION CRUISE 8.3 NM
ALTITUDE
Leg 2 Climb Fuel Burn 158.9 lbs

Initial Destination Elevation Distance – 74.5
FUEL BURN TO DIVERSION CRUISE 84.4 lbs
ALTITUDE
The time is 1.6 minutes; the distance is 8 NM (rounded down from 8.3); the
fuel burn is 85 lbs (rounded up from 84.4).
3. Use the Descent Performance Schedule (Figure 4-11) to find the time,
distance, and fuel burn for the descent from the diversion cruise altitude.
The chart indicates the descent from 1 5,000 ft. takes 4.8 minutes, 23 NM,
and 32 lbs of fuel.
NOTE: Descent Speed – 0.78 MI down to 29,000 ft.; 300 KIAS from
29,000 ft. to 10,000 ft.; 250 KIAS from 10,000 ft. to Sea Level.

March 2012
Climb Performance – Two Engine
Figure 4-10: Climb Performance – Two Engine
Descent Performance Schedule
Figure 4-11: Descent Performance Schedule

March 2012
Flight Planning
Alternate Leg Computations (continued)

4. Use the appropriate long range cruise chart (Figure 4-12) to determine fuel
burn and true airspeed for leg 2 cruise.
When the chart for 16,000 lbs is reviewed, the fuel burn at 15,000 ft. is
1,096 lb/hr, and the true airspeed is 285 KTAS.
5. Determine the cruise distance to the alternate by subtracting the climb and
descent distances (8 and 23 NM, respectively) from the total distance to the
alternate (80 NM).
In this case, 80 minus 31 (8 plus 23) is 49 NM.
6. Determine the time of the cruise segment of leg 2 by dividing the distance by
the speed.
For this example, 49 (NM) divided by 285 (KTAS) equals 0.171 (hr) or 10
minutes (rounded down from 10.31).
7. To find the fuel burn during cruise to the alternate, multiply the rate (1,096 lbs)
by the time (0.171 hr).
The fuel burn to the alternate is 188 lbs (rounded up from 187.416).
8. Find the sum of the fuel requirements for each segment from the original
destination to the alternate for the total fuel burn to the alternate.
Climb to 15,000 FT. 85 lbs
Cruise to Alternate 188
Descent to Alternate + 32
FUEL TO ALTERNATE 305 lbs
9. Add the fuel to the primary (leg 1) and alternate (leg 2) destinations for the
flight’s total fuel requirement.
Primary Destination 4,419 lbs
Alternate Destination + 305
TOTAL FUEL REQUIREMENT 4,724 lbs
10. The weight of the aircraft on landing at the alternate airport is the ramp weight
Landing Weight
minus the total fuel requirement. Limits
Ramp 20,566 lbs 18,000 LBS MAX
Total Fuel Requirements + 4,724 See Quick Reference
LANDING WEIGHT AT ALTERNATE 15,842 lbs
11. Observe the destination to alternate flight profile in Figure 4-13.

March 2012
Long Range Cruise
Two Engine
Figure 4-12: Long Range Cruise

March 2012
Flight Planning
Destination to Alternate Flight Profile
Figure 4-13: Destination to Alternate Flight Profile

March 2012
Reserve Fuel
FAR 91.23(a)(3) requires enough reserve fuel for 45 minutes at normal cruise
airspeed after reaching the alternate airport.
A 45 minute flight dictates an altitude of approximately FL350.
1. Use the appropriate normal cruise chart for the weight and altitude to
determine fuel burn.
The weight of the aircraft on arrival at the alternate is 15,842 lbs; use the
16,000 lbs chart (Figure 4-14) for conservatism. The fuel burn is 1,300 lbs/hr
for FL350 at ISA. Multiplying 1,300 by 0.75 (for the 45 minute requirement)
yields 975 lbs. Round this up to 1,000 lbs.
Total Fuel Required for the Trip

The total fuel required for the trip is the sum of the fuel quantities for fuel to
destination, fuel to alternate, and reserve.
Destination Fuel 4,419
Alternate Fuel 305
Reserve Fuel + 1,000
TOTAL FUEL REQUIREMENT 5,724
1
Includes 250 lbs taxi fuel.
Figure 4-14: Normal Cruise

March 2012
Flight Planning
Actual Fuel Load

Prudence dictates that extra fuel be carried to allow for unforeseen delays and
other situations.
The quick estimate indicated that 6,466 lbs were required while the detailed
method indicated 5,724 lbs. For this example, if not restricted by weight
and balance or takeoff/landing performance, load the average of the two
estimates, or 6,095 lbs. For convenience, round this up to an even 6,100 lbs.
Holding
If holding becomes necessary, use the holding fuel flow chart (Figure 4-15) to
compute holding performance.
A good estimate can be derived by using VREF + 50 Kts.
Holding Operations
Figure 4-15: Holding Operations

March 2012

March 2012
Flight Planning
Weight and Balance

Precise weight and balance computations are essential elements of flight
planning. Accuracy of these computations ensures a safe flight. This section
reviews the procedures for computing weight and balance data.

March 2012
Basic Empty Weight and Moment
Basic empty weight is the weight of the aircraft including full oil and all undrainable
fluids. This weight and its moment are noted on the aircraft weighing form. When
the aircraft is altered, refer to the weight and balance record for the corrected
information.
Assume that the basic empty weight is 12,820 lbs with a moment of 4,823.87.
Record this information on the Aircraft Loading form (Figure 4-17).
Operating Weight Empty and Associated

Moment
Weight x Arm = Moment
Certain elements (e.g., crew, provisions, and miscellaneous supplies) are
considered standard components with fixed weights and moments. Added to
the basic empty weight and moment, these standard elements generate the
operating weight empty and its associated moment.
Individual moments are calculated by multiplying a load station’s weight by its
arm (i.e., the distance from the reference datum line). Moment then is divided by
1,000 to facilitate further computations, this is sometimes referred to as moment/
index.
Assume each crewmember weighs 170 lbs; at station 172.6, each of their
moments is 29.34. Assume 20 lbs of refreshments (station 204.0) and 20 lbs
of vanity/lavatory supplies (station 358.7); the moments for these are 4.08
and 7.17, respectively (Figure 4-16).
The operating weight empty, then, is 13,200 lbs; its moment is 4,893.80.

March 2012
Flight Planning
Payload Moments
Interior Configuration – 1Z
Figure 4-16: Payload Moments
NOTE:
This table is for use with Aircraft Loading Form.
Passenger weights should include carry-on baggage stowed under seats.
Passenger moments are based on seats located against the seat stop or index and facing as shown.
Crew moments are based on seats being in the nominal position.

March 2012
Aircraft Loading Form Payload Weight and Moment
Payload is defined as the passengers and baggage. The payload moment is the
sum of the individual moments of each of these elements.
Weight (lbs) F.S. Moment / 1,000 % MAC
1. Locate the appropriate payload moment table (Figure 4-18). Find the weight
Basic Empty Weight 12,820 4,823.87
of each element in the left column, then move to the right to its flight station
Missing / Additional Equipment column to obtain its moment. Record the information in the appropriate blank
Pilot - Fwd / Aft 170 172.6 29.34 of the Aircraft Loading form (Figure 4-19).
Copilot - Fwd / Aft 170 172.6 29.34 Assume the assignment of passengers shown in Figure 4-18. All 200 lbs of
Provisions - Refreshment Cabinet 20 204.0 4.08 baggage is stowed in the tailcone baggage compartment.
Provisions - Vanity / Lavatory 20 358.7 7.17 2. Add the weights and moments of the passenger and baggage to the operating
Zero Fuel Weight Limit
weight empty and its moment (which already includes the crew, provisions,
Miscellaneous 15,000 LBS MAX and lavatory supplies). The result is the zero fuel weight (14,100 lbs) and
Operating Weight Empty 13,200 4,893.80 moment (5,164.33).
Baggage - Nose
Baggage - Cabin
Baggage - Tailcone
Passenger 1
Passenger 2
Passenger 3
Passenger 4
Passenger 5
Passenger 6
Zero Fuel Weight
Fuel - Fuselage Tank
Fuel - Aft Fuselage Tank
Fuel - Wing Tanks
Ramp Weight
Taxi Burnoff Out of Wings
4.25 Lb / Engine / Minute
Takeoff Gross Weight
Zero Fuel Weight

Fuel - Wing Tanks
Landing Weight
Fuel for start, taxi, and takeoff ground roll is normally 250 lbs (wing fuel) at an average moment / 1,000 of 101.74.
Figure 4-17: Aircraft Loading Form

March 2012
Flight Planning
Payload Moments
Interior Configuration – 1Z
Figure 4-18: Payload Moments
NOTE:
This table is for use with Aircraft Loading Form.
Passenger weights should include carry-on baggage stowed under seats.
Passenger moments are based on seats located against the seat stop or index and facing as shown.
Crew moments are based on seats being in the nominal position.

March 2012
Aircraft Loading Form Fuel Computations and Ramp Weight/
Moment
Weight (lbs) F.S. Moment / 1,000 % MAC Determine the moment for the fuel required for the flight.
Basic Empty Weight 12,820 4,823.87 Fuel required for the trip is 6,100 lbs. Assume single point refueling is used
exclusively.
Missing / Additional Equipment
1. Use the Usable Fuel Moments tables (Figure 4-20) to determine the weight
Pilot - Fwd / Aft 170 172.6 29.34 and moment of the fuel loaded in the wing tanks. Record these figures on the
Aircraft Loading form.
Copilot - Fwd / Aft 170 172.6 29.34
In this example, use single-point pressure refueling to fill the wings; the
Provisions - Refreshment Cabinet 20 204.0 4.08 maximum fuel load using this process is 2,728 lbs, an amount which has a
Provisions - Vanity / Lavatory 20 358.7 7.17 moment of 1,068.16.
Miscellaneous
Operating Weight Empty 13,200 4,893.80
Baggage - Nose
Baggage - Cabin
Baggage - Tailcone 200 496.6 99.32
Passenger 1 250 214.9 53.73
Passenger 2 140 249.9 34.99
Passenger 3 200 249.9 49.98
Passenger 4 110 295.5 32.51
Passenger 5
Passenger 6
Zero Fuel Weight 14,100 5,164.33
Fuel - Wing Tanks
Ramp Weight
Zero Fuel Weight

Fuel - Wing Tanks
Landing Weight

March 2012
Flight Planning
Usable Fuel Moments 2. Determine the weight of the fuel in the fuselage tank by subtracting the fuel
load in the wing tanks from the total fuel load.
Total Fuel Load 6,100 lbs
Wing Fuel + 2,728
FUSELAGE FUEL LOAD 3,372 lbs
3. To determine the moment for the fuselage tank fuel, enter the Usable Fuel
Moments table again. Locate the fuselage fuel tank load closest to, but
higher than, the actual fuel load.
In this case, use the moment for 3,484 lbs, which is 1,497.37.
4. Divide the moment by the weight, then multiply the result by 1,000; this is
the fuselage station for that fuel load.
1,497.37/3,484 = 0.42978
0.42978 x 1,000 = 429.78
5. Using the fuselage station derived in step 4, reverse the process to
determine the moment for the actual fuselage fuel load. That is, multiply
the fuel load by the fuselage station, then divide the result by 1,000 to
determine the moment for that load. Record this number on the Aircraft
Loading form (Figure 4-21).
3,372 x 429.78 = 1,449,218.16
1,449,218.16/1,000 = 1,449.21816
Round the figure for the moment up to 1,449.22.
6. Add the zero fuel weight, wing fuel weight, and fuselage fuel weights; this
Figure 4-20: Usable Fuel Moments is the ramp weight. Add the moments for the same elements; this is the
moment of the ramp weight. Record the results on the Aircraft Loading
NOTE: See Figure 4-20.
form.
1. Wing fuel when fueled by single-point pressure refueling.
2. Wing fuel when fueled through wing fillers. Zero Fuel Weight 14,100.00 lbs
3. Wing fuel when fueled through fuselage fillers. Fuselage Fuel Weight 3,372.00
4. Fuselage fuel when fueled by single-point pressure Wing Fuel Weight + 2,728.00
refueling.
RAMP WEIGHT 20,200.00 lbs
5. Fuselage fuel when fueled through wing fillers
(single-point refueling system).
6. Fuselage fuel when fueled through wing fillers (standard Zero Fuel Weight Moment 5,164.33 lbs
fuel system). Fuselage Fuel Weight Moment 1,449.22
7. Fuselage fuel when fueled through fuselage filler Wing Fuel Weight + 1,068.16
(singlepoint refueling system).
RAMP WEIGHT Moment 7,681.71
8. Fuselage fuel when fueled through fuselage filler
(standard fuel system).

March 2012
Aircraft Loading Form Maximum Takeoff Weight and Moment
The takeoff weight and moment are the ramp weight and moment minus the
weight and moment for taxi fuel.
The manufacturer states that a nominal taxi fuel burn is 250 lbs, a quantity
with a moment of 101.74. Use these figures for this example.
1. Determine the takeoff fuel load.
Pilot - Fwd / Aft 170 172.6 29.34
The takeoff fuel load is 6,100 minus 250, or 5,850 lbs.
Copilot - Fwd / Aft 170 172.6 29.34
2. Determine the takeoff weight and moment by subtracting the taxi fuel
Provisions - Refreshment Cabinet 20 204.0 4.08 weight and moment from the ramp weight and moment.
Provisions - Vanity / Lavatory 20 358.7 7.17
Ramp Weight Limit Ramp Weight 20,200.00 lbs
Miscellaneous
21,750 LBS MAX Taxi Fuel Burn + 250.00
TAKEOFF WEIGHT 19,950.00 lbs
Baggage - Nose
Takeoff Weight Limit
Baggage - Cabin Ramp Weight Moment 7,681.71
21,500 LBS MAX
Baggage - Tailcone 200 496.6 99.32 Taxi Fuel Burn Moment – 101.74
See Quick Reference
Passenger 1 250 214.9 53.73 TAKEOFF WEIGHT MOMENT 7,579.97
Passenger 2 140 249.9 34.99
Passenger 3 200 249.9 49.98 3. Record this data on the Aircraft Loading form (Figure 4-22).
Passenger 4 110 295.5 32.51
Passenger 5
Passenger 6
Fuel - Fuselage Tank 3,372 429.78 1,449.22
Fuel - Wing Tanks 2,728 1,068.16
Ramp Weight 20,200 7,681.71
Zero Fuel Weight

Fuel - Wing Tanks
Landing Weight

March 2012
Flight Planning
Aircraft Loading Form

Pilot - Fwd / Aft 170 172.6 29.34
Copilot - Fwd / Aft 170 172.6 29.34
Provisions - Refreshment Cabinet 20 204.0 4.08
Miscellaneous
Baggage - Nose
Baggage - Cabin
Passenger 1 250 214.9 53.73
Passenger 2 140 249.9 34.99
Passenger 3 200 249.9 49.98
Passenger 4 110 295.5 32.51
Passenger 5
Passenger 6
Ramp Weight 20,200 7,681.71
Taxi Burnoff Out of Wings -250 -101.74
Takeoff Gross Weight 19,950 379.95 7,579.97 18.56
Zero Fuel Weight

Fuel - Wing Tanks
Landing Weight

March 2012
Takeoff CG Limits
Use the Weight-Moment-C.G. Envelope (Figure 4-23) to determine whether the
calculated takeoff weight and moment are within acceptable limits.
1. Enter the envelope at the left with the calculated takeoff weight (19,950 lbs)
2. Move to the right to intersect the moment (7,579.97).
3. If the intersection of these values is within the CG envelope (outlined area),
the aircraft is within limits.
The intersection of the values is within takeoff CG limits.
An alternative method may be used to check the center of gravity.
1. Calculate the CG arm (i.e., fuselage station) by multiplying the moment by
1,000, then dividing the result by the total weight.
When 7,579.97 is multiplied by 1,000, the result is 7,579,970. when this
number is divided by 19,950, the result is 379.95.
2. Compute the percent of MAC using the equation shown below.
CG Arm = Moment x 1,000
Weight % of MAC = 100 x (Fuselage Station – 365.085)
80.09
Using the figures for this example, the result is 27.36%.
18.56% MAC = 100 x (379.95 – 365.085)
80.09
3. Enter the CG envelope (Figure 4-25) from the bottom at the percent
MAC (18.56%). Move up to intersect the takeoff weight (19,950 lbs). If the
intersection occurs within the envelope, the aircraft is within takeoff CG limits.
The intersection falls within the outlined area; the aircraft is within limits.
4. Use the Center-of-Gravity table (Figure 4-24) to confirm that the takeoff
moment (7,579.97) is accurate. Enter the table at the takeoff weight
(19,950 lbs) and move to the right to the indicated moment.
In this example, a moment of 7,579.97 is appropriate for a 19,950 lbs takeoff
weight at 18.56% MAC because it falls within the range identified for the
moments of 19,900 and 20,000 lbs takeoff weights between 15 and 20% MAC.

March 2012
Flight Planning
Weight Moment – C.G. Envelope
7,579.97
19,950
LBS
Figure 4-23: Weight Moment – C.G. Envelope

March 2012
Center-of-Gravity
BEYOND
LIMITS
Figure 4-24: Center-of-Gravity
NOTE: The landing gear retraction moment is (minus) 2,655 inch-pounds; data given for weights
above 21,500 lbs reflects the ground handling envelope only.

March 2012
Flight Planning
Center-of-Gravity

March 2012
Landing Weight and Moment
The landing weight and moment are the takeoff weight and moment less the
figures for fuel consumed during the flight.
1. Determine the amount of fuel burned in flight by subtracting the taxi fuel from
the total fuel burn.
Total Fuel Burn 4,377 lbs
Taxi Fuel - 250
FUEL BURNED IN FLIGHT 4,127 lbs
2. Determine the amount of fuel remaining in the wings at landing by subtracting

the total fuel burn from the total fuel load.
Total Fuel Load 6,100 lbs
Taxi Fuel Burn - 4,377
FUEL LOAD AT LANDING 1,723 lbs
3. To determine the moment for the landing fuel load, enter the Usable Fuel
Moments tables (Figure 4-26). Locate the wing fuel tank load closest to, but
higher than, the actual fuel load.
In this case, use the moment for 1,742 lbs, which is 672.91.
4. Divide the moment by the weight, then multiply the result by 1,000; the result
is the fuselage station for the fuel load.
5. Using the fuselage station derived in step 4, reverse the process to determine
the moment for the fuselage fuel load. That is, multiply the fuel load by the
fuselage station, then divide the result by 1,000 to determine the moment for
that load. Record this number on the Loading Schedule.
Round the figure for moment down to 665.58.
6. Add the zero fuel weight and landing fuel weight; this is the landing weight.
Add the zero fuel weight moment and landing fuel moment; this is the landing
weight moment. Record these figures on the Aircraft Loading Form.
Zero Fuel Weight 14,100.00 lbs
Landing Fuel + 1,723.00
LANDING WEIGHT 15,823.00 lbs
Zero Fuel Weight Moment 5,164.33

Taxi Fuel Moment + 665.58
LANDING WEIGHT Moment 5,829.91

March 2012
Flight Planning
Usable Fuel Moments
Figure 4-26: Usable Fuel Moments

March 2012
Landing CG Limits
Using the landing weight and moment, enter the Weight-Moment C.G. envelope
(Figure 4-28) from the left at the landing weight (15,823 lbs) and move left to
intersect the moment (5,829.91).
Because the intersection falls within the outlined area, the landing weight and
moment are within limits.
Use the alternative method to check the center of gravity.
1. Calculate the CG arm (i.e., fuselage station) by multiplying the moment by
1,000, then dividing the result by the total weight.
2. Compute the percent of MAC using the equation shown below.
3. Enter the CG envelope from the bottom at the percent of MAC (4.2% MAC).
Move up to intersect the landing weight (15,823 lbs). If the intersection occurs
within the envelope, the aircraft is within landing CG limits.
The intersection falls within the outlined area; the aircraft is within limits.
4. Use the Center-of-Gravity table (Figure 4-27) to confirm that the landing moment
(5,829.91) is accurate. Enter the table at the landing weight (15,823 lbs) and
move to the right to the indicated moment.
In this example, a moment of 5,829.91 is appropriate for a 15,823 lbs landing
weight at 4.2% MAC because it falls within the range identified of the moments
of 15,800 and 15,900 lbs landing weights between 0 and 5% MAC.
5. Record the landing weight, its moment, and percent MAC on the loading
schedule (Figure 4-29).

March 2012
Flight Planning
Center-of-Gravity
BEYOND
LIMITS
NOTE: The landing gear retraction moment is (minus) 2,655 inch-pounds; data given for weights
above 21,500 lbs reflects the ground handling envelope only.

March 2012
Weight Moment – C.G. Envelope
22 22
21 21
20 20
19 19
18 18
WEIGHT - 1000 LBS
WEIGHT - 1000 LBS

17 17
5,829.91
16 16
15,823
LBS
15 15
14 14
13 13
12 12
11 11
-10 -5 0 5 10 15 20 26 30 36 40 46
CENTER OF GRAVITY - % MAC
4.2 %
Figure 4-28: Weight Moment – C.G. Envelope

March 2012
Flight Planning
Aircraft Loading Form

Pilot - Fwd / Aft 170 172.6 29.34
Copilot - Fwd / Aft 170 172.6 29.34
Provisions - Refreshment Cabinet 20 204.0 4.08
Miscellaneous
Baggage - Nose
Baggage - Cabin
Passenger 1 250 214.9 53.73
Passenger 2 140 249.9 34.99
Passenger 3 200 249.9 49.98
Passenger 4 110 295.5 32.51
Passenger 5
Passenger 6
Ramp Weight 20,200 7,681.71
Taxi Burnoff Out of Wings 250 101.74
Takeoff Gross Weight 19,950 379.95 7,579.97 18.56

Fuel - Wing Tanks 1,723 386.29 665.58
Landing Weight 15,823 368.45 5,829.91 4.2

March 2012
Takeoff Trim Setting
It is important to calculate a takeoff trim setting prior to takeoff to meet performance
chart criteria.
If an engine fails after V1, the crew of an aircraft with a forward CG and takeoff
trim near the nose-down segment of the takeoff trim indicator (while remaining
within the takeoff range) may not be able to generate enough pullforce at VR to
unstick the aircraft and clear a 35 ft obstacle at the end of the takeoff distance.
1. Enter the Takeoff Trim Setting chart (Figure 4-30) from the bottom at the
center of gravity percent MAC for takeoff (18.56% MAC). Move up to the
diagonal reference line.
2. Move left to the edge of the chart and read the takeoff pitch trim setting (5.2°).
NOTE: Unstick – To achieve liftoff; to generate control forces to rotate
and achieve liftoff.
Takeoff Trim Setting
5.2°
18.56 %
Figure 4-30: Takeoff Trim Setting

March 2012
Flight Planning
Performance
TOLD Card
A Takeoff and Landing Data (TOLD) card is used to record takeoff and landing
data. It serves as a convenient reference aid in the cockpit.
The Takeoff side of the card provides spaces for the following information:
ATIS
TAKEOFF LEARJET
V1 – Takeoff Decision Speed ATIS
VR – Rotation Speed
V2 – Takeoff Safety Speed
TAKEOFF WEIGHT
V1
VFS – Final Segment Speed
FLAPS TRIM
VR
VREF – Landing Configuration 50-Foot Point Speed V2
POWER
T/O %
Takeoff Weight VFS CLIMB %
FLAPS – Takeoff Flap Setting RETURN

R R
VREF W Q
Y D
TRIM – Takeoff Trim Setting CLEARANCE
T/O POWER – N1 Takeoff Power Setting

CLIMB POWER – N1 Maximum Continuous Power Setting
RWY RQD – Computed Takeoff Field Length
CLEARANCE. APPROACH LEARJET
The Approach side of the card provides spaces for the following information: ATIS
ATIS LANDING WEIGHT
VREF – Landing Configuration 50-Foot Point Speed VREF

FLAPS
VAP – Approach Target Speed VAP

GO AROUND
VREF + 40 – Zero Flap Maneuvering Speed VREF+ 40 PWR %
RWY RQD – Computed Landing Field Length R R

W Q
Y D FT. VAC
LANDING WEIGHT NOTES:
FLAPS – Landing Flap Setting

GO AROUND PWR – N1 Takeoff Power Setting
GO AROUND VAC – Single Engine Approach Climb Speed
NOTES.

March 2012
Enter the takeoff weight determined by weight and balance in the WT block of the
Takeoff side of the TOLD card.
Recall that the takeoff weight calculated by weight and balance was 19,950 lbs.
Airport Information
Airport information is obtained from the standard sources. In this case, use the
trip planning data provided and assume a forecast runway wind of 340/12.
Wind Components at Takeoff

Use the Wind Components chart (Figure 4-31) to determine the wind components
at takeoff.
1. First, determine the angle between the runway heading and the forecast
wind direction.
With a runway heading of 310° and a forecast wind from 340°, the resultant
angle is 30°.
2. Plot the point at which the forecast wind velocity (12 Kts) intersects the angular
difference between the runway heading and the forecast wind direction (30°).
3. Project left to obtain the headwind/tailwind component.
The headwind component is 10.5 Kts. Round this down to 10 Kts.
4. Move down from the intersect point to obtain the crosswind component.
The crosswind component is 6 Kts.

March 2012
Flight Planning
Wind Components
30º
WIND DIRECTION FROM RUNWAY
10º 20º 40º 45º
50
1
WI
ND
V
KN ELO
OT CIT
S Y 50º
45
40
TAILWIND OR HEADWIND - KNOTS
40
35
30
60º
3 30 2
25
20
20 70º
15
S
KT
10.5
12
KTS 10 10 80º
4
0
0 10 20 30 40 50
6 KTS
CROSSWIND - KNOTS
Figure 4-31: Wind Components

March 2012
Takeoff Profile
TAKEOFF THRUST MAX. CONT. THRUST
TRANSITION
SEGMENT
SECOND
SEGMENT
CLIMB
FLAPS
FIRST UP
SEGMENT
CLIMB
REFERENCE
ZERO
OBSTACLE
GEAR
35 FT UP
BRAKE LIFTOFF
RELEASE
TAKEOFF DISTANCE TAKEOFF FLIGHT PATH
TAKEOFF PATH
Figure 4-32: Takeoff Profile

March 2012
Flight Planning
Takeoff Weight Determination

Charts in the Airplane Flight Manual (AFM), Performance Section V, facilitate
determination of the maximum takeoff gross weight permitted by FAR 25, as well
as associated speeds and flight paths.
Figure 4-33 illustrates the steps to determine appropriate takeoff weight. The
aircraft is limited in takeoff gross weight by the most restrictive of:
1. Max Certified Takeoff Weight Limitations.
2. Takeoff weight limit or Brake energy performance.
3. Takeoff distance performance.
4. Obstacle clearance/Flight path requirements.
The most restrictive limitation will vary according to aircraft, airport, and
atmospheric conditions.

March 2012
Takeoff Weight Determination Procedure
AIRCRAFT, AIRPORT, AND

ATMOSPHERIC CONDITIONS
MAX CERTIFIED T.O. WEIGHT

LIMIT CLIMB OR T.O. FLT PATH
T.O. WEIGHT T.O. DISTANCE AND CLIMB
LIMITATIONS BRAKE ENERGY PERFORMANCE
PERFORMANCE GRADIENT
COMPARE AND SELECT

LOWEST WEIGHT CONSIDER
MAX LANDING
TAKEOFF SPEEDS, WEIGHT PLUS
PERFORMANCE FUEL BURN TO
DESTINATION
FINISHED
Figure 4-33: Takeoff Weight Determination Procedure

March 2012
Flight Planning
Maximum Takeoff Weight Limit – Climb and

Brake Requirements
Use the appropriate maximum takeoff weight limit chart (Figure 4-34) to
determine the maximum weight permitted for takeoff for climb and brake energy
requirements.
For this example, the flap setting is 8°, anti-ice is off, and APR is armed.
1. Enter the chart from the left at the appropriate temperature (80°F). Move right
to intersect the pressure altitude (sea level) in the takeoff climb area. Move
down from the intersection to the bottom of the chart and read the maximum
takeoff weight for the conditions.
Because the temperature and pressure altitude do not intersect, the takeoff
weight is not limited by takeoff climb requirements.
2. Continue the horizontal temperature line (80°F) to the right to intersect the
pressure altitude (sea level) in the brake energy area. Move down to the
reference line, then correct for wind by following the appropriate angle (down
and right) to intersect the wind (10 Kts headwind). From that point, move
straight down and read the brake energy limit.
Because the temperature and pressure altitude do not intersect, the takeoff
weight is not limited by brake energy limits.

March 2012

March 2012
Flight Planning
Takeoff Weight Limit

Flaps – 8°, Anti-Ice – OFF, APR – ARMED
Figure 4-34: Takeoff Weight Limit
NOTE: The value obtained from this chart may not be the limiting weight. Takeoff weight is also limited by
the maximum certified takeoff weight, the takeoff weight for the runway length available, and obstacle
clearance considerations.

March 2012
Maximum Takeoff Weight Limit – Runway
Requirements
To determine the takeoff weight limit for the runway, use the Takeoff Distance,
Flaps 8° chart (Figure 4-35).
1. Enter the chart from the right at the runway length (10,500 ft). Move left
directly to the wind reference line.
2. Follow the guidelines (down and right) to the wind component (10 Kts headwind).
Move left to the weight reference line. Mark this position.
3. Enter the chart again from the lower left at the appropriate temperature
(80°F). Move up to the appropriate pressure altitude (sea level). Move right
to the next reference line.
4. Parallel the sloping lines upward to intersect the position previously
determined. Move straight down from the intersection to the weight limitation.
Because the lines do not intersect, weight is not a limiting factor on takeoff
distance.
5. For all operations, the lowest of the following is the takeoff limit:
maximum certified takeoff weight
takeoff climb limit
brake energy limit
runway requirements limit.
The weight restrictions for this example are shown below.
Maximum Certified Takeoff Weight. . . . . . . . . . . . . . . . . . . . . . 21,500 LBS
Takeoff Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LIMITING
Brake Energy Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LIMITING
Runway Requirement Limit. . . . . . . . . . . . . . . . . . . . . . . . . NOT LIMITING
Thus, the takeoff limit for this example is the maximum certified takeoff
weight, or 21,500 lbs.

March 2012
Flight Planning
Takeoff Distance
Flaps – 8°
10,500 FT
80° F
Figure 4-35: Takeoff Distance
NOTE: Refer to AFM – CRITICAL ENGINE FAILURE SPEED (V1) to determine if ACCELERATE-GO LIM-
ITED correction must be applied.

March 2012
Maximum Takeoff Weight Limit – Obstacle
Clearance Requirements
FAR 135/121 requires obstacle clearance planning. Either the Close In Flight
Path chart or the Distance Takeoff Flight Path chart may be used. The Second
Segment Climb chart determines whether or not the obstacle can be cleared with
an engine out.
The Close In Flight Path chart is used when the obstacle is up to 10,000 ft from
reference zero; the Distant Takeoff Flight Path chart is used for obstacles up to
40,000 ft from reference zero.
Because the obstacle for this example is 150 ft. above the ground and
6,000 ft. from reference zero, the Close In Flight Path chart (Figure 4-36) is
used.
The conditions for the Second Segment Climb chart are: single engine,
takeoff thrust, gear up, flaps 8°, APR armed, and climbing at V2.
1. Begin by entering the Close In Flight Path chart at two places: from the bottom
at the distance from reference zero (6,000 ft) and from the left at the obstacle
height (150 ft). Move up and right, respectively, until the lines intersect. The
intersection represents the second segment climb gradient required to clear
the obstacle.
For this example, the intersection occurs just below 2.9% ; for conservatism,
use 2.9%.

March 2012
Flight Planning
Close In Takeoff Flight Path

Flaps – 8°
PART 135 HEIGHT ABOVE REFERENCE ZERO – FT

(MAY BE USED BY PART 91 OPERATIONS)
PART 91 HEIGHT ABOVE RUNWAY – FT
150 FT
6,000 FT
HORIZONT AL DISTANCE FROM REFERENCE ZERO – 100 FT
HORIZONT AL DISTANCE FROM REFERENCE ZERO – 100 METERS
Figure 4-36: Close In Takeoff Flight Path

March 2012
Maximum Takeoff Weight Limit – Obstacle
Clearance Requirements (continued)
2. Next, enter the appropriate Second Segment Climb Gradient chart
(Figure 4-37) from the bottom left at the temperature (80°F) and move up
to the pressure altitude (sea level). At their intersection, move right to the
reference line.
3. Parallel the sloping line down and right to the intersection with the gross
weight line (19,950 lbs). Move right to the next reference line.
4. Parallel the angled line (upward) to the intersection with the appropriate
wind component (10 Kts headwind). Move right to the next reference line.
5. Parallel the angled line for the anti-ice condition (off).
Because the anti-ice system is off, move all the way to the right.
At 19,950 lbs, the second segment climb gradient for this example is 6.2%.
This is greater than the 2.9% required to clear the obstacle.

March 2012
Flight Planning
Second Segment Climb Gradient

Flaps – 8°, APR – ARMED
6.2 %
80° F 19,950 LBS

Figure 4-37: Second Segment Climb Gradient

March 2012
V Speed Calculation – V1
To determine the critical engine failure speed (i.e., V1), use the appropriate
TAKEOFF LEARJET Critical Engine Failure Speed (V1) chart (flaps 8°) (Figure 4-38).
ATIS
1. Enter the chart from the bottom left at the ambient temperature (80°F) and
move up to the pressure altitude (sea level).
TAKEOFF WEIGHT
V1 2. Move to the right to the reference line, then parallel the diagonal guidelines
FLAPS TRIM up and right to intersect the takeoff weight (19,950 lbs).
VR 3. From the intersection, move to the right to the wind, runway gradient,
POWER
V2 anti-ice, and anti-skid correction areas; make corrections by following the
T/O % guidelines left or right and up or down, as appropriate, to reflect the existing
VFS CLIMB % conditions. After each correction, move straight to the right to the reference
RETURN
R R
line for the next correction area. After correcting for anti-skid, finish by
VREF W Q
Y D moving straight to the edge of the chart. Read V1.
CLEARANCE
Because the 10 Kts headwind does not require a significant correction and
because the runway gradient is 0%, the anti-ice systems are off, and the
anti-skid system is on, no further corrections are necessary. The line is
drawn from the wind correction directly to the right edge of the chart. V1 is
132 KIAS.

March 2012
Flight Planning
Critical Engine Failure Speed (V1)

Flaps – 8°
132 KIAS
80° F 19,950 LBS

Figure 4-38: Critical Engine Failure Speed (V1)
NOTE: The Critical Engine Failure Speed (V1) determined from this chart must not exceed the Rotation
Speed (VR) determined from AFM. If V1 must be reduced to VR, the takeoff is accelerate-go limited
and the accelerate-go correction on AFM (TAKEOFF DISTANCE) must be applied.

March 2012
V Speed Calculation – VR
To compute VR, refer to the appropriate Rotation Speed (VR) chart (flaps 8°)
(Figure 4-39).
1. Enter the chart from the left at the takeoff weight (19,950 lbs). Move to the
right to the diagonal reference line.
2. Move down to the bottom of the chart and read the VR speed (139.5 KIAS).
For conservatism, round this up to 140 KIAS.

March 2012
Flight Planning
Rotation Speed (VR)

Flaps – 8°
19,950
LBS
139.5 KIAS
Figure 4-39: Rotation Speed (VR)

March 2012
V Speed Calculation – V2
TAKEOFF LEARJET Refer to the Takeoff Safety Speed (V2) chart (Figure 4-40) to compute V2.
1. Enter the chart from the left at the appropriate gross weight (19,950 lbs) and
ATIS
move left to the diagonal reference line.

TAKEOFF WEIGHT
V1 2. Move down to the bottom of the chart and read the V2 speed (144.5 KIAS).
FLAPS TRIM
VR For conservatism, use 145 KIAS.

POWER
V2
T/O %
VFS CLIMB %
RETURN
R R
VREF W Q
Y D
CLEARANCE

March 2012
Flight Planning
Takeoff Safety Speed (V2)

Flaps – 8°
19,950
LBS
145 KIAS
Figure 4-40: Takeoff Safety Speed (V2)

March 2012
Takeoff Field Length
TAKEOFF LEARJET To compute the runway length required, refer to the appropriate Takeoff Distance
ATIS chart (8° flaps) (Figure 4-41).
1. Enter the chart from the lower left for the appropriate temperature (80°F).
Move up to the pressure altitude (sea level). At the intersection, move right
TAKEOFF WEIGHT
V1
FLAPS TRIM to the first reference line. Parallel the sloping line upward to the general area
VR where an intersection with the gross takeoff weight (19,950 lbs) is possible.
POWER
V2 2. Enter the chart from the bottom at the takeoff gross weight (19,950 lbs).
T/O %
Move upwards to intersect the temperature/pressure altitude line previously
VFS
RETURN
CLIMB %
drawn. Move right to the next reference line for wind correction.
R R
VREF W Q
Y D 3. Follow the angled wind correction line (down and right) to intersect the wind
condition (10 Kts headwind).
CLEARANCE
4. Move to the right to the altitude area, correcting for runway gradient, anti-skid,
anti-ice, APR/autospoilers, accelerate-go, and altitude limits along the way.
Because runway gradient, anti-skid, anti-ice, APR/autospoilers, accelerate-go
limits, and altitude are not factors, move straight to the edge of the chart to
read the takeoff field length required, or 5,100 ft.

March 2012
Flight Planning
Takeoff Distance
Flaps – 8°
5,100
FT
80° F 19,950 LBS

Figure 4-41: Takeoff Distance
NOTE: Refer to AFM – CRITICAL ENGINE FAILURE SPEED (V1) to determine if ACCELERATE-GO
LIMITED correction must be applied.

March 2012
Takeoff Thrust Setting
To compute the takeoff thrust setting, the chart used depends on the configuration
TAKEOFF LEARJET
of the aircraft.
ATIS
If the aircraft does not have thrust reversers, it has standard nozzles; refer to the
appropriate Takeoff Power Setting – Standard Nozzle chart from AFM Section
TAKEOFF WEIGHT
V1 V. If the aircraft has thrust reversers, power settings must be obtained from the
FLAPS TRIM
appropriate AFM supplement.
VR In this example, thrust reversers are installed; refer to the Takeoff Power
POWER Setting, Anti-Ice Off chart from the AFM supplement (Figure 4-42).
V2
T/O %
1. Enter the chart from the bottom with the appropriate temperature (80°F).
VFS CLIMB % Move up to the pressure altitude (sea level).
RETURN
R R Because the temperature does not intersect the pressure altitude, move up
VREF W Q
Y D
to the topmost reference line, in this case the “–1,000 TO 4,000” line.
CLEARANCE
2. Move left to the to read the fan speed (N1).
With thrust reversers, N1 is 94.2%.

March 2012
Flight Planning

Anti-Ice – OFF
94.2 %
Figure 4-42: Takeoff Power Setting

March 2012
Maximum Continuous Thrust
TAKEOFF LEARJET Determine maximum continuous thrust throughout the climb at arbitrary altitudes.
Find the maximum continuous thrust setting using the appropriate chart for
ATIS
the aircraft configuration (e.g., with thrust reversers); if the aircraft has thrust
reversers, use the charts in the AFM supplement. Determine the settings for all
TAKEOFF WEIGHT
V1
FLAPS TRIM engine operation (Figure 4-43) and for single engine operation (Figure 4-45).
VR
POWER
Assume the aircraft is an early model with AAK 55-84-1.
V2 Enter the table from the left at the appropriate altitude. Move to the right to the
T/O %
VFS CLIMB %
appropriate temperature column.
For this example, determine the thrust setting appropriate for a 10,000 ft
RETURN
R R
VREF W Q
altitude at 10°C; all subsequent thrust settings are determined in the same
Y D
CLEARANCE
manner and would be determined for an actual flight.

Anti-ice is off, so only the top number in each block applies. For all engine
operation, N1 is 95.1%. For single engine operation, N1 is 94.7%.
NOTE: AAK 55-84-1; Replacement of Ram Air Temperature Indicator
(S/N 55-003 to 55-089).

March 2012
Flight Planning
Maximum Continuous Thrust (N1) – All Engine

Aeronca Thrust Reverser Nozzle
Figure 4-43: Maximum Continuous Thrust (N1) – All Engine
NOTE: Refer to ENROUTE CLIMB SPEED SCHEDULE in basic Airplane Flight Manual for climb speeds.

March 2012
Enroute Climb Speed Schedule
.70 MI
50
45
40
170 KIAS
.70 MI
35
PRESSURE ALTITUDE - 1000 FT

30
250 KIAS
.45 MI
25
20
200 KIAS
15
ONE ENGINE CLIMB TWO ENGINE CLIMB
10
NOTE: These speed schedules approximate best

5 rate-of-climb speeds or, above the single-engine
ceiling, the minimum sink-rate speed.
0
0 50 100 150 200 250 300 350
INDICATED AIRSPEED - KNOTS
Figure 4-44: Enroute Climb Speed Schedule

March 2012
Flight Planning
Maximum Continuous Thrust (N1) – Single Engine

Aeronca Thrust Reverser Nozzle
Figure 4-45: Maximum Continuous Thrust (N1) – Single Engine
NOTE: Refer to ENROUTE CLIMB SPEED SCHEDULE in basic Airplane Flight Manual for climb speeds.

March 2012
Wind Components at Landing
Use the Wind Components chart (Figure 4-46) to determine the wind compo-
nents at landing.
1. Determine the angle between the runway heading and the forecast wind
direction.
With a runway heading of 170° and a forecast wind from 125°, the resultant
angle is 45°.
2. Plot the point at which the forecast wind velocity (25 Kts) intersects the
difference between the runway heading and the forecast wind direction (45°).
3. Project left to obtain the headwind/tailwind component (17.5 Kts), then
down from the intersection to obtain the crosswind component (17.25 Kts).
For conservatism, round both these figures down to 17 Kts.

March 2012
Flight Planning
Wind Components
17.5
KTS
17.25
KTS
Figure 4-46: Wind Components

March 2012
Maximum Allowable Landing Gross Weight
Determination
Charts in the Airplane Flight Manual (AFM), Performance Section V, facilitate
determination of approach and landing climb performance, landing field length
requirements, and approach speed values. The maximum allowable landing
weight is limited by the most restrictive of the following: aircraft structure, landing
weight limit (i.e., approach climb, brake energy), or landing distance.
Figure 4-47 illustrates the steps to determine maximum allowable landing gross
weight.

March 2012
Flight Planning
Landing Weight Determination Procedure
AIRCRAFT, AIRPORT, AND

ATMOSPHERIC CONDITIONS
MAXIMUM LANDING LANDING WEIGHT

WEIGHT (DESIGN LIMITS (APPROACH LANDING DISTANCE
STRUCTURAL LIMIT) CLIMB, BRAKE ENERGY) PERFORMANCE
LIMITATIONS PERFORMANCE
COMPARE AND SELECT

LOWEST WEIGHT
FINISHED
Figure 4-47: Landing Weight Determination Procedure

March 2012
Maximum Landing Weight
APPROACH LEARJET Find the maximum landing weight by using the Landing Weight Limit chart
ATIS (Figure 4-48) for the aircraft configuration.
For this example, anti-ice is not utilized.
LANDING WEIGHT
VREF 1. Enter the chart from the left at the appropriate temperature (80°F).
Move right to the pressure altitude (7,000 ft.).
FLAPS
VAP
GO AROUND 2. Move down from the intersection and read the approach climb weight limit at
VREF+ 40 PWR % the bottom (20,400 lbs).
R R
3. Return to the temperature/pressure altitude intersection. Follow the

W Q
Y D FT. VAC
temperature line to the right to the brake energy area until it intersects the
NOTES:
pressure altitude line (7,000 ft.).

4. Move down to the wind reference line. Parallel the guidelines (down and
right) to intersect the appropriate wind component line (17 Kts).
5. Move down to the runway gradient reference line. Parallel the guidelines to
intersect the appropriate gradient.
Because there is no runway gradient, move straight through this area to the
Landing Weight Limit
bottom of the chart.
18,000 LBS MAX
6. Move to the bottom of the chart and read the maximum gross weight on
See Quick Reference landing (19,400 lbs).
The estimated aircraft weight on arrival is 15,823 lbs, or well within limits

March 2012
Flight Planning
Landing Weight Limit

Anti-Ice – OFF
7,000
7,000
20,400 LBS
17 KTS
19,400 LBS
Figure 4-48: Landing Weight Limit
NOTE: The value obtained from this chart may not be the limiting weight. Landing weight is also limited by
the maximum certified landing weight and the landing weight for the runway length available.

March 2012
Actual Landing Distance
Use the Actual Landing Distance chart (Figure 4-49) to determine FAR 25/91
landing distance (the field length required from the landing threshold to where
the aircraft halts).
1. Enter the chart from the bottom left at the appropriate temperature (80°F).
Move up to intersect the pressure altitude (7,000 ft.).
2. Move to the right to the weight reference line. Parallel the lines (down and
left) to intersect the estimated landing weight line (15,823 lbs).
3. Move to the right to the wind reference line. To adjust for the wind component,
parallel the lines (down and right) to intersect the wind component
(17 Kts headwind).
4. Move to the right to the runway gradient reference line. To adjust for the
runway gradient, parallel the lines to intersect the gradient.
Because there is no gradient, move to the right to the next reference line.
5. Move to the right to the anti-skid reference line. To adjust for anti-skid off,
parallel the lines to edge of the anti-skid area.
Because the anti-skid is on, move straight through this area to the altitude
reference line.
6. Move to the altitude reference line. To adjust for altitude, parallel the lines to
the edge of the chart, then read the actual landing distance.
Because the altitude is 7,000 ft., no correction is necessary. Move straight to
the edge of the chart and read the distance, or 3,400 ft.

March 2012
Flight Planning
Actual Landing Distance
3,400
FT
17 KTS
80° F 15,823 LBS

Figure 4-49: Actual Landing Distance

March 2012
Factored Landing Distance
FAR 135/121 requires that the actual landing distance be factored
APPROACH LEARJET
ATIS
(i.e., divided by 0.60). Use the Factored Landing Distance chart (Figure 4-50)
to quickly determine this number.
LANDING WEIGHT
1. Enter the chart from the left at the previously determined actual landing
VREF distance (3,400 ft.). Move to the right to the diagonal reference line.
FLAPS
2. Move down to the bottom of the chart and read the factored landing dis-
VAP tance (5,600 ft.).
GO AROUND
VREF+ 40 Dividing the actual landing distance, 3,400 ft., by 0.60 results in a factored
PWR %
R R
landing distance of 5,667 ft.
W Q
Y D FT. VAC
NOTES:

March 2012
Flight Planning
Factored Landing Distance
3,400
FT
5,600 FT
Figure 4-50: Factored Landing Distance
NOTE: The factored landing distance determined from this chart is equal to the actual landing distance
divided by 0.60.

March 2012
Approach Climb Gradient
If an obstacle exists at the arrival airport and obstacle clearance is necessary,
APPROACH LEARJET
ATIS
use the approach climb gradient chart and either the close in or distant flight
path chart. These charts are used in a similar manner as the second segment
climb chart used for takeoff planning.
LANDING WEIGHT
VREF
V Speed Calculation – VREF and VREF + 40
FLAPS
VAP
GO AROUND To compute VREF, use the Landing Approach Speed chart (Figure 4-51).
VREF+ 40 PWR % 1. Enter the chart from the left with the landing weight (15,823 lbs). Move to
the right to intersect the diagonal reference line.
R R
W Q
Y D FT. VAC
NOTES:
2. Move straight down to the bottom of the chart and read the VREF speed
(128.5 Kts).
For conservatism, round this up to 129 Kts.
3. Add 40 to the VREF for the approach target speed with flaps up.
129 + 40 = 169 Kts

March 2012
Flight Planning
Landing Approach Speed (VREF)
15,823
LBS
128.5
Figure 4-51: Landing Approach Speed

March 2012
V Speed Calculation – VAP and VAC
APPROACH LEARJET Determine the proper speed for single engine missed approach with flaps 8°
ATIS
and gear up (VAC) by using the Approach and Landing Climb Speeds chart
(Figure 4-52).
LANDING WEIGHT
VREF 1. Enter the chart from the left at the arrival Gross Weight (15,823 lbs). Move to
FLAPS the right to intersect the Approach Climb Speed line.
VAP
GO AROUND
2. Move straight down and read the VAC speed (144.4 Kts, rounded up to
VREF+ 40 145 Kts).
PWR %
R R
W Q
Y D FT. VAC
Determine the proper speed for two engine balked landing or missed approach
NOTES: with Flaps 40° and gear down (VAP).
1. Enter the chart from the left at the arrival Gross Weight (15,823 lbs). Move to
the right to intersect the Landing Climb Speed line.
2. Move straight down and read the VAP speed (129 Kts).
Look at the Approach and Landing Climb Speed chart. The Landing Climb
Speed line closely parallels the Approach Climb Speed line. It is determined
that Landing Climb Speed is equal to VREF (1.3 VS0) and, as a rule of thumb, the
Approach Climb Speed VAC is approximately VREF + 16.
Approach Climb Conditions:
Single Engine
� Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
� Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
� Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8°
� Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or ON
� Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 VS1
Landing Climb Conditions:
Two Engine
� Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
� Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
� Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN (40°)
� Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or ON
� Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 VS0
NOTE: Landing Climb Speed is equal to 1.3 VSO, which is equal to VREF
(as previously determined).
NOTE: Based on circumstances such as gusting winds, minimum field

length or some other existing condition, the PIC may determine
VAP to be higher or lower but never less than the minimum speed
for the final approach configuration (see Abnormal Landings in
the Operating Handbook).

March 2012
Flight Planning
Approach and Landing Climb Speeds
15.823
129 KIAS 144.4 KIAS

Figure 4-52: Approach and Landing Climb Speeds

March 2012
For a crosscheck, use the Landing Climb Gradient chart (Figure 4-54), and the
Approach Climb Gradient chart (Figure 4-55) on the following pages.
Enroute Climb Speed Schedule

.70 MI
50
45
40
170 KIAS
.70 MI
35
PRESSURE ALTITUDE - 1000 FT
30
250 KIAS
.45 MI
25
20
200 KIAS
15
ONE ENGINE CLIMB TWO ENGINE CLIMB
10
NOTE: These speed schedules approximate best

5 rate-of-climb speeds or, above the single-engine
ceiling, the minimum sink-rate speed.
0
0 50 100 150 200 250 300 350
INDICATED AIRSPEED - KNOTS
Figure 4-53: Enroute Climb Speed Schedule

March 2012
Flight Planning
Supplemental Information
This section provides information for specific instances outside normal routines
addressed elsewhere in this manual. These procedures are intended to provide
an understanding of situations that may be encountered out of the ordinary and
should not be confused with normal performance procedures.
Contaminated Runways
Takeoff and landing operations and contaminated runways require extra planning
and consideration because stopping distance is increased as braking is reduced.
Plan on landing in the touchdown zone without excessive speed; this minimizes
floating and the use of additional runway. The landing distances published in the
AFM charts are based on smooth, dry, hard-surfaced runways with all systems
operational.
Takeoff and approach briefings should contain information on contaminated
runways; both pilots should be aware of any deviations from normal procedures.
Contaminated runway factors for FAR Part 91 landing distance are shown below.
Wet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRY MULTIPLIED BY 1.6
Freezing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRY MULTIPLIED BY 1.9
Frozen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNKNOWN
For FAR 121/135 operations, if the runway is wet, multiply the factored dry
landing distance requirements by 1.15.
Hydroplaning speed is approximately 110 Kts.
Single Engine Speeds

The single engine climb schedule uses 200 KIAS to 0.45 Mach to 170 KIAS.
For maximum range descent, use the speeds in reverse order: use 170 KIAS to
0.45 Mach to 200 KIAS. At heavier weights above FL350, 170 KIAS may be close
to the low speed buffet boundary. In convective weather or turbulent conditions
and if maximum range is not a concern, the use of 0.7 Mach may be a better
choice for a driftdown or climb speed. However, if maximum range is a concern,
use 170 KIAS (Figure 4-53).

March 2012
Landing Climb Gradient
45
REFERENCE LINE
REFERENCE LINE
ALTITUDE - FEET
40
2 3
SEA
35
2000
LEVE
4000
600
L
800
0
30
0
10,
000 00
12,
LANDING GROSS CLIMB GRADIENT - %

0
14,
25
000
ISA 4 5
20
6
P
7
EM
15
IT E T
LIMNGIN
E
10
-5
NOTE: Information above

the maximum certified -10
landing weight is for
emergency use only.
1
-50 -25 0 25 25 50 100 125 12 13 14 15 16 17 18 19 20 21 OFF NAC HT FULL
TEMPERATURE - OF GROSS WEIGHT - 1000 LB ANTI-ICE SYSTEMS
-40 -30 -20 -10 0 10 20 30 40 50 55 60 65 70 75 80 85 90 95 100

TEMPERATURE - OC GROSS WEIGHT - 100 KG
EXAMPLE: CONDITIONS:
1 Temperature..................20oF (-7oC) Two Engines
2 Altitude...............................8000 Ft Thrust....................................Takeoff
3 Weight Reference Line Gear.........................................Down
4 Weight............15,000 Lb (6804 Kg) Flaps............................................40o
5 Anti-Ice Reference Line Speed..................................1.3 VS
6 Anti-Ice Systems.......................Full O
7 Gross Climb Gradient...........17.5%
Figure 4-54: Landing Climb Gradient

March 2012
Flight Planning
Approach Clim b Gradient
20
REFERENCE LINE
REFERENCE LINE
ALTITUDE - FEET
18
2 3
16
SEA
2000 0
LEVE
400
600
14
L
800
0
0
10,
APPROACH GROSS CLIMB GRADIENT - %

000 00
12,
12
0
ISA
14,
4 5
000
10
P
8
EM
IT E T
LIMNGIN
6
E
NOTE: Information above -2

the maximum certified
landing weight is for
1 emergency use only.
-4
-50 -25 0 25 25 50 100 125 12 13 14 15 16 17 18 19 20 21 OFF NAC HT FULL
TEMPERATURE - OF GROSS WEIGHT - 1000 LB ANTI-ICE SYSTEMS
-40 -30 -20 -10 0 10 20 30 40 50 55 60 65 70 75 80 85 90 95 100

TEMPERATURE - OC GROSS WEIGHT - 100 KG
EXAMPLE: CONDITIONS:
1 Temperature..................25oF (-4oC) Single Engine
2 Altitude...............................8000 Ft Thrust....................................Takeoff
3 Weight Reference Line Gear..............................................Up
4 Weight............15,000 Lb (6804 Kg) Flaps..............................................8o
5 Anti-Ice Reference Line Speed...................................1.3 VS
6 Anti-Ice Systems.......................Full 1
7 Gross Climb Gradient.............7.0%
Figure 4-55: Approach Climb Gradient

March 2012

March 2012
Introduction
Systems
Several chapters contain multiple systems to facilitate a more coherent
presentation of information. The systems covered are listed below in
alphabetical order opposite the chapter in which they are located. ATA
codes are noted in parentheses.
SYSTEM (ATA Code) CHAPTER
Aircraft Structure (51) . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW

Air Conditioning (21). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PNEUMATIC
Brakes (32) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR
Communications (23) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS
Dimensions and Areas (6). . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Doors (52). . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Electrical (24). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ELECTRICAL
Equipment/Furnishings (25) . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Emergency Equipment (25). . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Engine (71) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Engine Controls (76). . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Engine Fuel and Control (73) . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Engine Indicating (77). . . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Fire Protection (26). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE
Flight Controls (27) . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS
Fuel (28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL
Fuselage (53) . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Hydraulics (29) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULICS
Ice and Rain Protection (30). . . . . . . . . . . . . . . . . . . . . . ICE AND RAIN
Ignition (74). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Landing Gear (32). . . . . . . . . . . . . . . . . LANDING GEAR AND BRAKES
Lighting (33). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ELECTRICAL
Navigation (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS
Oil (79). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Oxygen (35). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Pitot/Static (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS
Pneumatic (36) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PNEUMATIC
Pressurization (21) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PNEUMATIC
Stabilizers (55). . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Stall Warning (27). . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS

March 2012
Starting (80). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Thrust Reversers (78). . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Warning Lights (33). . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Windows (56). . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Wings (57). . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW

March 2012
5A
Aircraft Overview
Contents
Aircraft Overview

Figure: Aircraft Features........................................................................... 5A-4
Airframe Description
Engines.....................................................................................................5A-5
Fuel Tanks...........................................................................................5A-5
Single-Point Refueling Port..................................................................5A-5
Fuselage...................................................................................................5A-6
Nose Section.......................................................................................5A-6
Radome.........................................................................................5A-6
Nose Avionics Compartment.........................................................5A-6
Nose Baggage Compartment........................................................5A-7
Cockpit.................................................................................................5A-8
Cockpit Windows...........................................................................5A-9
Passenger Compartment...................................................................5A-10
Passenger Seating Area..............................................................5A-10
Lavatory.......................................................................................5A-10
Cabin Baggage Compartment.....................................................5A-11
Emergency Exit/Baggage Compartment Door.............................5A-11
Cabin Windows............................................................................5A-12
Entrance Door....................................................................................5A-13
Door Warning System........................................................................5A-14
Tailcone Section................................................................................5A-15
Tailcone Baggage Compartment.................................................5A-15
Tailcone Access Compartment....................................................5A-15
Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-16
Winglet...............................................................................................5A-17
Stall Strips..........................................................................................5A-17
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-18
Delta Fins (Learjet 55C).....................................................................5A-18
Aircraft Dimensions
Danger Areas
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-21
Engine Inlet Air/Draw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-21
Engine Exhaust Plume. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-21
Aircraft Modifications

March 2012

March 2012
Aircraft Overview
Aircraft Overview
This section presents an overview of the Learjet 55/55B/C aircraft. It
includes major features, airframe structures, dimensions, and danger
areas, as well as referenced service bulletins and modifications.
This manual references the manufacturer’s assigned serial numbers,
and where system differences warrant, it publishes separate data and
schematics.
Serial numbers, assigned consecutively at construction, remain with
the aircraft regardless of the model serial number later assigned. Both
numbers are stamped into the aircraft identification plate.

March 2012
Aircraft Features
AILERON
AILERON BALANCE TAB
FLAP
SPOILER FUSELAGE
FUEL PYLON
EMERGENCY EXIT FILLER
DOOR
AVIONICS
ACCESS DOORS
ELEVATOR
NOSE BAGGAGE PASSENGER/CREW HORIZONTAL
COMPARTMENT ENTRY DOOR STABILIZER
AILERON TRIM TAB
VERTICAL
STABILIZER
DORSAL FIN
RAM AIR INLET
NOSE ENGINE NACELLE
BAGGAGE
COMPARTMENT
OXYGEN
OXYGEN BOTTLE
FILLER BLOWOUT
DOOR DISK
RADOME WINGLET AFT BAGGAGE AFT EQUIPMENT

COMPARTMENT COMPARTMENT
1 LEAR 55C DELTA FINS

March 2012
Aircraft Overview
Airframe Description
The Learjet Model 55/55B/C is a transport category jet, certified in
accordance with FAR Part 25 airworthiness standards for IFR, VFR, day,
night, and icing conditions operation. The low-wing turbofan jet has an
optimum range of approximately 1,800 NM with full fuel and a maximum
cruise speed of 0.81 Mach (indicated) above 24,000 ft.
Engines
Two pod-mounted Garrett TFE731-3A2B OR 2B1 engines power the
Learjet 55 and 55B. Similar, but newer Garrett TFE 731 model engines
are on the Learjet 55C (see the Powerplant chapter for details). Pylons
attached to the fuselage support the nacelles.
Each two-spool, front-fan, jet propulsion engine produces 3,700 lbs of
thrust at sea level, or 3,880 lbs on aircraft with optional Automatic
Performance Reserve (APR). Two thrust reverser levers on the center
pedestal control cascade-type thrust reversers. The engine design
includes anti-ice protection, fire detection, and fire extinguishing systems.
Fuel Tanks
Fuel from each of two integral wing tanks supplies the corresponding
engine. A fuselage tank holds additional fuel, which transfers equally to
the wing tanks; a crossflow system allows fuel transfer between the wing
tanks. Fuel fillers are outboard near each wing tip and on the fuselage
above the right engine. An optional single-point refuel system may be
installed.
Single-Point Refueling Port

Although it is optional, a single-point refueling system is on most
Learjet 55/55B/C models. The single-point filler port is in the right
fuselage above the trailing edge of the wing. A control panel is in the
access opening next to the filler port. (See the Fuel chapter for details.)

March 2012
Fuselage
The all-metal, semi-monocoque fuselage comprises the nose section,
pressurized cabin section (i.e., cockpit and passenger compartment),
and the tailcone section.
Figure 5A-1: Semi-monocoque Fuselage
Nose Section
The unpressurized nose section houses the radome, nose avionics
compartment, and forward baggage compartment.
Radome
The removable fiberglass radome incorporates a lightning diverter and
the primary and secondary glideslope antennas.
A protective boot bonded to the tip of the radome prevents erosion
damage.
Nose Avionics Compartment

Three avionics access doors, one on the left and two on the right
fuselage, allow access to electronic equipment, emergency air tanks,
and the anti-ice alcohol tank.
An exhaust fan system on Learjet 55B and 55C protects the aircraft
avionics equipment from excessive heat during ground operation. An
optional avionics compartment exhaust fan system for cooling additional
avionics equipment is available for S/N 142 and subsequent. S/N 111,
113, 116, 118, and subsequent and prior aircraft with AAK 55-84-8
have a condensation diverter and drain in the nose equipment section.
NOTE: AAK 55-84-8; Installation of nose compartment
condensation diverter and drain. S/N 001 through 110,
112, 114, 115, and 117.
AAK 55-86-3; Installation of access door in the nose
baggage compartment.

March 2012
Aircraft Overview
Nose Baggage Compartment

The nose baggage compartment on the left nose section is one of three
in the aircraft. (See Cabin Baggage Compartment and Aft Baggage
Compartment, this chapter.) The nose baggage compartment holds up to
75 lbs of cargo and contains removable floor and side panel assemblies;
it is upholstered, lighted, and has a top-hinged door that opens out and
upward. A sealed, hinged door in the floor panel provides access to pitot/
static plumbing and other equipment. Flapper valves with screens in
the side panels allow pressure equalization between the nose baggage
compartment and the nose equipment section during flight
Figure 5A-2: Nose Baggage Compartment

On aircraft with AAK 55-86-3, an access door on the baggage
compartment inboard panel allows access to the nose electronic
equipment from the left side of the aircraft.

March 2012
Cockpit
Equipment and furnishings in the two-crew cockpit include adjustable
IPECO seats, safety belts, writing tables, storage cabinets, and map
lights.
Figure 5A-3: Crew Cockpit

The conventional instrument panel and center pedestal are accessible to
either crewmember; stairstep circuit breaker panels are on each cockpit
side wall. The side panels above the armrests contain the oxygen control
valves (on the pilot’s side only), instrument light controls, oxygen masks,
and smoke goggles. There are no switches, instruments, or placards
overhead.
Both crew seats adjust forward, aft, and vertically. The armrests, seat
back and bottom, headrests, and lumbar support are also adjustable. A
life vest stows in the bottom of each seat base.
Service cabinets behind the flight crew seats separate the two
compartments. Doors provide privacy or darken the cockpit, as required.
A hand-held fire extinguisher stows on the copilot’s forward side seat
base.

March 2012
Aircraft Overview
Cockpit Windows
A two-piece impact-resistant acrylic windshield and two plexiglass side
windows surround the cockpit and are sealed to form an integral part of
the pressure vessel. The windshield consists of three laminated acrylic
layers, the outer two of stretched acrylic and the inner layer cast in
place. Each pilot’s window consists of two layers of plexiglass with an
inner acrylic layer. The pilot’s hinged foul weather window opens to allow
direct communication with ground personnel and latches when closed.
The copilot’s side window does not open.
Figure 5A-4: Side Window

March 2012
Passenger Compartment
The passenger compartment is divided into three areas; the passenger
seating area, lavatory, and cabin baggage compartment.
Passenger Seating Area

The passenger compartment seats a maximum of 11 passengers,
depending on the aircraft configuration. Seating arrangements vary
according to the individual aircraft owner’s specifications, but often
include optional forward and aft facing seats and/or a side facing divan,
all with adjustable seat belts. A convenience panel above each seat
contains an adjustable “eyeball” fresh air outlet, reading lights, and a
passenger oxygen mask. An inflatable life vest stows beneath each
passenger seat.
Figure 5A-5: Passenger Compartment

Information cards at various locations in the cabin provide emergency
procedures information (e.g., use of emergency exit, oxygen system,
and life vests).
A portable fire extinguisher and an axe are usually stowed on an aft
bulkhead behind the rearmost right passenger seat.
Lavatory
Typically, the lavatory is in the aft cabin immediately forward of the
baggage compartment. However, it may be in the right forward cabin
section just aft of the cockpit area. Either installation is separated from
the rest of the cabin by dividers and a door and generally contains a
wash bowl with water tank and water heater, a flushing toilet, a vanity
mirror, waste container, and storage shelves and drawers. The flushing
toilet, depending on the make installed, operates on 24 to 28 VDC, and
has a removable waste tank.

March 2012
Aircraft Overview
Cabin Baggage Compartment

The lighted and upholstered cabin baggage compartment is in the aft
passenger cabin, accessible through the passenger cabin or through the
emergency exit/baggage door on the right fuselage. It holds a maximum
cargo load of 500 lbs. Normally, the cabin baggage compartment
is separated from the cabin by dividers and a door. Furnishings and
equipment vary according to owner specifications; various avionics and
other equipment may be installed below the baggage compartment floor.
Figure 5A-6: Baggage Compartment
Emergency Exit/Baggage Compartment Door

The emergency exit/baggage compartment door on the right fuselage,
just forward of the wing leading edge, is an exit in an emergency and
an outside access to the cabin baggage compartment. The top-hinged
door secures flush with the fuselage with latch pins at the sides and
lower edge.
Figure 5A-7: Emergency Exit/Baggage Compartment Door

March 2012
For security on the ground, the inner door latching mechanism has a
retractable locking arm assembly and a red streamered, door-lock safety
pin that fits through a hole in the latch release handle.
To open the door from inside, rotate the inner handle counterclockwise,
then push outward and up. To open the door from the outside, press the
part of the door handle labeled PUSH. Pull the handle out and rotate
clockwise to unlatch, then pull the door outward and up to the open
position.
A torsion bar on the door’s forward linkage assists in opening the door
and holds the door open when it is fully extended; a damper assembly
on the aft linkage softens the door closing. Microswitches connected
to the door latches activate the AFT CAB DOOR annunciator when the
door is not properly closed and latched. (See Door Warning System, this
chapter.)
The door contains a window similar to the other cabin windows.
Cabin Windows
Nine double-pane windows in the passenger cabin area are sealed to
form an integral part of the pressure vessel. An airspace separates the
two stretched acrylic panes in each window. Five windows on the right
fuselage include the plug-type emergency exit; four windows on the left
fuselage are between the entry door and the wing leading edge.
Figure 5A-8: Cabin Windows

March 2012
Aircraft Overview
Entrance Door
The 24 inches wide passenger/crew entry door is on the left fuselage in
the forward passenger compartment. The double-opening entrance has
an upper door that forms a canopy when open and a lower door with
integral entrance steps. A torsion bar in the upper door assists in opening
the door. A torsion bar in the lower door provides lowering assistance.
Figure 5A-9: Crew Entry Door

At the forward end of the lower door, a cable attached to a spring-loaded
take-up reel aids in closing and prevents damage if the door accidentally
drops open. In addition, a self-contained hydraulic damper on the lower
door protects the door from damage.
CAUTIO
Remove the red streamered door lock safety pin before every flight.
When rotated, a locking handle on each door half drives a series of

latch pins into the fuselage structure. When locked, the door is a rigid
structural member.
The lower door’s secondary latching mechanism, which is separate
from the door locking system, holds the lower door in place against the
door frame, and aligns the latch pins and pin holes. When the door is
unlocked, this latching mechanism keeps the lower door from falling
open. The lower door may be latched or unlatched from inside or outside
of the aircraft.
The upper door’s uplock installation, which is separate from the door
locking system, locks the upper door in the open position to prevent the
door from closing accidentally.
Switches adjacent to the latch pin sockets energize the ENTRY DOOR
annunciator if latch pins are not fully engaged. In addition, a microswitch
in the key lock mechanism energizes the ENTRY DOOR annunciator
when the key has turned the lock mechanism to the locked position.
NOTE: There is no secondary latch on aircraft certified for
operation in Brazil.

March 2012
To open the passenger/crew entry door from the outside, insert the
key to unlock the door. Lift the upper door handle, rotate it clockwise to
release the latch pins, and raise the upper door. Reach inside and rotate
the lower door handle to the open position to release the latch pins in the
lower door. Release the lower door secondary latch and carefully lower
the door to a fully open position.
To close the door from the outside, raise the lower door until the secondary
latch engages, then rotate the lower door handle to the locked position.
With the upper door handle in the open position, carefully lower the
upper door. Rotate the upper door handle to the locked position. Stow
the handle, insert the key in the lock, rotate it to the locked position, and
remove the key.
To open the door from the inside, lift the handle to release the upper
door latch pins. Push the upper door to the fully open position. Rotate
the lower door handle to the open position, releasing the latch pins in the
lower door. Release the lower door secondary latch and, using the cable
knob, carefully lower the door to fully open.
To close the door from the inside, raise the lower door using the cable
knob until the secondary latch engages. Rotate the lower door handle to
the locked position. Close the upper door and ensure the handle is in the
up position. Pull the door against the seals, then rotate the upper door
handle to the locked position.
Door Warning System

Warning annunciators in the cockpit illuminate if a door is not properly
closed and locked. The electrically operated door warning system
includes the following doors and corresponding annunciators:
Passenger/crew entry door ENTRY DOOR
Emergency exit/baggage door AFT CAB DOOR
Tailcone baggage door EXT DOORS
Tailcone access door EXT DOORS
Nose baggage door EXT DOORS.
There is one microswitch for each of the various door latch pins that
extend from the doors into the door frames. If one or more of the latch pins
is not engaged, its respective microswitch actuates the corresponding
door warning annunciator.
In some cases, crew or other personnel enter and exit from only the
emergency exit/baggage door during ground operation. As a reminder to
the crew that the entry door is still locked from the outside, the ENTRY
DOOR annunciator flashes continuously as long as the aircraft power is
on and the upper entry door keylock is locked.
In addition, when the safety pin is inserted into the emergency exit/
baggage door interior handle, the AFT CAB DOOR annunciator flashes
continuously as long as the aircraft power is on and the pin remains in
the door handle. During preflight inspection, ensure the pin is removed.

March 2012
Aircraft Overview
Tailcone Section
The tailcone section includes the tail-cone baggage compartment and
tail-cone access compartment. If installed, the canister containing an
optional drag chute is in the tailcone. (See the Miscellaneous chapter for
the drag chute system description.)
Tailcone Baggage Compartment

The tailcone baggage compartment is below the left engine pylon on
the lower aft fuselage. This compartment holds a maximum cargo load
of 200 lbs and may contain an optional spare tire. The bottom-hinged
tailcone baggage door opens downward. To open the door, unlock it
with the key, pull the latch handle out, and rotate clockwise to unlatch.
Micro-switches, one connected to each door latch pin, actuate the EXT
DOORS annunciator in the cockpit if one or more pins are not securely
latched. (See Door Warning System, on page 5A-14.)
Figure 5A-10: Tailcone Baggage Door
Tailcone Access Compartment

The tailcone access compartment is aft of the tailcone baggage
compartment on the lower left fuselage. Items in the tailcone access
compartment include the hydraulic reservoir and other hydraulic system
components, Freon compressor, the main aircraft batteries, other
electrical system equipment, and fire extinguishing equipment. (See the
Electrical, Fire, and Hydraulic systems chapters.)

March 2012
The bottom-hinged tailcone door provides access to these and other
components. A key-locked door handle secures the door in closed
position; latch pins fit into bushings in the door frame structure.
Figure 5A-11: Tailcone Door

A microswitch on each latch pin activates the EXT DOOR annunciator in
the cockpit if a pin is not securely latched. (See Door Warning System,
this chapter.)
CAUTIO
Verify the key is removed from the entry door before starting
engines. If the key is in the door on engine start, it will be ingested
into the engine.
Wing
The sweptback, cantilevered, all-metal wing mounts through the lower
fuselage, with each panel joined together at centerline. The wing
consists of the leading edge, wing box section, and winglets. Ailerons
and single-slotted flaps are on the trailing edge; spoilers are on the upper
wing surface. Access panels on the upper and lower wing skins provide
access to fuel and fuel vent plumbing, electrical wiring, flux valve and
flight control components.
Figure 5A-12: All Metal Wing

March 2012
Aircraft Overview
Winglet
The winglets on the Learjet 55 increase the wing’s performance and
range by reducing wingtip vortices and drag. On a conventional wing,
the upper and lower airflow rolls into two concentrated vortices just
inboard of the wingtips. These vortices are a product of lift produced by
the wing and contain kinetic energy; the creation of energy causes drag.
Figure 5A-13: Winglet

The addition of winglets reduces this drag by straightening the inboard
flow of air on the upper surface of the wing and the outboard flow of
air on the lower surface of the wing. The reduced airflow passing the
winglet forms a single reduced vortex of air, which reduces drag induced
by kinetic energy. This reduction of drag increases forward airspeed by
a slight margin to help to improve range.
Each winglet consists of a conventional built-up construction inboard
section and an aluminum-bonded outboard section.
Stall Strips
Wing stall fences, strips and/or wing stall triangles are on the wing
leading edge in varying locations, depending on aircraft models and
modifications. See the Maintenance Manual to determine location and
stall device for your specific aircraft.
WARNIN

Proper stall fence strip, and triangle locations are critical in
maintaining the desired aircraft flight characteristics. The stall
triangle edges must remain sharp, within a 0.005-inch maximum
radius. Power buffing or polishing of the stall triangles is
prohibited. During preflight, check that fences, strips, and/or
triangles are secure and in good condition. All stall device repair
must be done at the Learjet factory.

March 2012
Empennage
The empennage features a top-mounted, electrically actuated,
moveable horizontal stabilizer that provides pitch trim. The conventional
vertical stabilizer has a mechanically operated rudder with an electrically
positioned rudder trim tab. The pilots’ control wheel inputs move the
elevators. (See the Flight Controls chapter for details.)
Delta Fins (Learjet 55C)

Delta fins on the Learjet 55C lower aft fuselage aid in pitch control and
longitudinal stability of the aircraft at the onset of a stall.
Figure 5A-14: Delta Fins

The fins eliminate the danger of stabilizer- blanketing effects during deep
stalls by pushing the nose down to help in stall recovery. In straight and
level flight, the fins are in a passive state. As angle of attack increases,
the disturbed airflow approaches the horizontal stabilizer from the onset
of a stall, and the stabilizer stops flying during deep T-tail stall. At this
time, the Delta fins begin to fly, producing lift and forcing the nose down.
In addition, the fins dampen out directional control instability induced by
dutch roll effects and eliminate the need for an operational yaw damper
for takeoff and cruise.
With stall characteristics reduction and dutch roll improvements, the
Delta fins also eliminate the need for the nudger, nudger monitor, stall
warning pusher, puller for overspeed protection, and one yaw damper.

March 2012
Aircraft Overview
Aircraft Dimensions
Radome to Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55’1”
Nose Gear to Main Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23’0”
Main Gear to Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8’3”
Wing Tip to Wing Tip. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43’10”
Horizontal Stabilizer, Tip to Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14’8”
Ground to Top of Vertical Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . 14’8”
Fuselage Outside Diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6’5”
Cockpit/Cabin Interior Height. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5’8”
Main Entry Door Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2’0”
Winglet, Fore to Aft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5’3”
8' 3"
43' 10" 14' 8"
2
8' 2"
14' 8"
23' 0" 5' 3"

55' 1"
1 PYLON AND STABILIZER ON LEARJET 55C
2 9' 1" WITH THRUST REVERSERS

March 2012

March 2012
Aircraft Overview
Danger Areas
Radar
Radar emissions from the radome, engine inlet air draw, and exhaust
plume are primary dangers around the aircraft. When weather radar is
operating, emissions are hazardous up to a 30 ft radius of the radome.
For safety, do not operate radar on the ground except for brief systems
tests; advise ground personnel in advance to stay clear of the radome
during these tests.
ENGINE INTAKE ENGINE EXHAUST
WEATHER RADAR
12 FT
30 FT 40 FT
12 FT
Figure 5A-15: Primary Danger Areas
Engine Inlet Air/Draw

Engine inlet air draw is hazardous to at least a 12 ft radius forward of
the engine nacelle with engines at idle. This value is approximately
doubled for takeoff RPM. The draw increases as distance to the nacelle
decreases. Engine ingestion of small articles can cause considerable
damage.
Engine Exhaust Plume

Exhaust hazards lie in velocity and plume temperature. The engine
exhaust danger area extends at least 40 ft aft of the engine at idle. This
value is approximately doubled at takeoff RPM.
Advise ground personnel of imminent engine starts. Do not start an
engine without verifying that the immediate area aft and forward of
the aircraft is clear of ground personnel, small articles, or sensitive
equipment.

March 2012

March 2012
Aircraft Overview
Aircraft Modifications
Aircraft Accessory Kits (AAK)
AAK 55-81-1: Installation of single point pressure fueling; S/N 003
through 011.
AAK 55-82-4: Thrust reverser operation improvement; S/N 003 through
036, and 038 through 048 when equipped with thrust reversers.
AAK 55-82-6: Replacement of main wheel assembly fuse plugs with
high-temperature fuse plugs; S/N 001 through 076.
AAK 55-82-7: Replacement of air-conditioner compressor motor brush
cover; S/N 003 through 049 when equipped with Electro Mech Motor
P/N 55-8.
AAK 55-83-4: Installation of wing stall triangles, automatic performance
reserve autospoilers (APR-Phase I); S/N 003 through 086.
AAK 55-83-5: Installation of battery sump vent jar; S/N 003 through
089 with lead-acid batteries.
AAK 55-83-6: Replacement of air conditioner compressor motor and
installation of improved electrical control; S/N 003 through 088.
AAK 55-84-1: Replacement of ram air temperature indicator; S/N 003
through 089.
AAK 55-84-2: Brake replacement performance improvement Phase 1A;
S/N 003 through 106, except 101 and 105.
AAK 55-84-3: Increase aircraft maximum landing gross weight to
18,000 lbs; S/N 003 through 106, except 101 and 105. S/N 101, 105,
and subsequent, when ECR 2432 is not incorporated.
AAK 55-84-5: Replacement of fuel quantity indicator selector switch and
fuselage tank capacitance probe; S/N 003 through 097.
AAK 55-84-6A: Increase aircraft takeoff gross weight to 21,500 lbs; S/N
003 through 104, and 106. U.S. registered aircraft only.
AAK 55-84-8: Installation of nose compartment condensation diverter
and drain; S/N 001 through 110, 112, 114, 115, and 117.
AAK 55-85-1: Autospoilers improvement; S/N 001 through 086 with
AAK 55-83-4, and 003 to 086.
AAK 55-86-1: Replacement of landing gear control panel; S/N 001
through 122.
AAK 55-86-2: Installation of landing gear actuator downlock switch
connector; S/N 003 through 130.
AAK 55-86-3: Installation of access doors in nose baggage compartment;
S/N 001 and subsequent.

March 2012
Aircraft Modification Kits (AMK)
AMK 55-84-7B: Modification of spoiler electrical circuit in the squat
switch relay panel; S/N 003 through 086, except on aircraft with AAK
55-83-4.
AMK 55-86-1: Installation of parking brake annunciator; N/L/T 400 flight
hours or 1 calendar year; S/N 002 through 126.
AMK 55-86-4A: Replacement of fuselage fill/transfer switch; N/L/T 400
hours; S/N 001 through 126.
NOTE: AMK compliance is not mandatory, but is highly recom-
mended by the manufacturer for standardization.
Engineering Change Records (ECR)

Maximum Certified Takeoff Weight
Standard: 19,500 lbs (8,845 kg)
ECR 2173: 20,500 lbs (9,299 kg), optional
Maximum Certified Ramp Weight
Standard: 19,750 lbs (8,958 kg)
Service Bulletins (SB)
SB 55-27-7A: Modification of spoiler circuit in squat switch relay panel;
S/N 003 through 086, except aircraft with AAK 55-83-4.
SB 55-32-2: Replacement of landing gear hydraulic valve; S/N 001
through 134.

March 2012
5B
Avionics
Contents
Avionics

Schematic: Cockpit Forward Panel.............................................. 5B-5
Schematic: Pedestal..................................................................... 5B-7
Flight Environment Data Systems

Schematic: Pitot/Static System - Learjet 55............................... 5B-10
Pitot/Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-11
Altimeter/Air Data Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-12
TA/VSI Instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-14
Airspeed Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-14
Airspeed Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-15
Air Data System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-16
SAT/TAS/TAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-18
Other Instruments
Clocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-19
Magnetic Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-19
Standby Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-20
Standby Gyro..................................................................................... 5B-20
Standby Altimeter.............................................................................. 5B-21
Standby Airspeed Indicator................................................................ 5B-21
Avionics Equipment
Avionics Master Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-23
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-24
VHF Communications........................................................................ 5B-24
HF Communications.......................................................................... 5B-25
Flitefone............................................................................................. 5B-25
Interphone.......................................................................................... 5B-26
Passenger Briefing System............................................................... 5B-26
Audio Control Panels......................................................................... 5B-26
Cockpit Voice Recorder..................................................................... 5B-27
Emergency Locator Transmitter......................................................... 5B-27
Static Discharging.............................................................................. 5B-28
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-28
VHF Navigation.................................................................................. 5B-28
Instrument Landing System............................................................... 5B-29
Automatic Direction Finder................................................................ 5B-29
Radio Magnetic Indicators................................................................. 5B-30
Flight Management Systems............................................................. 5B-31
GPS Navigation................................................................................. 5B-31
Flight Data Recorder.......................................................................... 5B-32
Pulse Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-33
Distance Measuring Equipment......................................................... 5B-33

March 2012
Radio Altimeter.................................................................................. 5B-34
Flight Path Advisory System.............................................................. 5B-34
Transponder....................................................................................... 5B-35
Weather Radar.................................................................................. 5B-35
Attitude and Direction Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-36
Directional Gyros............................................................................... 5B-36
Vertical Gyros.................................................................................... 5B-37
Attitude Heading System................................................................... 5B-37
Flight Control Systems
Autopilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-39
Autopilot Controller............................................................................ 5B-40
Autopilot Switches............................................................................. 5B-41
Autopilot Computer............................................................................ 5B-43
Servo Actuators................................................................................. 5B-43
Yaw Damper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-43
Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-45
Flight Control Computer..................................................................... 5B-46
Mode Selector Panel......................................................................... 5B-46
Attitude Director Indicator.................................................................. 5B-46
Horizontal Situation Indicator............................................................. 5B-47
Collins EFIS-85.................................................................................. 5B-48
Multifunction Display.......................................................................... 5B-51
Weather Radar Panel........................................................................ 5B-51
Display Control Panels...................................................................... 5B-51
Course Heading Panels..................................................................... 5B-52
Processor Units................................................................................. 5B-52
EFIS Cooling Panel........................................................................... 5B-52
Preflight and Procedures
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-53
Abnormal/Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-53
Abnormal Procedures........................................................................ 5B-53
Emergency Procedures..................................................................... 5B-57

March 2012
Avionics
Avionics
This chapter provides a brief overview of the following:
Pitot/static system and instruments
Communication equipment
Navigation equipment
Flight control systems.
Besides these specific areas, this chapter includes instrumentation not
addressed in other chapters.
Cockpit panel art at the front of the chapter provides a ready reference
to locate instruments and equipment addressed in this discussion.
For a detailed description of and operating procedures for a particular
piece of equipment, refer to the applicable pilot’s guides.

March 2012

March 2012
Avionics
Cockpit Forward Panel
CUR LOW L FUEL R FUEL CAB PITOT SPOILER UNLOCK FUEL L FUEL R FUEL L R L.V.G. R.V.G. MACH
LH ENG
CHIP LIM FUEL PRESS PRESS SPOILER FIRE HT MON FILTER CMPTR CMPTR GEN GEN MON MON TRIM APR ON
ENG ENG TEST
DEPLOY THR REV ENG ENG
EXT EXT RH ENG PRI SEC SPOILER PITCH STAB WSHLD BLEED BLEED STEER CABIN WING WSHLD ALC L OIL R OIL ENG EXT EXT
ARMED ARMED CHIP APR ARM
INV INV ARMED TRIM HEAT OV HT AIR L AIR R BLEED ON ALT OV HT HT AI PRESS PRESS SYNC ARMED ARMED
PRESS NORMAL EMER STOW
L ENG R ENG LO HYD ENTRY AFT CAB GND
ICE ICE PRESS AFCS DOOR DOOR IDLE
AUX TRK ARM ROLL PITCH IAS ARM ARM FNL
INV L R FUEL EXT EMER DUCT
TEST ENG FIRE ON ON CAPT ON ON PWR SOFT MACH ON CAPT CAPT ON
STALL STALL CFLO DOORS PRESS OV HT ENG FIRE TEST
PULL PULL
HDG 1/2 NAV BC LVL TST ENG SFT SPD V/S G/S ALT ALT
MON BNK SEL HLD G/A
30 N 33C
CUR LOW L FUEL R FUEL CAB PITOT SPOILER UNLOCK FUEL L FUEL R FUEL L R L.V.G. R.V.G. MACH
LH ENG
CHIP LIM FUEL PRESS PRESS SPOILER FIRE HT MON FILTER CMPTR CMPTR GEN GEN MON MON TRIM APR ON
ENG ENG TEST
DEPLOY THR REV ENG ENG
EXT EXT RH ENG PRI SEC SPOILER PITCH STAB WSHLD BLEED BLEED WING L OIL ENG EXT EXT
ARMED STEER CABIN WSHLD ALC R OIL APR ARM
ARMED CHIP INV INV ARMED TRIM HEAT OV HT AIR L AIR R ON OV HT PRESS PRESS SYNC ARMED ARMED
BLEED ALT HT AI
AUX TRK ARM ROLL PITCH IAS ARM ARM FNL
INV L R FUEL EXT EMER DUCT
TEST ENG FIRE ON ON CAPT ON ON PWR SOFT MACH ON CAPT CAPT ON
STALL STALL CFLO DOORS PRESS OV HT ENG FIRE TEST
PULL PULL
1/2 ALT ALT
MON HDG NAV BC LVL TST ENG SFT SPD V/S G/S G/A
BNK SEL HLD
THIS AIRPLANE IS APPROVED FOR DAY, NIGHT, VFR

IFR, AND ICING CONDITIONS- REFER TO AIRPLANE
FLIGHT MANUAL FOR LIMITATIONS AND REQUIRED
OPPERATING PROCEDURES.
PITCH PULL GT
PITCH
A/P SOFT UP P E
HOLD
WS
GPWS S T L 180 R 150 4
A L R
IAS MACH 40 D
ALT
O O C 30 TEST HOLD
ON 0563 0 0000 0
20
RAM AIR
I
150
I
100
C D
C
3 D
C
DIM
ROLL ALT L L V
LVL 10 10 120
N2 1
VS D DME MILES
A/P STALL HOLD G/S N2 1 0 T T
O 20 V
O A
2
A M HOLD
HDG BC STALL
MARGIN VERT INHIBIT 9 2 9 2 E 90 E
L MARGIN
OFF 50 T L M M E BAT 140
NAV GS ALT CL M % x 10 % x 10 M M 10 P 1 P NAV ALT
HDG 8 3 8 3 ºC P 60 P S T
ARM ARM ARM OFF OFF -20 S S S ARM CAPT
LATERAL 7 4 7 4 -60 FL 2 100
0
FEE
T 1 BAT 160 FM/Z
FM/Z ºC 30 ºC 0 1
6 5 6 5 -40 0 x100 9
GS ALT
6 2 00 2
NAV 1/2 OM MM
CAPT BANK CAPT CAPT D V I
8
GA
OM MM
ALT IDT D
GT
EMER
T
KTS PULL UP ON
TRK BC FNL GA
PWR 1
SYNC XPDR/TCAS 7 ALT
1 3 T NORM
HOLD MIN GS GA
P E
WS
GPWS
G'S WPT MSG MSTR
W/S
WARN
EMER ARM CAPT S T INHIBIT
CAGE
W FA
PULL
W/S MSTR OFF W/S
TO
5 10 VFR TA
WPT MSG PWR 2
SLO
SX GPS
ST
WARN WARN
InHg mbar
3
OIL AIU1 15 ALT
TA/
2992 1013 CAUTION
W/S 75 PRESS 75 ADC1 FAIL OFF 40 ON PUSH RA 5
R ENG
FL
WARN SX GPS
378 015
SBY
CAUTION PSI
9 9 ADC2 AIU2 TST
ALT DH
8 8 55 55 FAIL
1/2 1/2
ITT ITT
DH ALT DH
7 7 25 25
0 °C x 100 1 °C x 100 1
TEST ALT DH
CLIM
B 9 ALT 1 6 OFF 2 6 OFF 2
M
5 5 0 0 M
ALT
ALT DH
4 3 4 3
A A
.7
20 20
.9
C
0 60 PWR
L R 0 60 0
M ft
C
H
8 STBY NAV-1/DME NAV-2/DME COMM-1A COMM-1B
2
COM H
28 A 740 9 1
80 TFR 80
121.90 118.70
FAST ON
114.30 117.70
.6
400 ALT
.8
20 400 FAST
350 100 350 100 10 10
M ft
PWR
S 8 STBY
COM
2
.5 20
28 A 740
hPaIN.HG
120 10 7 30000 29.92 3 .7 120 A P
300 1 300 G C
ALT SEL
S L M E
KNOTS 140 10 0300 0 0000 0
.5 L 1.5 KNOTS 140 T hPaIN.HG OVERRIDE
250 6 4 UE E 7 30000 3
FL
PUSH 10 1 10 1 250 D 29.92
160 5 N1 N1 F
OW
.4 SEL NAV NAV COMM 160 10 10
ANTI-SKID 200
180 SLOW ALT
BARO 9 2 9 2 VOL VOL VOL
.6 200
180 D ALT SEL
L
SEL SLOW
GEN 10 % x 10 % x 10 6 4
8 3 8 3 2 PUSH
R
10 TEST PUSH SEL OFF
4
OFF
4 TEST TEST TEST 20 20 SEL 5
.3
7 7
.5
50 ALT
LBS/HR X 1000 BARO
7 4 0 DH 6 5 6 5 50 SEL
L R 30 7 4 0 DH
1 OFF ANT ADFTEST 2 COMM-2 ATC 30 TEST PUSH SEL
L R F-T
ON NORMAL RESET
275.0 275.0 120.00 0145

R/T EMER
SET DH 1 2 RNG TO 1 GAIN
ATT
ATT SET DH
TEST TEST
4 INT TEST TEST
3 UP TONE LO O
.5 A 0 F STEER
STEER
300 D 1 ON
REPLY
33 3 F
1 2 RNG TO LOCK
LOCK
F
3
6 STBY
30
OFF UP D B 1 hr
12 0 OFF
ANT ADF IDNT TEST 4 up
6
TEST UP
STBY TGT 100 200 COMM
VOL .5 SET DIM
ALT TFR
2
27
MAG 1
9
A 4 DN GAIN 2 MAG 6
D A .5
1
G
9 3 D TA WX/C 100 OFF A
2
HD
TEST A
12
D
24
F ONLY 2
1
2 1 80 F D TIME ZERO S
1 NM SPD 15 F
8 DAY N MAP 50 18 21 NM SPD 4 DN F T
HF 3 .5
2 INPH 6 VOR VOR 33 N 3 TA
T O
HF
33
P
VHF
BRT
PASS BRIEFER ONLY
ET RUN 2 INPH
PASS 1 2
1 SPKR TEST 25 ALT HDG VOR LOC APPR VOR VOR VHF
30
ANG PASS
6
60 1
30
INTERRUPT START ANG
6
DEV SPKR
DH 40 DEV
V
1 2 3 BRT
10
DE
FRZ
W
AUDIO CONTROL DH
TEST 20 AUDIO CONTROL
E
0
RT
MASTER GAIN TILT -10
L/T MASTER
TEST 1
VE
VOL DIM SAT TAT VHF 1 VHF 2 NAV 1 NAV 2 ADF 1 ADF 2
TAS
24
VHF 1 VHF 2 NAV 1 NAV 2 ADF 1 ADF 2 VOL

12
24
0 P
12
P D DME MILES TGT ALERT STAB AZ MX
A 21 15 CRS
25 x 1000 2 LANDING A
S
M
E
HOLD
GS
S 000 PRE 10 + C 21 15 CRS
S
S SET OFF ON OFF ON OFF ON
UP 2 T HOT T P2 H 4 B GS
S 000 S
2
20 W P O E E S Y G
OFF
PASS SPKR OFF 3 I S X M 5 M
I E R KNOTS
8º P P D A UNSAFE LOCKED DN TEMP PASS SPKR PASS SPKR
15 RAD ALT.
PASS SPKR/ FMS HDG FMS NAV N I Y A 3
VOL DME MKR HF SEL SPKR DME MKR HF
SPKR PHONE F G C
4
C X R K DIM PHONE VOL
4 20º L X1 P O O P
NORM KTS AIRSPEED LIMITATIONS: 10 5 FMS APR VHF NAV
A T R N
3
N 11 R 2 E BRT UP FMS NAV FMS HDG
P
VOL P MAX OPR SPEED: 300 KIAS BELOW 8000 FT.
T T A TEST VOL
H HOLD MIN 350 KIAS .81 MACH ABOVE 8000 FT TO 37,000 FT AND LINEAR DECREASE P E 1 E 2 0 E H
ADJ TO .79 MACH TO 45,000 FT, CONSTANT .79 MACH ABOVE 45,000 FT.
30º M 0 S C C 0 S I A AIRSPEED LIMITATIONS: MAX OPR SPEED: 300 KIAS BELOW 8000 FT.; 350 KIAS .81 MACH VHF NAV FMS APR ADJ
OFF MAX MANUV SPEED: 188 KIAS @ S.L., MAX GROSS WT. NO GPWS P S 0 R 1
MIN CONTROL SPEED: 104 KIAS FLAPS 8°; 200 KIAS FLAPS 20°. TEST TERRAIN FAIL ON 0 R
E
1 A S I ABOVE 8000 FT TO 37,000 FTAND LINEAR DECREASE TO .79 MACH TO 45,000 FT, CONSTANT .79 MACH
DO NOT LAND WITH EMER
OFF EMER MAX FLAP OPERATING SPEED: 200 KIAS 8°; 200 KIAS 20°; 150 KIAS DN. TERRAIN
DN 0 B
R MUTE ABOVE 45,000 FT.; MAX MANUV SPEED: 188 KIAS @ S.L., MAX GROSS WT.; MIN CONTROL SPEED: 104 KIAS TURN OFF STROBE LIGHTS WHEN TAXIING OFF
CABIN
PSI x
MAX LAND GEAR SPEED: OPERATING 200 KIAS, EXTENDED 260 KIAS; DISPLAY W/S GPWS FLAP 0 W COLD IN VICINITY OF OTHER AIRCRAFT OR
DO NOT EXTEND SPOILERS WITH FLAPS EXTENDED WHILE AIRBORNE.
TERRAIN 0 1000
FLAPS 8°; 200 KIAS FLAPS 20°. MAX FLAP OPERATING SPEED: 200 KIAS 8°; 200 KIAS 20°; 150 KIAS DN.;
NAC HEAT SHOULD NOT BE OPERATED FOR MORE DURING
INHIBIT FAIL O'RIDE DN MAX LAND GEAR SPEED: OPERATING 200 KIAS, EXTENDED 260 KIAS; FLIGHT THROUGH FOG OR CLOUDS.
THAN 30 SECS. WITHOUT ENGINES RUNNING. POSITION LIGHTS TO BE TURNED ON FOR
DO NOT EXTEND SPOILERS WITH FLAPS EXTENDED WHILEAIRBORNE.
CREW CABIN
AUX STAB FIRE DET AUTO TEMP TEMP PEDAL
PEDAL ANTI INVERTER EMER PWR MACH
ADJUST RADIO RADIO MASTER AUTO FUEL CMPTR SKID AIR IGN AUX INV AIR IGN DEFOG WSHLD WSHLD WING TRIM STALL WARN BLEED AIR CABIN AIR RECOG STROBE NAV BCN ADJUST
HEAT L STALL L R ON COOL LT LT LT LT FWD
FWD ALT ON PILOT LR L ON L BUS PRI SEC R HI HT ON ALC
L BAT TEMP R S BAT 1 BAT 2 MACH R STALL L R EMER 7 6
T H T
PR
E
8 F
L CAB A OFF
ESST
OFF B O MACH IN 0
0 C AB A
ON 100
S
O L ALT MON
IN
1 2 CABIN
35 N
LT 00
FT
ACF B
ALT
200 Y 40 50
CA
MAN 4
-FT
D .5 TEMP
X1
T
BAT
OFF TRIM OFF 5 CLIMB OFF OFF AFT
AFT OFF OFF OFF OFF OFF OFF OFF OFF OFF
0
TEMP
OFF OFF R BUS OFF OFF OFF OFF OFF OFF OFF OFF OFF 40 1
150
OFF SYS SPD 10 2 UP 1000 FT PER MIN
MKR MKR
60
90
MKR MKR FPA STATIC NO SMOKING OFF 9 6 COLD HOT COLD HOT 70
VOL SOURCE L GEN R GEN AC BUS PITOT HEAT NAC HEAT SPOILERON HYD GND IDLE LDG LT 30
3
VG BCN BCN 80
BCN BCN VG HORN FASTEN UP
8 DOWN
100
SPR BOTH GEN RESET BAT 1 BAT 2 RESET PRI L R L R RESET PUMP L R 7 4
AUTO HI AUTO SLAVE SLAVE ERECT HI VOL
VOL HI ERECT SLAVE SLAVE GEN
T SILENCE SEAT BELT 25
6 5 10 .5 CABIN 4
A
O O O INCR C A BIN U
50 L L A 20 15 1 2 X L
L F F F CO L R
F F
X
F
N TRO L LER O
I H
START L NORM OFF OFF NORM SEC OFF OFF OFF OFF OFF OFF OFF OFF OFF FASTEN MAN MAN NORM FREE NORM LO
LO NORM FREE NORM START R OFF RATE T OFF
SEAT BELT DN

March 2012

March 2012
Avionics
Pedestal
APR S
ON RET P
O
ARM ARM I
R L
EO EXT E
SF R
EF IDLE
T
EMER
BRAKE
CUT OFF U
P
ENG SYNC
N2
SYNC
8
OFF N1
20
P
A
R
K
I
N D
G N
B
R
A
K
E
Landing Gear Blow Down

3 4
0000 2 FUEL 5
QUANTITY
L R 1 LBS
LBS xx1000
1000 6
ON
0 7
DRAG CHUTE HANDLE

OFF L WING
FUS
JET PUMPS 3842 R WING
FUS 1424 1424
L R TOTAL
ON 6690
CAP LBS
WING FULL
L R
OFF
STANDBY PUMPS
FUS TANK CROSS FLOW
OPEN XFR EMPTY AUX XFR OPEN
O
F
F
FILL
CLOSED OFF CLOSED
GRAVITY XFR FULL
NDN AIL
TTG HDG TTG
AFT
CRS CRS L R
SPD SPD 4 PITCH
6 TRIM
ET ET 8
LWD RWD RUDDER
D
HDG
FW
TRIM
CRS 1 CRS 2 NUP TRIM
PITCH TRIM NOSE NOSE

PRI DN
O
OFF INIT 1/1
LEFT RIGHT
O F INITIAL POS DATE
F F
ID 28-SEP-04
F NOSE N 29 38. 37 VTC
SEC UP
W 095 17.10 13:19:11
NAV DATABASE EXPIRES

Y/D 30-SEP-04
ON PRI ENG ENG SEC ON
FMC VER 802.0

TST
PWR ENG ENG PWR DATA NAV VNAV DTO LIST PREV 1 2 3
JET
FUEL FPL PERF TUNE MENU NEXT 4 5 6

MODE MH Z CHAN
A B C D E F G 7 8 9
H
F CW SVU LOAD BACK MSG
H I J K L M N 0
AM SVL
LSB
USB
RF TEST
OPR PGM
VOL SQL O P Q R S T
ON/OFF
DIM ±
OFF ENTER
U V W X Y Z
MAN

March 2012

March 2012
Avionics
Flight Environment
Data Systems
The flight environment data system consists of:
Pitot/static system
Altimeters
Vertical speed indicators
Airspeed indicators
Airspeed warning
Air data system
Standard air temperature/total air temperature/true airspeed system
Altitude preselect alerter system.

March 2012
Pitot/Static System - Learjet 55
AIR DATA DISPLAY UNIT

SOURCE
SELECT
PANEL
VERTICAL SPEED
ADC 1
INDICATOR
ADC 2
ADDU 2
STANDBY
AIR DATA DISPLAY UNIT ALTIMETER
VERTICAL SPEED
INDICATOR
FMS
EGPWS ADDU 1 STANDBY

MACH/
AIRSPEED
INDICATOR
MACH/
AIRSPEED
INDICATOR
PITOT MACH/ PITOT
AIRSPEED
INDICATOR
STATIC 1 STATIC 1
SHUTOFF VALVES SHUTOFF VALVES

STATIC 2 STATIC 2
PILOT'S COPILOT'S
PITOT/STATIC PITOT/STATIC
TUBE TUBE
PITOT/STATIC PITOT/STATIC
DRAIN VALVES PILOT'S PITOT DRAIN VALVES
COPILOT'S PITOT
PILOT'S STATIC
COPILOT'S STATIC

March 2012
Avionics
Pitot/Static System
The pitot/static system provides ram air pressure and static pressure
data from a combined pitot/static tube on either side of the aircraft
nose. Each tube has a single pitot opening and two static openings with
electrically-powered heating elements that prevent the formation of ice.
Figure 5B-1: Pitot Static Tube
To prevent yaw error, the static ports interconnect; the forward static port
on each pitot/static tube interconnects through static lines with the aft
port on the opposite side.
A pitot drain valve and a static drain valve on either side of the nose
wheel remove accumulated moisture from the pitot/static system lines.
Two solenoid-operated shutoff valves for each side of the static system
isolate the left or right pitot/static tube static ports from its opposite.
The three position (L/BOTH/R) STATIC SOURCE switch on the pilot’s
or center panel uses 28 VDC from the STATIC SEL CB to control the
valves electrically. The BOTH position opens all four valves; R position
closes the static shutoff valves on the left side and L position close the
valves on the right side.
Figure 5B-2: Static Source Switch

March 2012
On S/N 003 through 126, the left pitot/static tube provides ram air pressure
to the pilot’s Mach/airspeed indicator (altitude/overspeed switch). The left
pitot/static tube also provides static air pressure to the pilot’s Mach/airspeed
indicator, altimeter, and Vertical Speed Indicator (VSI).
The right pitot/static tube provides ram air pressure to the copilot’s Mach/
airspeed indicator (altitude/overspeed switch), the Mach switch, landing
gear aural warning system, and the air data sensor. The right pitot/
static tube also provides static pressure to the copilot’s Mach/airspeed
indicator, altimeter, Vertical Speed Indicator (VSI), and the altitude control
system, landing gear aural warning system, and the air data sensor.
On S/N 127 through 147, the left pitot/static tube provides ram air
pressure to the primary Air Data Computer (ADC). The right pitot/static
tube provides ram air pressure to the standby Mach/airspeed indicator
and the secondary ADC. The forward static port on the left pitot/static
tube and the aft static port on the right pitot/static tube provides static
pressure to the primary ADC. The forward static port on the right
pitot/static tube and the aft port on the left pitot/static tube provides static
pressure to the standby Mach/airspeed indicator, the standby altimeter
and the secondary ADC.
Altimeter/Air Data Display Unit

The Altimeter/Air Data Display Unit (ADDU) system combines the features
of a standard static pressure altimeter with an air data computer. The
system consists of two altimeter/ADDUs, one standby altimeter, two Analog
Interface Units (AIU), one annunciator, one annunciator switch, and various
circuit breakers. The altimeter/ADDUs are interfaced to the existing FC550
autopilot. The pilot’s altimeter/ADDU has a backup 28 VDC input from the
existing emergency battery for operation when normal aircraft power is
interrupted.
Figure 5B-3: Altimeter/Air Data Display Unit

March 2012
Avionics
The Altimeter/ADDUs are interfaced together with the two AIUs. The
AIUs are connected to an annunciator/switch panel. This annunciator/
switch panel has AIU 1 FAIL and AIU 2 FAIL annunciators, and an ADC
1 and ADC 2 annunciator/switch that allows either ADDU to be selected
as the active altimeter. The active altimeter supplies autopilot inputs and
altitude encoding data that interfaces to the transponder and the Terrain
Awareness Warning System (TAWS). An “A” will appear on the active
altimeter and corresponds to the ADC that is selected.
Figure 5B-4: Annunciator/Switch Panel

The PWR flag will appear on the display if the primary power is not
present and emergency power is available. The STBY flag indicates that
a fault has occurred, resulting in reduced performance of the indicator.
The COM flag indicates the data bus communications between the
pilot’s and copilot’s ADDU is lost. The Decision Height (DH) light on
each altimeter/ADDU illuminates when the aircraft reaches the DH set
on the respective Attitude Direction Indicator (ADI). An ALT light on each
unit illuminates and an altitude alert tone sounds in conjunction with the
operation of the altitude alerter function.
The altitude alerter can be set with either ALT SEL knob. Both altitude
alerters are set together unless the altimeters are set to different units
(IN.HG and hPa). In this scenario only the active “A” altimeter will
display the altitude alerter. Momentarily pushing the knob will extinguish
the altitude alarms until the appropriate approach conditions are again
met. The altitude alerter tone will sound and the ALT light will illuminate
1,000 ft prior to selected altitude. The ALT light will extinguish 200 ft prior
to selected altitude.
The Altimeter/ADDUs can be tested by pressing and holding the
annunciator test switch. The altimeters will display the aircraft
configuration for 3 seconds, followed by a blank display for 1 second,
followed by a display test. The ALT and DH lights will also illuminate
during this test. A TEST button on each unit initiates the Initial and Self-
test function. This is normally a maintenance function.
The unit’s altimeter display can be set to feet or meters. The unit’s
barometric pressure can be set to inches or hPa. The BARO knob can
be used to change the altimeter between feet and meters and/or IN.HG
to hPa. A momentary press of the button changes the setting to standard
29.92 IN.HG or 1013 hPa. Table 5B-1 describes how the altimeter
transitions for longer presses of the button.

March 2012
Starting With Passes Through Ending With
(after 4 seconds) (after 8 seconds)
ft and IN.HG ft and hPa M and hPa

ft and hPa ft and IN.HG
M and hPa ft and hPa
Table 5B-1: Altimeter BARO Knob Transitions
TA/VSI Instrument
Depending on the aircraft serial number, modification status, and
customer preference, the Vertical Speed Indicator (VSIs) are either
static pressure-driven or electrically-driven.
The TA/VSI combines the plan position of intruding aircraft and TCASII
guidance on the vertical speed instrument.
A pointer and circular vertical speed scale indicate aircraft vertical rate.
Climb and descend Resolution Advisories are shown as red and green
bands outside of the scale. The center of the display presents intruding
traffic.
Figure 5B-5: TA/VSI Instrument
Airspeed Indicators
Typical Mach/airspeed indicators for the pilot and copilot provide an
accurate display of aircraft airspeed and Mach number. On the Learjet
55, the airspeed indicators and Mach/overspeed warning system are
part of the same system. On the Learjet 55, the pilot’s and copilot’s
Mach/airspeed indicators receive pressure and static data from their
respective pitot/static system sources. Both indicators are identical;
each displays airspeed from 60 to 400 KIAS and Mach number from
0.4 to 0.9. A barber pole indicates the maximum allowable airspeed
(VMO) and Mach number (MMO). Switches within each indicator control
the overspeed warning and stick puller system.

March 2012
Avionics
On the Learjet 55B and 55C, separate air data computers electrically drive
the Mach/airspeed indicators. Each indicator displays airspeed from 60 to
420 KIAS with a pointer and Mach number with a two digit drum display. A
moving barber pole indicates the maximum airspeed (VMO).
A combined indicator test button and index (bug) setting knob is on the
lower left corner of the indicator. Pressing the button initiates a system
test; the IAS warning flag appears and the airspeed and VMO pointers
move to a reference airspeed.
Figure 5B-6: Airspeed Indicators
Airspeed Warning
The airspeed warning system uses switches in either the Mach/airspeed
indicators or separate ADC driven switches to activate a rising-tone
aural overspeed warning. Warning system activation of airspeed or
Mach number varies with the aircraft model, altitude, and operation of
the autopilot and Mach trim system.
On the Learjet 55, the system activates with the autopilot engaged or
disengaged and the Mach trim system operative if airspeed exceeds:
300 ±5 KIAS (VMO) below 8,000 ft
350 ±6 KIAS (VMO) between 8,000 and 24,000 ft
0.81 Mach (MMO) between 24,000 and 37,000 ft
0.81 Mach (MMO) varying to 0.79 Mach (MMO) with altitude changes
from 37,000 and 45,000 ft
0.79 Mach (MMO) above 45,000 ft.
With the autopilot disengaged and the Mach trim system not operative,
the aural warning sounds when Mach number exceeds 0.74 (MMO).
The stick puller begins applying force below 24,000 ft once the airspeed
reaches 2 to 6 Kts above the overspeed warning activation speed. The
stick puller also activates above 24,000 ft if airspeed increases 0.005 to
0.015 Mach above the warning system activation speed.

March 2012
On the Learjet 55B and 55C, the system activates with the autopilot
engaged and the Mach trim system operative if airspeed exceeds:
0.81 to 0.82 Mach (MMO) between 23,600 and 37,000 ft
0.79 to 0.80 Mach (MMO) between 43,500 and 51,000 ft.
If airspeed exceeds the maximum allowable, the stick puller activates.
On the Learjet 55B, a pusher/puller servo applies force to attain a
nose-up attitude. On the Learjet 55C, the autopilot pitch servo applies
force to attain a nose-up attitude. With the autopilot disengaged, there is
no stick puller function.
The stick puller on the Learjet 55C does not function during an
overspeed condition. If an overspeed condition exists with the autopilot
on, the system disengages altitude hold and commands a slight pitch-up
attitude with the stick puller. If the flight director is the active mode, the
system disengages altitude hold and commands a pitch-up attitude on
the command bar indicator; there is no stick puller command.
Air Data System

On S/N 127 through 147, two Air Data Computers (ADCs) provide
electrical-driving signals for the pilot’s and copilot’s Mach/airspeed
indicators, vertical speed indicators, and altimeters.
Each ADC receives pressure inputs from the respective pitot/static
system and air temperature data from a temperature probe. The ADC
then converts pressure inputs into electrical signals for computations.
With pressure and temperature signals the ADC computes, then provides
electrical signals for various equipment requiring air mass information.
The primary (pilot’s) ADC supplies the following:
Pilot’s Mach/airspeed indicator
Pilot’s altimeter
Pilot’s vertical speed indicator
Altitude preselect
Left stall warning
Gear warning
No. 1 Attitude Heading System (AHS)
Pilot’s Electronic Flight Instrument System (EFIS)
Left flight guidance system
Mach trim
No. 1 Flight Management System (FMS)
No. 1 transponder.

March 2012
Avionics
The secondary (copilot’s) ADC supplies the:

Copilot’s Mach/airspeed indicator
Copilot’s altimeter
Copilot’s vertical speed indicator
Altitude preselect
Right stall warning
Gear warning
No. 2 Attitude Heading System (AHS)
Overspeed warning
No. 2 transponder
No. 2 Flight Management System (FMS).
Red ADC FAIL annunciators for each computer illuminate if there is a
complete or partial failure within the ADC. During a partial failure, the
ADC continues to operate; some systems using ADC information remain
usable.
Through the rotary SYSTEM TEST switch, the ADCs can be tested on
the ground. With the switch in ADC and the pitch trim indicator in the
takeoff segment, pressing and holding the test button initiates a test of
both ADCs. Both ADC FAIL annunciators illuminate then extinguish and
the overspeed warning sounds briefly, then silences. The overspeed
warning sounds again and remains on with the test button depressed.
During the test procedure, the pilot’s and copilot’s instruments cycle
through a test sequence.
Figure 5B-7: Rotary System Test Switch

March 2012
SAT/TAS/TAT
The Learjet 55 has either a Static Air Temperature/True Airspeed
(SAT/TAS) system or a Static Air Temperature/True Airspeed/Total Air
Temperature (SAT/TAS/TAT) system that provides temperature and
airspeed with a digital display. It also supplies temperature information
to the air data computers (if installed). The system consists of an
electrically-heated temperature probe, a heater control relay, and a SAT/
TAS computer on aircraft without ADCs. The probe heating elements
operate when the pitot heat switches are on.
The digital display continuously displays static air temperature and true
airspeed; pressing the TAT button displays total air temperature.
Figure 5B-8: SAT/TAS/TAT Digital Display

March 2012
Avionics
Other Instruments
Other instrumentation includes clocks, the magnetic compass, and
standby gyro horizon, altimeter, and airspeed indicator.
Clocks
Different types of analog and digital clocks are on the Learjet 55. Simple
wind-up analog clocks provide time-of-day and elapsed time. A sweep
second hand and a 0 to 15 minute dial provide elapsed time. Typical
digital clocks include six digit 24 hour and four digit 12/24 hour clocks.
Both types present elapsed flight time and elapsed time from a stop
watch function. Each digital clock uses an internal battery to maintain
timing functions when aircraft power is off.
Figure 5B-9: Digital Clock
Magnetic Compass
A conventional, liquid filled magnetic compass on the windshield center post
provides aircraft heading information. The compass contains provisions
for maintenance personnel to adjust the unit to compensate for aircraft
generated magnetic fields. A correction card near the unit provides a record
of recent adjustments to the compass and compass deviation errors.
Figure 5B-10: Magnetic Compass

March 2012
Standby Instrumentation
Standby instrumentation usually includes a self-powered standby gyro
horizon (attitude indicator), barometric altimeter, and a standby airspeed
indicator. These instruments operate independently of the normal flight
instruments and provide attitude, airspeed, and altitude information if a
system failure occurs. The standby gyro horizon meets the requirements
of FAR 135.149.
Typically, most Learjet 55s have only an emergency attitude gyro.
Aircraft with dual air data computers also have a standby altimeter and
Mach/airspeed indicator.
Standby Gyro
An emergency attitude gyro provides aircraft roll and pitch information
during a complete electrical failure or system malfunction. The unit
consists of an indicator on the center instrument panel and a remote
emergency power supply. The power supply contains an inverter and
nickel-cadmium batteries; the aircraft electrical system maintains battery
charge.
Normally, the emergency power supply converts 28 VDC from the aircraft
electrical system into 115 VAC power for gyro operation.
Figure 5B-11: Emergency Attitude Gyro

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Avionics
Standby Altimeter
A standby altimeter is installed to provide an independent emergency
backup altimeter when normal aircraft power is interrupted. Emergency
lighting power is provided by the existing Emergency Battery #1. The
standby altimeter vibrator is powered by the Emergency Battery #1 in
the on position.
Figure 5B-12: Standby Altimeter
Standby Airspeed Indicator

On the Learjet 55 B/C, a small standby airspeed indicator provides an
emergency source of airspeed indication. Typical instruments display
airspeed from 60 to 400 Kts with a moving pointer and Mach number
with a rotating scale. The indicator receives pitot/static pressure from the
copilot’s pitot/static system.
Figure 5B-13: Standby Airspeed Indicator

Red radial lines at 300 and 350 KIAS respectively indicate the maximum
operating airspeeds below 8,000 ft and above 8,000 ft. A barber pole at
0.78 Mach indicated (MI) denotes the maximum operating Mach number.

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Avionics
Avionics Equipment
Avionics equipment on the Learjet 55 includes communications,
navigation, and pulse equipment.
Depending on customer preference, modifications, and system
upgrades, avionics systems vary widely. This section provides a brief
overview of the most common equipment.
For a complete description and operating procedures for avionics
systems in the Learjet 55, refer to the applicable Aircraft Flight Manual
supplements and avionics equipment pilot’s guides.
Avionics Master Switches

Some Learjet 55s and all 55Bs and 55Cs have left and right AVIONICS
MASTER and NORM-BKUP switches and relays. In ON, the AVIONICS
MASTER switches on the pilot’s and copilot’s outboard switch panels
energize relays in the circuit breaker panels to supply power to the
selected avionics equipment. If an AVIONICS MASTER switch or control
relay fails, a NORM-BKUP switch on each circuit breaker panel performs
the same function as the switch and relay. Placing the switch in BKUP
supplies power to the selected equipment; the NORM position has no
effect.
Figure 5B-14: Avionics Master Switch Figure 5B-15: NORM-BKUP Switch

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Refer to Table 5B-2 for a listing of the equipment powered by each
AVIONICS MASTER switch.
Avionics L Master Avionics R Master
Left EHSI Right EHSI
Left EADI Right EADI
MFD Right EFIS Control
Left EFIS Control Panels Panels
No. 1 NAV MFD
No. 1 DME No. 2 COMM
No. 1 ADF No. 2 NAV
No. 1 ATC No. 2 DME
Radar No. 2 ADF
Radio Altimeter
Table 5B-2: Avionics Master Switches
Communications
Communications equipment on the Learjet 55 includes:
VHF communications
HF communications
Flitefone
Interphone
Passenger briefing system
Audio control panels
Cockpit Voice Recorder (CVR)
Static discharging.
VHF Communications
Typical VHF transceivers provide air-to-air, air-to-ground, and ground-
to-ground communications. The unit operates in the 117.000 to 135.975
MHz frequency range with a frequency spacing of 25 kHz that provides
720 channels. Optional transceivers have an extended frequency range
of 116.000 to 151.975; this provides 1,440 distinct channels.
Depending on the equipment installed, there is either a dual or triple VHF
communication system installation. Dual VHF communication systems
utilize two separate receivers. Each receiver has its own control head and
antenna. Triple VHF communication systems have three independent
systems: COMM 1A, COMM 1B, and COMM 2. The COMM 1A and
1B systems have separate receivers and control heads but share an
antenna. The COMM 2 system is for emergency use if either the COMM
1A or COMM 1B system fails.

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Avionics
Each complete VHF transceiver installation consists of a control head,

a transceiver, and an antenna. The control head contains controls
for frequency selection and display, volume and power control, and
squelch activation and testing. The transceivers are in the nose avionics
compartment and a blade-type VHF antenna is on the top and bottom
of the fuselage.
Figure 5B-16: VHF Transceiver Installation
HF Communications
Most aircraft use High Frequency (HF) communications equipment
to allow very long range communications. Typical systems operate in
the 2.0000 to 29.9999 MHz range with frequency spacing of 100 Hz;
this provides 280,000 distinct channels. Most HF transceivers provide
Amplitude Modulation (AM) and Single Side Band (SSB) transmission
modes.
Each installation consists of a transceiver, control head, power amplifier/
antenna coupler, and a long wire antenna.
Flitefone
A Flitefone – radio-telephone allows the crew or passengers to
communicate with ground stations through the public telephone system,
with mobile telephones, or other aircraft with radio telephones over the
High Frequency (HF) and Ultra-High Frequency (UHF) radio frequencies.
The system also allows communication between the cockpit and
passenger cabin.
Typical systems consist of a transceiver, antenna, cockpit unit, and
passenger cabin unit. Depending on the system installed in the aircraft,
the cockpit and cabin units consist of a handset with panel mounted
controls or an integrated system; the integrated system has the controls
in the handset. With both systems, the controls consist of channel
selector buttons, a combined power switch and volume control, and
intercom and transmit indicator/buttons.

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Interphone
The ground maintenance interphone system permits two-way
communication between the flight crew and ground personnel. The
system consists of headset and microphone jacks in the nose baggage
compartment, the tailcone equipment area near the aircraft battery, and
on the aft pedestal in the cockpit. An audio amplifier connects the nose,
tailcone, and cockpit jacks together to enable communications with the
cockpit and ground personnel. With headsets connected to the jacks,
communication is possible between the personnel at the nose, tailcone,
or cockpit stations.
Passenger Briefing System

The passenger briefing system plays a prerecorded tape through the
passenger address system. The system consists of a control panel in the
cockpit and a tape player/recorder. A START and INTERRUPT switch on
the control panel controls the recorder. A PASS BRIEFER light on the
control panel illuminates when the system is running.
This system supplements the passenger briefing required before
each flight.
Audio Control Panels

A typical audio control panel contains controls for audio source and
microphone output selection. Each unit has inputs for a handset, oxygen
mask microphone, and headset microphone, and outputs for cockpit
loudspeakers and headset. Volume controls vary the loudness of the
audio sources fed to the headset and cockpit and cabin speakers.
Multiple switches select audio sources from the communication and
navigation receivers and microphone output to the communication
transmitters, public address system, and interphone system.
Figure 5B-17: Audio Control Panel

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Avionics
Cockpit Voice Recorder

An optional Cockpit Voice Recorder (CVR) records cockpit and radio
conversations. Through a system of switches, the CVR only records
the last 30 minutes of conversations in flight. Normally with the aircraft
on the ground, the recorder operates but continues to erase recorded
conversations.
The CVR system consists of a recorder unit, inverter, microphone
monitor, remote mounted microphone, and a G-switch. The recorder unit
is in an international orange-colored, fire and shock resistant container
in the tailcone compartment. An underwater locator beacon on the unit
assists in locating the unit if the aircraft crashes in water.
Figure 5B-18: Cockpit Voice Recorder

Parking brake and squat switches enable the recorder bulk-erase mode
when the parking brake is on and the aircraft is on the ground; the
recorder continuously erases the tape. The CVR begins recording with
parking brake release and weight off the wheels.
On S/N 003 through 144, oil pressure switches on the left and right
engines stop the recorder if the aircraft crashes and the recorder
continues to receive power. On S/N 144 through 147, an inertia switch
performs the same function. If the aircraft experiences an 8G impact,
the switch opens to remove power to the CVR. A reset button near the
inertia switch resets it.
Emergency Locator Transmitter

The Emergency Locator Transmitter (ELT) transmits a downward
sweeping tone on 121.5 MHz and 243.0 MHz as an aid in locating a
downed aircraft. The ELT consists of a battery-powered transmitter in
the vertical stabilizer, antenna(s) in the vertical stabilizer, and a system
switch on the pilot’s instrument panel or the center pedestal.
An impact switch in the transmitter activates the system with the
application of a force of approximately 5Gs along the longitudinal axis
of the aircraft.

March 2012
The system switch either arms, activates, or turns off the ELT. Some
systems employ a switch that can reset the force-activated switch in the
transmitter.
Static Discharging
Static dischargers on the winglets, wing trailing edges, elevator,
tailcone, or delta fins (on the Learjet 55C only) minimize the effects of
lightning strikes on the aircraft structure and static charges on avionics
equipment. The static dischargers bleed off accumulated static charges
to the atmosphere and direct lightning strikes away from the aircraft.
Figure 5B-19: Static Dischargers

During the preflight inspection, check the security, presence, and
condition of the dischargers.
Navigation
Typical navigation equipment on the Learjet 55 includes Very High
Frequency (VHF) receivers, an Instrument Landing System (ILS),
Automatic Direction Finding (ADF), vertical and directional gyros, and
long range navigation equipment. This discussion also includes flight
management and area navigation systems.
VHF Navigation
VHF navigation receivers provide Very High Frequency Omni-Range
(VOR), Localizer (LOC), Glideslope (GS), and marker beacon navigation
information to the flight crew through various indicating equipment.

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Avionics
Typically, each system receives 200 VHF frequencies from

108.00 to 117.95 with 50 MHz spacing, 40 paired glideslope frequencies
from 329.15 to 335.00 MHz spaced at 150 kHz, and 40 LOC frequencies
from 108.10 to 111.95 MHz. Automatic DME channeling is through the
navigation receiver. Multiple outputs from the receivers drive the flight
director, Radio Magnetic Indicators (RMIs), autopilot, course deviation
indicators, and area navigation equipment (RNAV). The receiver supplies
audio output to the audio control units.
Receiver control, frequency selection, and frequency display are through
control heads on the center instrument panel.
Figure 5B-20: Center Instrument Panel

As part of the VHF navigation receiver, a marker beacon receiver
provides visual and aural indications of beacon passage. The system
receives on 75 MHz and provides electrical outputs to two sets of three
indicating lights on the instrument panel. The receiver also provides
audio output to the audio control units for beacon passage notification.
Instrument Landing System

Instrument landing systems (ILS) combine outputs from the VHF
navigation, UHF glideslope and marker beacon receivers to display ILS
information on the attitude director indicator and the horizontal situation
indicator.
The system consists of a glideslope receiver operating in the 329.15 to
335.00 MHz frequency range, the VHF receiver in LOC mode operating
in the 111.95 to 118.10 MHz frequency range, a glideslope antenna in
the nose, and a LOC antenna on each side of the vertical stabilizer.
Automatic Direction Finder

Automatic Direction Finder (ADF) systems consist of a receiver, control
head, and a combined loop and sensing antenna. Most aircraft have
a pair of systems. The receiver operates in the 190.0 to 1749.5 kHz
frequency range with 0.5 kHz spacing that provides 3,120 distinct
frequencies.

March 2012
Figure 5B-21: Automatic Direction Finder
Typical ADF systems provide three basic modes of operation: Antenna
(ANT), Automatic Direction Finding (ADF), and Tone (TONE). In antenna
mode, the Radio Magnetic Indicator (RMI) pointer parks and the system
provides only audio output. ADF mode provides continuous relative
bearing readings to low frequency homing stations, radio beacons, and
AM broadcast stations and audio outputs to the audio control panels.
Tone mode provides a 1,000 Hz tone for identification of Morse code
station identifiers.
Radio Magnetic Indicators

Two radio magnetic indicators display aircraft heading information on
a calibrated servo-driven compass card. A pointer and compass card
provides bearing indication to either VOR or ADF stations.
Figure 5B-22: Radio Magnetic Indicator

The indicators receive magnetic heading information from the horizontal
situation indicator or directional gyro, and navigation station bearing
information from the VHF and ADF receivers.

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Avionics
Flight Management Systems

Flight Management Systems (FMS) utilize position information from
various navigation equipment to provide an integrated navigation display
and control system.
The FMS receives inputs from the VHF navigation equipment, computes the
aircraft position, and provides outputs for the autopilot, flight director, Radio
Magnetic Indicators (RMIs), and Horizontal Situation Indicators (HSIs).
Typical systems receive and process information from the DME, VOR,
and GPS receivers, directional compass system, and autopilot computer
to provide automatic navigation radio tuning, and course, bearing, and
roll commands to the autopilot system. Some systems utilize a database
of navigation waypoints and facilities to automate aircraft navigation.
GPS Navigation
Global Positioning System (GPS) navigation provides point-to-point
navigation anywhere on the planet with an accuracy of 100 to 300 meters.
Twenty four satellites orbit the earth at an altitude of 11,000 miles. Signals
from 6 to 10 satellites transmit a unique coded signal to an aircraft receiver
at any given time of day. The signal or Course/Acquisition (CA) code
contains information on the satellite’s position, the GPS time system,
its clock error, and the accuracy of transmitted data. The information is
free of charge to all users worldwide. The United States Department of
Defense (DOD) strictly controls the accuracy.
The GPS receiver on the aircraft decodes the signal and computes the
range from the satellite to the aircraft based on the assumption that the
receiver’s internal reference clock is synchronized exactly to the satellite
clock. The distance calculation is based on a known value for signal
travel (162,000 miles per second) and is computed using the exact time
of signal receipt in the formula (speed of light x time = distance).
Figure 5B-23: GPS Receiver

March 2012
Because each satellite has a clock more accurate than the one in the
aircraft receiver, the measurement is not a true measurement; it is a
pseudo-range. With this time differential, errors can occur. The aircraft
receiver solves this problem by matching each satellite’s CA code with
an identical copy in the internal database. By shifting its copy of the CA
code until a match is made, the receiver determines the time difference
and then solves the equation for an accurate solution.
An integrated display and computer keyboard assembly comprise a
typical system. The display presents information such as satellites in
view and relative signal strengths. It also provides moving maps displays,
course, speed, and altitude as well as inputs to the Horizontal Situation
Indicators (HSIs), autopilot and flight director systems. Systems with
Wide Area Augmentation System (WAAS) are approved for coupled
approaches. WAAS is a ground-based system that receives the satellite
signals and transmits a correction factor to the aircraft receiver for
precise navigation during the approach.
Refer to GPS operations handbook for specific procedures and use.
Flight Data Recorder

A Flight Data Recorder (FDR) records aircraft flight data on foil or
magnetic tape. The FDR consists of a remotely mounted recorder unit
and an accelerometer. The FDR, in the tail-cone, is in an international
orange painted steel container built to withstand impact and fire.
The system records aircraft altitude, airspeed, vertical acceleration, and
heading with a time reference. Typically, aircraft altitude and airspeed
come from the pitot/static system or an Air Data Computer (ADC),
heading information is from the compass system (directional gyro), and
vertical acceleration is from an accelerometer.
An underwater locating beacon on the recorder assists in locating the
recorder if the aircraft ditches. The battery powered beacon begins
transmitting once the beacon submerses in either salt or fresh water. The
design of the beacon allows it to continue transmitting for approximately
30 days at depths up to 20,000 ft.

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Avionics
Pulse Equipment
Pulse equipment includes avionics that employ pulses of radio signals
to provide aircraft altitude, distance, and location, and identification of
weather hazards ahead of the aircraft.
This includes Distance Measuring Equipment (DME), radio altimeters,
transponders, and weather radar.
Distance Measuring Equipment

Distance Measuring Equipment (DME) computes and provides slant
range distance between the aircraft and a VORTAC facility. The
system transmits in the 1025 to 1150 MHz range, and receives in the
962 to 1213 MHz range. Pairing of DME channels with VHF navigation
frequencies allows the automatic selection of DME channels by the VHF
receiver.
The DME system provides distance, speed, and time information to the
Horizontal Situation Indicators (HSIs), and DME displays.
Figure 5B-24: DME Display

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Radio Altimeter
Radio altimeter systems provide precise altitude Above Ground Level
(AGL) readings for approach and landing. The system consists of a
transceiver, indicator, and transmit and receive antennas on the aft
fuselage. The system transmits a 4250 to 4350 MHz (4.3 GHz, 5 MHz)
signal toward the ground, receives the bounced signal, and computes
distance from the delay between transmission and reception. The system
provides altitude information from -20 to +2,000 ft on an indicator on the
pilot’s instrument panel or on the ADI/EADI. The radio altimeter system
also provides altitude information to the flight advisory system.
Figure 5B-25: Radio Altimeter
Flight Path Advisory System

The flight path advisory system works with the radio altimeter, nose gear
relay panel, and the flight director to provide a verbal warning of unsafe
flight conditions.
If the aircraft descends to 2,000 ft, the system announces a “RADIO
ALTITUDE.” As the aircraft continues to descend past 1,000 ft radio
altitude, the system announces “ONE THOUSAND” and provides
a verbal announcement of radio altitude every one hundred feet.
Setting a decision height on the radio altimeter provides a “MINIMUM”
announcement once the aircraft reaches the preselected radio altitude.
If the aircraft deviates more than one dot from the localizer, the system
announces “LOCALIZER” three times; for a deviation of more than one
dot from the glideslope the system announces “GLIDESLOPE” three
times. The “LOCALIZER” and “GLIDESLOPE” warnings continue until
the crew corrects the deviation from the localizer or glideslope path.
If the aircraft descends below 500 ft with the landing gear retracted, the
system announces “CHECK GEAR” three times. These warnings repeat
every 100 ft until gear extension.

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Avionics
Transponder
Typical transponder systems with Mode C or Mode S capability provide
identification and altitude reporting to surveillance radar installations.
The system consists of a transceiver, control head, and a transmit/
receive antenna. The system transmits on 1090 MHz and receives on
1030 MHz. The pilot’s encoding altimeter provides aircraft altitude information
to the transponder system for transmission to ATC radar facilities.
Figure 5B-26: Transponder System
Weather Radar
Weather radar systems consist of an antenna, receiver-transmitter,
display, and system controls. The vertical gyro system provides aircraft
attitude information to the radar system to stabilize the antenna. The
system operates by transmitting a high frequency radio signal (X-band),
receiving the bounced signal, and displaying the received signals on the
display. Controls on and below the indicator select system mode, scan
range, antenna tilt, and receiver gain (sensitivity) .
Figure 5B-27: Weather Radar

March 2012
Typical systems provide:
Selectable scanning range
Ground mapping
Weather cell contouring
Adjustable antenna tilt and scan
Target alerting.
Radar power output and scanning area varies between equipment
manufacturer, model, and radar capabilities. Hazard areas presented in
this discussion come from various aircraft and component maintenance
manuals and FAA Advisory Circular AC 2068B. Personnel hazard areas
are the maximum recommended hazard area for radar operation on the
ground.
When operating radar on the ground, precautions should be taken to
avoid injury to personnel, fuel ignition, or radar equipment damage. Avoid
operating the radar during refueling or within 300 ft of refueling aircraft.
Caution personnel to remain outside an area within 270° and 15 ft forward
of the radome. Direct the nose of the aircraft so a 240° sector forward of
the aircraft is free for a distance of 100 ft of large obstructions, hangars, and
other buildings. Tilt the antenna up to its maximum angle.
Attitude and Direction Systems

Attitude and direction systems include:
Directional gyros
Vertical gyros
Attitude heading reference systems.
These systems determine aircraft attitude and direction and provide this
information to various navigation and flight control equipment including
the autopilot, flight director, and weather radar.
On the Learjet 55B and 55C, two Attitude Heading Systems (AHS)
replace the linear accelerometers, directional, vertical, and rate gyros.
Directional Gyros
Two directional gyros provide 360° of magnetic heading information to
the pilot’s and copilot’s Horizontal Situation Indicators (HSIs), Radio
Magnetic Indicators (RMIs), autopilot, and flight director. Each directional
gyro installation consists of a directional gyro, a flux valve, and control
switches.
Each gyro consists of an electrically-driven gyro with monitoring and
control circuits. A flux valve in each outboard wing aligns itself with
magnetic north and applies a displacement signal to the directional gyro.
The directional gyro sees this input as an error signal that it compares
to a reference signal. The difference between the error signal and the
reference signal produces a signal that drives a slave torquer motor in
the gyro. The gyro then precesses to align itself with the flux valve and
magnetic north.

March 2012
Avionics
A SLAVE FREE switch for each directional gyro allows the selection of
either slaved or free gyro operation. In SLAVED, the directional gyro
follows signals provided by the flux valve. In FREE, the directional gyro
operates independently from the flux valve; manual correction of the
gyro is through the SLAVE L-R switch.
Figure 5B-28: SLAVE FREE Switch
Vertical Gyros
Two vertical gyros provide aircraft pitch and roll information to the
autopilot, flight instruments, flight director, and radar antenna stabilization
system.
Each unit consists of an electrically driven gyro rotating on its vertical
axis. Gimbals within the unit limit the amount of freedom in the pitch
and roll axis. The gyro is free to pitch 82° up and down, and roll
360° (roll unlimited).
Attitude Heading System

Rather than use motor-driven gyros and accelerometers to sense aircraft
movement, direction, and acceleration, Attitude Heading Systems
(AHS) provide the same information as the linear accelerometers, and
directional, vertical, and rate gyros. Each AHS consists of an Attitude
Heading Computer (AHC) with an Internal Compensator (ICU), a
magnetic flux sensor (flux valve) in the wingtip, heading control switches,
and a system annunciator.
The attitude heading computer has two piezo-electric accelerometers
(sensors) that detect aircraft motion across the pitch, roll, and yaw
axis. The sensors provide rate and acceleration outputs to a Central
Processing Unit (CPU) that also accepts airspeed data from an air
data computer and correction signals from the flux sensor. The CPU
processes and computes this data to provide heading, rate, attitude, and
acceleration to the aircraft systems.

March 2012
Attitude heading systems provide:
Heading, pitch, roll, attitude valid, and heading valid data to the
Heading to the Flight Management System (FMS)
Pitch, roll, pitch rate, roll rate, yaw rate, lateral acceleration, and
vertical acceleration to the autopilot/ flight guidance computer
Pitch and roll stabilization to the weather radar
Heading to the opposite side’s Radio Magnetic Indicator (RMI).
HEADING control switches (FREE SLAVE and SLAVE L-R) for each
AHS are on the pilot’s and copilot’s subpanels Each pair of switches
controls the respective side’s AHS. The FREE SLAVE switch allows the
AHS to operate either independently (FREE) or dependently (SLAVE)
from its flux sensor. In FREE, the crew can manually correct the AHS
heading value through the SLAVE L-R switch. In SLAVE, the AHS
receives compensating signals from its flux sensor.
If one AHS fails, the opposite system can provide attitude and heading
data to the affected EFIS. An AHS 1/AHS 2 transfer switch on the
respective EFIS control panel provides reversionary switching.

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Avionics
Flight Control Systems

Automatic flight control systems combine an autopilot, flight director,
air-data system, controls, indicators, and displays to provide automatic
control of high performance aircraft.
The Learjet 55 has a J.E.T. FC-550 automatic flight control system with
dual yaw dampers; the Learjet 55B has a Collins APS-85 flight control
system with its own yaw damper and an independent J.E.T. yaw damper;
the Learjet 55C has a Collins APS-85 flight control system with a single
yaw damper.
Please refer to the applicable pilot’s manuals, Aircraft Flight Manual and
component maintenance manuals for a thorough discussion of these
systems and operating procedures for the particular components of the
flight control system.
Flight control systems provide three operation options to the flight crew:
manual, automatic, or semi-automatic. Manual operation allows the crew
to fly the aircraft guided by cues from the flight director instrumentation.
Automatic operation flies the aircraft through the autopilot coupled to the
flight director; the crew only monitors system operation. Semi-automatic
operation allows the crew to fly the aircraft through switches on the
control wheels. In addition, a Mach trim system provides automatic
aircraft speed stability and attitude control if the autopilot disengages
or fails.
Autopilot
The autopilot system provides automatic control and stabilization of the
aircraft about the pitch and roll axis. It positions the aircraft elevator
and ailerons in response to flight computer steering commands. An
integrated or separate yaw damper system provides stability in the
yaw axis. Selectable operating modes provide the ability to maintain
automatically a desired altitude, pitch attitude or heading, and to capture
automatically and track localizer, glideslope, and VOR signals.
A typical autopilot system consists of:
Autopilot controller
Autopilot switches
Autopilot electrical control box
Autopilot computer
Pitch and roll servo actuators
Pitch and/or roll position sensors.
The autopilot system obtains signals from the air data computers,
vertical accelerometer, the vertical and directional gyros, and navigation
receivers. With this data, the autopilot drives the pitch and roll actuators
to maintain a desired aircraft altitude and attitude.
Please refer to the Aircraft Flight Manual Supplements and applicable
pilot guides for system specific operating procedures and for autopilot
system limitations.

March 2012
Autopilot Controller
The autopilot controller is on the top center of the instrument panel. The
controller contains the autopilot engage and self-test buttons as well as
annunciators and mode selectors for the autopilot and flight director.
The following description concerns the J.E.T. FCC550 autopilot. The
autopilot controller for the Collins APS-85 is similar.
Figure 5B-29: Autopilot Controller

Primary controls and annunciators for the autopilot include the
ENG (engage) button, the TST (test) button, and the PWR (power)
annunciator. Additional buttons select the various autopilot operating
modes including Soft Ride (SFT), Heading (HDG), Half-bank (1/2 BNK),
Navigation (NAV), Wing Levelling (LVL), and Speed Hold (SPD and
V/S). Amber and green annunciators illuminate to indicate selection and
engagement of the various system modes.
Before engaging the autopilot with the ENG button, turn the AUTOPILOT
and PITCH TRIM switches ON. The aircraft must be in less than a 42°
bank angle. After pressing the ENG button, the autopilot engages and
the PITCH and ROLL annunciators illuminate to indicate pitch and roll
axis engagement.
Pressing the TST button illuminates the annunciators on the autopilot
controller. Pressing the TST and ENG buttons simultaneously initiates a
self-test of the:
Pitch and roll servo and clutch engage circuits
Roll rate gyro
Vertical gyro
Vertical accelerometer
Pitch and roll monitors
Autopilot release circuits.

March 2012
Avionics
After pressing the TST and ENG buttons, the MON, ROLL, and PITCH
annunciators illuminate. If MON, ROLL, and PITCH annunciators
extinguish after approximately nine seconds, the autopilot passed the
self-test and is operational. If either the ROLL or PITCH annunciators
begin flashing, the associated axis is malfunctioning; the autopilot failed
the self-test. The MON annunciator remains illuminated to indicate axis
failure; the autopilot is not operational.
The Collins APS-85 autopilot on the Learjet 55B and 55C has a self-
test feature. Turning the aircraft batteries ON powers up the autopilot
and initiates the system self-test. If the autopilot fails the self-test, the
autopilot will not engage and an FD flag appears on the EADIs.
Autopilot Switches
Additional controls for the autopilot are on the instrument panel, pedestal,
and on the control wheels.
The AUTOPILOT switch on lower left instrument panel) supplies power
to the autopilot system. The switch must be ON for autopilot operation.
The PITCH TRIM switch on the pedestal affects the operation of the
autopilot. The switch must be in either PRI or SEC for the autopilot to
operate. In OFF, the autopilot does not function.
Figure 5B-30: AUTOPILOT Switch on Figure 5B-31: PITCH TRIM Switch on

Lower Left Instrument Panel Pedestal

March 2012
The control wheel Master Switch (MSW) on the outboard horns of the
pilot’s and copilot’s control wheels disengages the autopilot. Pressing
either button sends a disengage signal to the autopilot. The PITCH and
ROLL annunciators extinguish and the autopilot disengage tone sounds
to indicate autopilot disengagement.
CONTROL WHEEL TRIM SWITCH

ARMING BUTTON
RADIO
MIC SWITCH
(NOT VISIBLE) VERT SYNC
SWITCH (PITCH)
MANEUVER SWITCH
CONTROL WHEEL MASTER SWITCH (MSW)
Figure 5B-32: Control Wheel Master Switch

A control wheel trim switch is above each control wheel master switch.
The switches either disengage the autopilot, make trim adjustments with
the autopilot pitch and roll axis disengaged using the barrel portion of
the trim switch. The switch has four positions: LWD (left wing down),
RWD (right wing down), NOSE UP, and NOSE DN (nose down).

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Avionics
Autopilot Computer
The autopilot computer (flight control computer) computes and processes
commands for the autopilot and flight guidance systems. The computer
then provides driving signals to the servos.
Servo Actuators
Servo actuators position the ailerons, elevators, and rudder. Each
servo drives its flight control with a DC torque motor. Command signals
from the autopilot computer drive each servo actuators to position the
flight control. Once the flight control reaches the desired position, a
feedback signal from a position sensor cancels the command signal and
de-energizes the servo. If a flight control moves from a set position,
a generated error signal commands the servo to reposition the flight
control.
Yaw Damper
The Learjet 55 possesses a dual yaw damper (primary and
secondary) system that operates independently from the autopilot. The
Learjet 55B has a dual yaw damper system with a primary system which
operates through the autopilot and a secondary system that operates
independently. The Learjet 55C has a single yaw damper system that
is part of the flight control system. This discussion focuses on the
Learjet 55 and 55B system.
Figure 5B-33: Yaw Damper System

March 2012
The system consists of:
Computer
Control panel
Yaw servo and capstan
Yaw follow-up
Rate gyro
Lateral accelerometer.
The computer accepts signals from an airspeed sensor, rate gyro, and
the accelerometer. The computer processes, then provides driving
signals to the yaw servo. The servo positions the rudder with the yaw
follow-up providing feed-back signals to the computer.
The yaw damper control panel on the pedestal provides separate controls
for the primary and secondary yaw damper systems. Each side of the
panel contains power and engage buttons and annunciators. A force
gage provides a visual indication of yaw damper effort and operation. A
single TST button in the center of the panel initiates a self-test of both
systems.
To test the yaw damper system on the Learjet 55, press the PRI PWR
and SEC PWR buttons on the yaw damper panel; the PRI and SEC
ON lights illuminate. Pressing and holding the TST button initiates
the system test; the PRI and SEC ENG lights illuminate and both yaw
damper force indicators deflect right then left. Release the TST button.
Test the secondary first then primary yaw damper by engaging each
system separately then applying pressure to each of the rudder pedals;
there should be resistance. Use the control wheel master switch to
disengage the yaw damper.
Testing of the yaw damper on the Learjet 55B is similar to the procedure for
the Learjet 55. Instead of testing the primary and secondary yaw dampers,
only test the secondary yaw damper. The primary yaw damper is part of the
autopilot system and it undergoes a test during the autopilot self-test.
NOTE: The yaw damper check at right is the minimum yaw
damper check. For a complete check, refer to the AFM,
Section 2.
The yaw damper on the Learjet 55C is part of the flight control system.
The system operates similarly with the flight control computer providing
the driving signals to the rudder servo. The system is not required for
flight, only for the autopilot function. The yaw damper control panel on
the pedestal contains a single YD ENG button and ENG annunciator.
Testing of the yaw damper is through the autopilot self-test.
On all aircraft, the control wheel master switches also controls the yaw
damper system. Pressing either button sends a disengage signal to the
yaw damper. The ENG annunciator extinguishes to indicate yaw damper
disengagement.

March 2012
Avionics
Flight Director
The flight director system generates vertical and lateral steering
commands for the Attitude Director Indicator (ADI) and the autopilot
system. The ADI displays these commands as command bars; the
autopilot uses them as steering commands.
The four flight director systems available on the Learjet 55 include:
Collins FIS-84
Collins FDS-85
Collins FD-109Y
Sperry SPI-501/502.
All four systems include components that perform the same functions.
Refer to Table 5B-3 for a listing of each system’s components.
Collins FIS-84 Collins FDS-85
ADI-84A Flight Director Indicator ADI-85A Flight Director Indicator
HSI-84 Horizontal Situation Indicator HSI-85 Horizontal Situation Indicator
REU-84 Remote Electronic Unit Rate Gyro (Rate-of-Turn Sensor)
Flight Director Computer Flight Director Computer
Mode Selector Panel Mode Selector Panel
Altitude Control Altitude Control
Airspeed Sensor Airspeed Sensor
Pneumatic Valves Pneumatic Valves
Course and Heading Selector
Collins FD-190Y Sperry SPI-501/502
329B-8Y Flight Director Indicator ADI-650A Flight Director Indicator
331A-9G Course Indicator RD-650A Horizontal Situation Indicator
Rate Gyro (Rate-of-Turn Sensor) Rate Gyro (Rate-of-Turn Sensor)
Flight Director Computer Flight Director Computer
Mode Selector Panel Mode Selector Panel
Altitude Control Air Data Computer
Course and Heading Selector Course and Heading Selector
RMI Adapter Flight Director Switching Unit
Air Data Pneumatic Valves
ADI Adapter
Table 5B-3: Flight Director Systems

Depending on the system installed, the flight director interfaces with the
autopilot computer or has its own flight director computer. Each system
interfaces with the navigation receivers, vertical and horizontal gyros
(or AHS), and the Radio Magnetic Indicators (RMIs).

March 2012
Flight Control Computer
The flight director computer (autopilot computer) provides pitch and roll
commands to the flight control system and the autopilot. The computer
uses signals supplied by the navigation receivers, air data computer, and
vertical gyros to generate the pitch and roll commands. The computer
also supplies flight control system status warnings to the flight crew.
Mode Selector Panel

The mode selector panel allows the selection of operating modes for
the flight control computer. Separate vertical and lateral modes are
selectable on the flight guidance panel. Vertical modes include altitude
selected, altitude hold, vertical speed hold, indicated airspeed hold,
Mach hold, and go-around. Lateral modes include heading select,
NAV-LOC, and approach.
Figure 5B-34: Mode Selector Panel
Attitude Director Indicator

A typical attitude director indicator provides a three-dimensional display
of aircraft attitude and flight control system commands.
Figure 5B-35: Attitude Director Indicator

March 2012
Avionics
The Attitude Director Indicator (ADI) displays:

Pitch and roll commands
Flight director steering commands
Localizer and glideslope deviation
Rate-of-turn
Radio altitude
Decision height
Speed deviation.
A rate-of-turn sensor detects aircraft lateral turn rate and drives the ADI
rate-of-turn display.
The relationship of a stationary aircraft symbol with respect to a moving
horizon line represents aircraft attitude. The horizon line is servo-driven
through the pitch and roll axis. The horizon line is a solid line with blue
sky above and brown earth below. Degree bars on the sky and earth
portions of the display indicate aircraft pitch angles in climb and descent.
A scale at the top of the indicator displays aircraft roll angle.
Two bars flanking the aircraft symbol display steering commands from
the flight director. The bars are servo-driven for combined pitch and roll
commands. Numerous warning flags within the indicator alert the crew
to invalid information received by the ADI.
Horizontal Situation Indicator

A typical horizontal situation indicator displays:
Aircraft position and heading in relation to magnetic or true north
Selected heading and selected course
Distance to or from a DME station or waypoint
Deviation from selected VOR, Localizer (LOC), or other navigation
aid
Vertical deviation from glideslope, and TO/FROM and bearing/track
pointer information
Speed, elapsed time or time-to-go.
Figure 5B-36: Horizontal Situation Indicator

March 2012
An aircraft symbol on the horizontal situation indicator (HSI) shows
airplane position and heading in relation to an azimuth card, lateral
deviation bar, and selected heading. The azimuth card displays heading
information from a gyro-stabilized magnetic compass. Heading is read
on the card beneath the lubber line at the top center of the indicator.
The Heading (HDG) knob allows the crew to set a marker to a desired
heading as read on the azimuth card. This allows the crew to set a
heading on the azimuth card for display as a steering command on the
ADI. A course knob rotates the course arrow on the indicator to a bearing
as read on the azimuth card.
Numerous warning flags appear to alert the crew to invalid data and
system and component failures.
Collins EFIS-85
The Collins EFIS-85 Electronic Flight Instrument System (EFIS) consists of:
Four EFD-85 electronic flight displays
One MFD-85A multifunction display
One WXP-85C weather radar panel
One EFIS control panel
Two DCP-85E display control panels
Two CHP-86B course heading panels
Two DPU-85G display processor units
One MPU-85G multifunction processor unit
EFIS cooling panel.
The EFIS-85 works with the Collins FCS-85 flight control system to ease
pilot workload and provide information relevant to every phase of flight.
Two electronic flight displays on each side of the instrument panel replace
the mechanical attitude director and horizontal situation indicators with
color CRTs. The top unit of each pair functions as an electronic Attitude
Director Indicator (EADI). The bottom unit is an Electronic Horizontal
Situation Indicator (EHSI). The multifunction display is both a weather
radar and navigation information display.
If an EADI or EHSI fails, the operating display can present a combined
EADI/EHSI display. The multifunction function display also can replace
a failed EADI or EHSI. The electronic flight instrument system receives
data from various sources including:
VHF navigation equipment (VOR/LOC/glideslope)
Distance measuring equipment
Automatic direction finding (ADF)
Fight control system
Radio altimeter
Air data system
Autopilot
Weather radar.
The system processes this data and presents it on the EADI, EHSI, and
multifunction display.

March 2012
Avionics
EADI
Each electronic attitude director indicator is a color CRT driven a by
display processor unit that presents a fixed aircraft symbol superimposed
against a moving blue-sky, brown-earth true sphere to indicate aircraft
attitude. Degree lines on the sphere display aircraft pitch either nose-up
or nose-down. Roll attitude marks on the top of the display show aircraft
bank angle (roll). The EADI also displays:
Localizer deviation
Glideslope deviation
Radio altitude
Decision height
Angle-of-attack fast/slow
Flight director command bars
Autopilot and flight director annunciators
Data loss and system failure warnings.
Figure 5B-37: EADI

A mechanical inclinometer on the bottom of the display uses a weighted
ball in a curved tube to show aircraft slip; this is an aid for coordinated
turns.

March 2012
EHSI
Each electronic horizontal situation indicator presents the same
information as its mechanical counterpart. The EHSI displays:
Aircraft position and heading with respect to magnetic or true north
selected heading and selected course
DME slant range
Vertical deviation from glideslope
TO/FROM indication from the selected VOR navigation aid
Bearing and track information
Ground speed in knots
Navigation source selected.
Figure 5B-38: EHSI

The EHSI operates in either full-compass format, partial-compass format,
or weather data mode. Full-compass format displays a 360° compass
rose; partial-compass displays only 90° of compass coordinates.
The advantage of a partial compass format is the ability to display
additional information such as weather radar returns, navigation aid
position, range rings, and wind vector. Format selection is through the
display controller.
System failures displayed on the EHSI include heading, course, azimuth
and vertical deviation failure.

March 2012
Avionics
Multifunction Display
The Multifunction Display (MFD) on the center instrument panel replaces
the standard weather radar display. Driven by the multifunction processor
unit, the MFD presents weather radar, navigation, and checklist data.
Figure 5B-39: Multifunction Display

Controls on the MFD allow the selection of radar, navigation, flight plan,
and emergency data. Line select and line advance buttons allow cursor
movement and mode selection.
Weather Radar Panel

A weather radar panel is below the MFD . This panel contains the controls
normally found on most radar systems: mode selection, gain adjustment,
antenna tilt, and range selection. Additional buttons allow the selection
of target alerting, display freezing, and stabilization disabling.
Display Control Panels

A display control panel for each side of the EFIS are on the pedestal.
Each panel contains controls for selecting HSI display format, navigation
source, bearing point, course transfer, and HSI weather radar display.
Additional controls vary display brightness, select decision height, and
test the radio altimeter.

March 2012
Course Heading Panels
A course heading panel for each side of the EFIS are on the pedestal.
Each panel contains EHSI controls for selecting course, heading, and
navigation data. Pressing a push-button on the course and heading
knobs respectively slews the HSI course arrow to the selected VOR
station and the heading cursor to the current aircraft heading.
Figure 5B-40: Course Heading Panel
Processor Units
The display processor units are the heart of the electronic flight instrument
system. The processor units receive information from the navigation
receivers, gyros, weather radar, and guidance systems to provide an
integrated display of navigation and aircraft guidance information on the
EADIs, EHSIs, and MFD. Navigation and guidance equipment provide
pitch and roll information, heading, glides-lope, Localizer (LOC), course
deviation, bearing (NAV and ADF), aircraft position, airspeed, and ground
speed. The processor units process this information, then present it on
the respective display.
EFIS Cooling Panel

The EFIS cooling panel on the center instrument panel has annunciators
for the displays and processor units. If a fan fails, the respective
annunciator illuminates.
Figure 5B-41: EFIS Cooling Panel

March 2012
Avionics
Preflight
During the exterior preflight inspection, remove the pitot/static tube and
stall warning vane covers. Inspect the pitot/static tubes for condition and
cleanliness. Check that the stall warning vanes freely move across their
entire range of travel. Leave the vanes in the down position to prevent
actuation of the stall warning system during takeoff. Use the pitot/static
system drains on either side of the nose wheel to remove accumulated
water from the system.
Check the condition and security of the communication and navigation
system antennas. Check the condition of the static wicks on the winglets,
wing trailing edge, horizontal stabilizer, and delta vanes for presence,
condition, and security.
Abnormal/Emergency Procedures
This section covers abnormal and emergency procedures for the avionics
systems. This includes procedures covering the:
Pitot/static system
Autopilot
Flight director
EFIS.
Always refer to the applicable Aircraft Flight Manual and Supplements
for abnormal and emergency procedures concerning these systems.
Abnormal Procedures
Abnormal procedures include:
Static air source malfunction
Pitot/static system malfunction (Learjet 55B/C)
Single ADC failure (Learjet 55B/C)
V.G. MON light illuminated
Yaw damper failure
Stall warning system failure
Attitude heading system malfunction (Learjet 55C)
Avionics master switch failure
Comparator warning
EADI display failure (Learjet 55B/C)
EHSI display failure (Learjet 55B/C)
EADI and EHSI display failure (Learjet 55B/C)
MFD failure (Learjet 55B/C)
EFIS fan failure (Learjet 55B/C).

March 2012
Static Air Source Malfunction
Normally, static pressure for the pilot’s and copilot’s systems on the
Learjet 55 comes from static ports on both pitot/static probes. The
pilot’s static system supplies static pressure to the pilot’s Mach/airspeed
indicator, altimeter, and the vertical speed indicator. The copilot’s system
supplies pressure to a Mach/airspeed indicator, altimeter, vertical speed
indicator, Mach switch, altitude control, and the air data sensor.
If the crew suspects or knows of a static source malfunction (i.e., erratic
instrument indications), select either L or R on the respective STATIC
SOURCE switch.
Pitot/Static System Malfunction

If a pitot/static system malfunction exists or is suspected, maintain
aircraft control. A pitot system problem affects the Mach/airspeed
indicator. A static system problem affects the Mach/airspeed indicator,
altimeter, and vertical speed indicator. Cross check the pilot’s and
copilot’s instruments.
Icing may affect the pitot/static system; turn both PITOT HEAT switches
ON; check both PITOT HEAT CBs. Identify the malfunctioning system
by comparing the angle-of-attack indicators and comparing instrument
indications with estimated performance. Obtain airspeed indications
from the true airspeed system (SAT/TAS/TAT) and groundspeed from
distance measuring equipment.
If a static system malfunction exists, disengage the autopilot and use the
STATIC SOURCE switches to isolate the malfunctioning static source.
Single ADC Failure

The Air Data Computers (ADCs) receive pitot/static pressure from their
respective pitot/static tubes. Illumination of an ADC FAIL annunciator and
the appearance of warning flags in the instruments indicate an ADC failure.
If an ADC fails, use the opposite and standby instruments. During an
ADC failure, the affected side’s Mach/airspeed indicator, altimeter,
vertical speed indicator, stall warning system altitude bias, EFIS airspeed
displays, autopilot/flight director, yaw damper, and FMS system airspeed
based information are unreliable or inoperative.
If the No. 1 ADC fails, the SAT/TAS/TAT indicator, Mach trim system,
autopilot, and yaw damper are inoperative. Restrict airspeed to Mach
0.78 indicated. During an ADC failure, the affected side’s Attitude
Heading System (AHS) reverts to basic mode due to loss of data from
the ADC; attitude and heading data is erroneous.
V.G. MON Light Illuminated

Illumination of the amber L or R V.G. MON light indicates J.E.T. VG-206
vertical gyro wheel failure. Because the gyro has two wheels, loss of
one does not render the gyro inoperative. Replace the gyro as soon as
possible.

March 2012
Avionics
Yaw Damper Failure

If the primary and secondary yaw damper, primary yaw damper and
autopilot, or secondary yaw damper and autopilot fail, continue the
flight with the operating system. Avoid flight into areas of moderate or
severe turbulence. Descend to 20,000 ft or lower to improve control
effectiveness. Slightly mistrimming the rudder increases dutch roll
stability.
If the primary and secondary yaw damper and the autopilot fail, avoid
flight into areas of moderate or severe turbulence. Descend to 20,000
or lower and apply slight yaw mistrim to improve dutch roll stability. The
ailerons provide the most effective way to reduce dutch rolling with the
yaw dampers off. Land as soon as possible.
Attitude Heading System Malfunction

If the ATT flag on an EADI and the HDG flag on an EHSI appears the
associated Attitude Heading System (AHS) has failed. Disengage the
autopilot and yaw damper. Press the AHS 1/AHS 2 switch on the affected
side to select the opposite AHS. The opposite AHS provides attitude and
heading information to the affected instruments. During a single AHS
failure, monitor the standby attitude indicator.
To attempt a recovery of the failed AHS, attempt a system reset when
time and aircraft attitude permits 90 seconds of straight and level flight.
Pull the AHS DC and AC circuit breakers and turn the EMER BAT 2
switch OFF. Establish straight and level, unaccelerated flight to allow the
AHS to reset with a stable aircraft attitude. Reset both circuit breakers
and turn the EMER BAT 2 switch ON. Press the AHS 1/AHS 2 switch
on the affected side and allow the AHS to initialize. If the system does
not recover within 90 seconds (ATT and HDG flags in view), depress the
AHS 1/ AHS 2 switch to transfer control to the opposite AHS.
Avionics Master Switch Failure

The AVIONICS LEFT and AVIONICS RIGHT switches control relays
that supply power to the avionics equipment. Failure of either the switch
or relay renders the respective avionics equipment inoperative. Select
BKUP on the circuit breaker panel NORM-BKUP switch to supply power
to the affected systems.
Comparator Warning
A mismatch between pilot’s and copilot’s heading or attitude data triggers
the comparator warning system. The COMPTR annunciator illuminates
on the EFIS control panel, a yellow HDG appears on the EHSI, and a
yellow PIT (pitch) or ROL (roll) annunciator illuminates on the EADI.
If there is a heading mismatch (HDG illuminated), establish straight
and level flight, then compare the magnetic compass heading with the
opposite heading indication. If a single system is in error, select FREE,
then SLAVE on the HEADING SLAVE FREE switch. If heading cannot
be determined, select FREE, then SLAVE on both switches.

March 2012
If there is an attitude mismatch (PIT or ROL illuminated), cross check
the attitude indications with the standby attitude indicator to identify the
malfunctioning system. Use the affected side’s AHS 1/AHS 2 to transfer
control to the operating attitude heading system.
EADI Display Failure

Loss of the EADI with no display processor or multifunction processor
unit FAIL flags indicates an EADI display failure. The EFIS can transfer
the EADI to the EHSI and the EHSI to the Multifunction Display (MFD)
or provide a composite EADI/EHSI display on the EHSI.
Press the EADI (down) and EHSI (over) buttons on the EFIS control
panel to transfer the EADI to the EHSI and the EHSI to the MFD. Press
the CMPST/DSPL (composite display) switch to combine the EADI with
the EHSI on the EHSI. Pull the failed EADI CB.
EHSI Display Failure

Loss of the EHSI with no display processor or multifunction processor
unit FAIL flags indicates an EHSI display failure. The EFIS can transfer
the EHSI to the Multifunction Display (MFD) or provide a composite
EADI/EHSI display on the EADI. Press the EHSI (over) button on
the EFIS control panel to transfer the EHSI to the MFD or press the
CMPST/DSPL button to combine the EHSI with the EADI on the EADI
display. Pull the failed EHSI CB.
EADI and EHSI Display Failure

Loss of the EADI and EHSI with DPU FAIL flags indicates display
processor unit failure. Press the MPU/DPU switch on the affected EFIS
control panel to transfer EADI and EHSI control to the multifunction
display processor unit. The processor unit drives the EADI and EHSI
and displays a duplicate EHSI on the multifunction display. Pull the
affected DPU CB.
MFD Failure
Loss of the MFD without a Multifunction Processor Unit (MPU) FAIL flag
indicates a MFD failure. Loss of the MFD with a MPU FAIL flag indicates
a MPU failure. Pull the MPU CB. If the MPU fails, there is no backup
capability for a failed display processor unit. Use the EHSI to display
weather radar information.
EFIS Fan Failure

Illumination of the EFD FAN or MFD FAN annunciator on the EFIS
cooling panel indicates a display fan failure. Limit ground operation of
the system to 30 minutes. Limitations prevent takeoff with more than one
DPU or MPU fan failed and one EFD or MFD fan failed. There are no
limitations for fan failure in flight.

March 2012
Avionics
Emergency Procedures
Emergency procedures on the Learjet 55 includes:
Dual air data computer failure
Pitch axis malfunction
Roll or yaw axis malfunction.
Dual Air Data Computer Failure
WARNIN

Airspeeds above MMO cause airframe buffeting. Increasing Mach
number and/or G level increases airframe buffeting. Above 0.85
MI, a 1.5 G pullup may be sufficient to excite aileron activity
(aileron buzz). Limit G level to that required to maintain lateral
control.
Illumination of both ADC FAIL annunciators with warning flags on the

Mach/airspeed indicator, altimeter, and vertical speed indicator denotes
a dual Air Data Computer (ADC) failure. Use the standby Mach/airspeed
indicator and standby altimeter as the primary instruments. Do not
exceed 0.74 MI (MMO) because the Mach trim, autopilot, and yaw damper
systems are inoperative.
Disengage the autopilot and flight director. The following systems are
unreliable or inoperative:
Pilot’s and copilot’s Mach/airspeed indicator, altimeter, and vertical
speed indicator
SAT/TAS/TAT indicator
Overspeed warning
Mach trim system
Altitude Alerter
Left and right stall warning systems altitude bias
EFIS displays of vertical speed and airspeed
Autopilot and flight director systems
Yaw damper.

March 2012
Pitch Axis Malfunction
WARNIN
Do not extend spoilers during any nose-down pitch upset at any
speed since it may increase the nose-down attitude.
Autopilot pitch axis malfunctions can result in an extreme nose-up or

nose-down attitude. An extreme nose-up attitude can result in heavy
airframe buffeting. An extreme nose-down attitude can result in high
airspeeds. Either condition requires control forces in excess of 75 lbs
for recovery.
Depending on the system installed, during an autopilot malfunction
the maximum altitude loss before recovery at cruise and or during
maneuvering varies between 550 to 800 ft. During an ILS approach
with two engines there is a 25 ft altitude loss before recovery; with one
engine there is a 28 ft altitude loss before recovery.
If the pitch axis malfunctions, press and hold the control wheel master
switch to disengage the autopilot and yaw damper. If in an extreme
nose-up attitude, maintain attitude control by rolling into a bank or by
maintaining the existing bank until the aircraft rolls through the horizon.
If in a nose-down attitude, level the wings before pulling up. Use the
thrust levers to increase power if in a high-speed nose-down attitude.
Turn the autopilot off and engage the yaw damper.
If the autopilot is the source of the malfunction, do not engage the
autopilot.
If the autopilot is not the source of the malfunction, use of the autopilot
and yaw damper is permitted.
Roll or Yaw Axis Malfunction

Depress the control Wheel Master Switch (MSW) to disengage the
autopilot and yaw damper. Maintain aircraft control. If force continues
against the controls, reduce airspeed. Pull the affected system’s CB.
If the fault exists in the yaw damper, do not engage it. If the fault was the
autopilot, do not engage either the autopilot or the yaw damper.
If the roll trim or yaw trim system is the malfunctioning system, use
asymmetric thrust, fuel imbalance, and the yaw damper to maintain
aircraft control. Land as soon as possible.

March 2012
5C
Electrical Systems
Contents
Electrical Systems
Schematic: DC Electrical System - Learjet 55............................. 5C-5
Schematic: DC Electrical System - Learjet 55B/C....................... 5C-7
Schematic: DC Circuit Breakers (Typical)................................. 5C-10
Schematic: Emergency Bus System - Learjet 55B/C................ 5C-11
Schematic: DC Generator and Start System............................. 5C-13
DC Electrical System
Power Sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-15
Batteries.............................................................................................5C-15
Generators.........................................................................................5C-19
External Power..................................................................................5C-21
DC Electrical Load Distribution System . . . . . . . . . . . . . . . . . . . . . . . 5C-22
Current Limiter Panel.........................................................................5C-22
Generator Control Panel....................................................................5C-24
Generator Interface Box....................................................................5C-24
DC Relays..........................................................................................5C-24
Voltage Regulators............................................................................5C-25
DC Bus System.................................................................................5C-25
DC Circuit Breakers...........................................................................5C-30
Emergency Power Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-31
Learjet 55 Emergency Power System...............................................5C-31
Learjet 55B/C Emergency Power System.........................................5C-32
Learjet 55B/C Emergency Bus System.............................................5C-32
Learjet 55B/C Avionics Master and Backup Power System..............5C-34
Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-35
Starter................................................................................................5C-35
Igniters...............................................................................................5C-35
Engine Starting Methods ..................................................................5C-37
DC Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-38
Schematic: AC Electrical System - Learjet 55........................... 5C-39
Schematic: AC Electrical System - Learjet 55B/C..................... 5C-41
Schematic: AC Circuit Breakers (Typical)................................. 5C-43
AC Electrical System
AC Inverters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-45
Inverter Switches...............................................................................5C-45
Optional Auxiliary AC Inverter............................................................5C-46
Auxiliary Inverter Switch....................................................................5C-46
Inverter Annunciators.........................................................................5C-46
Overload Sensors..............................................................................5C-47
Paralleling Control Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-47
AC Buses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-48

March 2012
Autotransformers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-48
AC Voltmeter and Bus Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-48
Circuit Breaker Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-49
Emergency AC Power (Learjet 55B/C). . . . . . . . . . . . . . . . . . . . . . . . . 5C-50
AC Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-50
Procedures
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-51
Single Generator Failure....................................................................5C-51
Partial AC Power Loss.......................................................................5C-51
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-52
DC Power Loss..................................................................................5C-52
Dual Generator Failure......................................................................5C-52
Ni-Cad Battery Overheat Warning System........................................5C-52
CUR LIM Annunciator On in Flight....................................................5C-53
Complete AC Power Failure..............................................................5C-53
Data Summary
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-55
Lighting Systems
Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-57
Landing/Taxi Lights............................................................................5C-57
Navigation Lights...............................................................................5C-57
Anti-Collision (Beacon) Lights............................................................5C-58
Strobe Lights......................................................................................5C-58
Recognition Light...............................................................................5C-58
Wing Ice Inspection Light...................................................................5C-58
Interior Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-59
Cockpit Lighting.................................................................................5C-59
Passenger Compartment Lighting.....................................................5C-62
Optional Emergency Lighting System................................................5C-65

March 2012
Electrical Systems
Electrical Systems
This section details the Learjet 55/55B/C electrical and lighting systems.
The Learjet electrical system includes Direct Current (DC) and Alternating
Current (AC) systems.
Two engine-driven generators provide 28 VDC to their respective
generator buses for primary electrical power. During normal operation,
the generators operate in parallel to supply all DC aircraft and avionics
power requirements.
Two 24 VDC batteries in the tailcone, either nickel-cadmium (ni-cad) or
lead-acid, supply secondary DC power through battery power circuits. A
separate circuit serves as an input for external power to the Generator
and Battery Charging buses. A plug-in power receptacle permits a
ground power unit connection for engine start and stationary ground
operations.
A self-contained 25 VDC/115 VAC emergency system powers the
standby attitude indicator, landing gear control and indicating circuits,
flap control circuits, and certain avionics systems. (See the appropriate
systems chapters for emergency operation.)
Two 1,000 VA solid state inverters provide Alternating Current (AC) to
two AC buses by converting 28 VDC to 115 VAC/400 Hz. During normal
operation, the inverters operate in parallel. On S/N 003 through 141,
143, and subsequent, the inverters are in the tailcone. On S/N 55-142,
the inverters are in the nose avionics compartment. An optional auxiliary
inverter may be installed.
Two autotransformers provide 26 VAC to systems requiring that lower
voltage.
The Learjet lighting system consists of exterior and interior lights.
Exterior lighting includes the navigation, anti-collision, landing, taxi,
strobe, recognition, and ice detection lights. Interior lights include those
in the passenger, flight, baggage, and service compartments.

March 2012

March 2012
Electrical Systems
DC Electrical System - Learjet 55
L 4 R
LEFT D 3 D
C C
GENERATOR 2
A A
M
P
1 M
P LEFT MAIN POWER
TRIP VOLTAGE S x100
S OVERLOAD
REGULATOR SENSOR MAIN BUS MAIN BUS CONTROL
RESET L
FIELD 2A CONTROL PRI INV
L LANDING L IGN & START (GENERATOR FIELD)
CONTROL G LIGHT
HOT E
L GEN
RESET N
L STALL WARNING L
ENTRY LIGHTS CONTROL GEN
B
NORM U
S
LEFT STARTER
BATTERY
STARTER L L ESS B BUS L L ESS A BUS L TURB RPM PRI VLF NAV
ENGAGED LIGHT XFLOW VALVE AUX INV EMER BAT 1 FLITE FON
275A L STBY PUMP L FAN RPM NAV LTS SELCAL
AIR IGN 1 E E L
INTERIOR BUS L FILL & XFER L ITT E STROBE PRI HF COMM SW
FUEL COMPUTER S L JET PUMP S L STALL HT ANTISKID PRI HF COMM
45 TO 50% N2 1 S L F/W SOV S L FUEL COMPTR F AISLE LTS PRI HF COMM
L IGN E T
& START GEN L ENG FIRE DET E WARN LTS L NAC HT T/R STOW
AIR N L ENG FIRE EXT N MAN TEMP TEMP CONTROL T/R LIGHTS
BAT 1 T SMOKE DET PRI FLT DIR M FREON CONTROL HOT CUP
OFF IGN T
AIR I INSTR LTS
I AUDIO 1 A WHEEL MASTER GALLEY
START IGNITION A L PITOT HT COMM 1A OR I RADAR TOILET
BOX L ICE DET A COMM 1 L ECS VALVE PUMP
OFF FUEL FLOW L N
OFF B L AIR IGN L NAV 1 SQUAT SW HEATER
STBY FUEL CONTROL IDLE TO DC VOLTMETER
A OXY VALVE ATC 1 AIR DATA SEN AFT FUS TANK
PUMP RELAY PANEL 70%
T
RIGHT ESSENTIAL A & B BUSES
LEFT ESSENTIAL A & B BUSES 1 } B PITCH TRIM
YAW TRIM
A RADIO ALTM
FPA
B
U
ADF 1 AFT FUS TANK PUMP
T DME 1 XFER VALVE
DEFOG HEAT (INTERNAL) S
E BLOWER BUS B AFCS B PRI MKR BCN
U AFCS PITCH PRI RMI
R INTERNAL AUX DEFOG BLOWER AFCS ROLL U
Y COCKPIT BLOWER S S
30
D AFCS YAW
C L CABIN BLOWER
R CABIN BLOWER
20 V
O C STAB ACTUATOR (PRIMARY TRIM
10
L
H ACTUATOR POWER) CUR
GROUND POWER T
20A BUS TIE 20A BUS TIE 50A BUS TIE
OVERVOLT 0
S A ELECTRIC HYDRAULIC PUMP LIM
CUTOUT R AUX HEAT LEFT
G AUX HEAT RIGHT
GROUND POWER CONTROL FUEL COMPUTER I FREON COOLING
(MUST HAVE ONE BATTERY 45 TO 50% N2 N STABILIZER HEAT
STBY RECOGNITION LIGHT
SWITCH ON)
PUMP
G UTILITY LIGHT (TAILCONE) R ESS B BUS TIE R ESS A BUS TIE MAIN BUS TIE ADF 2
OFF R ESS B BUS R ESS A BUS R BCN LTS DME 2
AIR
CABIN INTERIOR INTER BUS R R STBY PUMP R R FAN RPM I STEREO SEC MKR BCN
B DEFOG / CLIMATE CONTROL CABIN
IGNITION U CONTROL R FILL & XFER R ITT G WING INSP LTS SEC RMI
START BOX E R JET PUMP E R STALL H AFT BAG LTS SEC VLF NAV
BAT 2 FUEL CONTROL S BLOWER (POWER)
RIGHT S R F/W SOV S R FUEL CMPTR T R NAC HT CABIN DISPLAY
OFF RELAY PANEL S R ENG FIRE DET S WARN LTS WING HT PASS INFO
BATTERY
R IGN E R ENG FIRE EXT E STATIC PORT SEL STAB HT EMR BATT 2
OFF & START GEN AIR COMM 2 A/C BAT FUEL QTY M WSHLD HT COMM 2
N N A
IGN INSTR LTS AIR PRESS IND RH READ LT SEC HF COMM
T OIL TEMP T AUTO TEMP I R ECS VALVE SEC HF COMM
I R PITOT HEAT I CAB TEMP N AUX CABIN HT SEC HF COMM
HOT A R ICE DET A CAB PRESS ALC SYSTEM SNSR HTR
275A BLOWER BUS L R AIR IGN L HYD PRESS IND B RUDDER PEDAL ADJ CABINET LTS
STARTER BLEED AIR SEC FLT DIR R TURB RPM T/R CONTROL
R STALL WARNING U
1 B SEC PITCH TRIM A AUDIO 2
S NOSE STEER
STARTER 1 TEST SYSTEM COMM 1B
R GEN TAB FLAP POSN (WOLFSBERG)
ENGAGED LIGHT R B SEC AFCS B NAV 2
RESET U U
GEAR ATC 2
CONTROL R G S FLAPS S ALTM
BATTERY POWER GEN SPOILER CLOCK
E
NORM N
GPU
LEFT GEN POWER FIELD R LANDING 40A 40A
CONTROL B LIGHT
RIGHT GEN POWER RESET U
VOLTAGE S
TRIP REGULATOR 4 RIGHT MAIN POWER
1 S/N 003 TO 089 WITHOUT L R
AMK 55-84-1 MAIN BUS
D 3 D OVERLOAD CONTROL
C C
SENSOR MAIN BUS CONTROL
1 CONNECT TO BATT RIGHT 2
SEC INV
A A
CHARGING BUS GENERATOR R IGN & START (GENERATOR FIELD)
M
P
1 M
P
2A
S x100
S

March 2012

March 2012
Electrical Systems
DC Electrical System - Learjet 55B/C
4
LEFT L R
GENERATOR D 3 D
C C
2
A A
HOT M 1 M
P P
TRIP VOLTAGE S x100
S
L STALL WARNING REGULATOR
ENTRY LIGHTS RESET L
FIELD
SPR CONTROL L LANDING LIGHT
G
L GEN E
RESET N
LEFT L
BATTERY CONTROL GEN B
NORM STARTER U
S
STARTER
ENGAGED LIGHT 275A
AIR IGN
FUEL COMPUTER
L IGN 45 - 50% N 2
BAT 1 & START GEN
OFF
AIR
OFF START IGNITION B FUEL FLOW
PRIMARY TRIM BOX A
IDLE TO OFF DC VOLTMETER
STBY FUEL CONTROL T DEFOG HEAT (INTERNAL)
PUMP 70%
1 RELAY PANEL T BLOWER BUS
D E
30 C INTERNAL AUX DEFOG BLOWER
R COCKPIT BLOWER
EMER BUS EMER V Y L CABIN BLOWER
BUS 20
2 CONTROL O R CABIN BLOWER
L GROUND POWER C STAB ACTUATOR (PRIMARY TRIM
10 T
S GROUND POWER CONTROL OVERVOLT H ACTUATOR POWER)
4 3 CUR
0 (MUST HAVE ONE BATTERY CUTOUT A ELECTRIC HYDRAULIC PUMP
NORMAL R LIM
SWITCH ON) AUX HEAT LEFT
G AUX HEAT RIGHT
AUXILIARY I
HYDRAULIC PUMP FREON COOLING
FUEL COMPUTER N STABILIZER HEAT
STBY 45 - 50% N2 G RECOGNITION LIGHT
RIGHT PUMP
BATTERY UTILITY LIGHT (TAILCONE)
OFF B CABIN INTERIOR (INTER BUS
BAT 2 AIR U CONTROL)
IGNITION S
START BOX DEFOG / CLIMATE CONTROL CABIN
FUEL CONTROL BLOWER (POWER)
OFF OFF RELAY PANEL
R IGN
& START GEN R AIR
IGN
STARTER
275A
HOT
STARTER
R STALL WARNING R GEN ENGAGED LIGHT R
RESET
CONTROL R G
GEN E
NORM N
BATTERY POWER
FIELD B R LANDING LIGHT
GPU RESET CONTROL U
VOLTAGE S
LEFT GEN POWER REGULATOR 4
L R
TRIP
RIGHT GEN POWER D
C
3 D
C
2
RIGHT A A
M M
GENERATOR P
1
P
S x100
S

March 2012

March 2012
Electrical Systems
DC Electrical System (Continued) - Learjet 55B/C
LEFT MAIN POWER

OVERLOAD
SENSOR MAIN BUS MAIN BUS CONTROL
2A PRI INV
CONTROL L IGN & START (GENERATOR FIELD)
L L LESS B BUS L AVIONICS MSTR MPU PWR 1 EMER BUS TIE EMER BAT 1 HF 1 RCVR / EXCT
L AIR IGN L FUEL CMPTR LORAN SENSOR EMER WARN LTS L N2 HF 1 COMM
E L STBY PUMP E L N1 SEC ECP ANN BUS XFLOW VALVE NAV LTS MFD
L JET PUMP & XFR V HOUR METER ATC 2 L STROBE LTS DCP 1 & CHP 1
S S CONTROL FUS TANK XFR PMP
L FW SOV S FPA MPU PWR 2 L MAN TEMP CONT DPU 1
S L ITT P
E L ENG FIRE DET E FLITEFONE EADI 2 EMER PRI PITCH TRIM TEMP CONT IND DME 1
L ENG FIRE EXT SELCAL EHSI 2 E O FREON CONT RADAR 1
N N BUS WHEEL MSTR W
CAB FIRE DET T CAB AUDIO COMM 2 M L BLEED VALVES ADF 1
T CONT 2 E FLOOD LTS E
I L PITOT HT I FMS 1 NAV 2 AUDIO 1 L STALL HT COPILOT RMI
L ICE DET OSS T / R CONT 1 EMER R R
A A BUS ADC 1 A / S L NAC HT MFD / MPU FAN
L OXY VALVE L CLOCK ADC 1 ALRM APR EFD / DPU FAN ANN
INSTR LTS SAT / TAS ALT ALERT TIE B B
VSI 1 SQUAT SW PASS INFO
ROLL TRIM PRI ECP SEL EMER U U ANTI-SKID T / R LIGHTS
B A BUS COMM 1 S
YAW TRIM PRI ECP ANN S AHS 2 XFR T / R EMER STOW
CONTROL 20A NAV 1
B FCC 1 B RADIO ALT AVIONICS MASTER AHS 1
U MSP 1 U ATC 1 HF 1 ADPTR
PRI YAW DAMP S EADI 1 SWITCH CIRCUITS
S
FCC / AHS FANS EHSI 1
20A BUS TIE 20A BUS TIE 50A BUS TIE
INTERIOR BUS BLOWER BUS
LEAR 55B R 3
RIGHT ESSENTIAL B BUS GEAR
R LEAR 55B ADC 2 A / S 4 WARN LTS R PWR BUS TIE STAB HT
ESS B BUS TIE E RIGHT ESSENTIAL A BUS ADC 2 ALTM R N2 WING INSP LT
R ESS B BUS EMER FUEL QTY
E S ESS A BUS TIE VSI 2 R FUS TANK AUX PMP P EMER BAT 2 NOSE STEER
R AIR IGN S BUS
S R ESS A BUS CLOCK CONT R ITT O BCN LTS RUDDER PED ADJ
S R STBY PUMP E AVIONICS MSTR AHS 1 XFR AUX CAB HT DCP 2 & CHP 2
R JET PMP & XFR V E SEC PITCH TRIM W
E N R FUEL CMPTR EPD / DPU FAN 2 FLAPS WSHLD HT DPU 2
R FW SOV T EMER M E
N R N1 FMS 2 E TRIM / FLAP INDS R ALC SYSTEM DME 2
T R ENG FIRE DET I AIR PRESS IND BUS R BLEED VALVES SEC ECP SEL
R ENG FIRE EXT CONTROL R AUDIO 2
I A HYD PRESS IND AHS 2 R STALL HT ADF 2CAB DISPLAY
R PITOT HT L B
A AUTO TEMP CONT B PILOT RMI U R NAC HT RAZOR
L R ICE DET CAB PRESS WING HT
OIL TEMP U SPOILER S
A STATIC PORT SEL S SEC YAW DAMP
B CAB AIR TAT PROBE HT
INSTR LIGHTS EMER BUS INV
B AVIONICS MASTER
B PED LTS U
SYSTEM TEST S SWITCH CIRCUITS
U
S FCC 2
MSP 2
PRI YAW DAMP
40A
40A
MAIN BUS
OVERLOA CONTROL
D RIGHT MAIN POWER
SENSOR
2A MAIN BUS CONTROL
SEC INV
R IGN & START (GENERATOR FIELD)

March 2012
DC Circuit Breakers (Typical)
10 L AC 2
MAIN BUS 40
LESS 40
LESS R ESS B 20 R ESS A 20 MAIN BUS 2
AC 7.5
BUS CONTROL A BUS B BUS BUS T I E BUS TIE CONTROL BUS TIE
L AUX PRI INV XFLOW R ESS R ESS R AC
10
AC BUS
2 2 AUX INV 5
B BUS 40 40 SEC INV 2
BUS 10
VALVE A BUS
PRI FLT L IGN 2 L FAN L STBY R STBY R FA N 2 R IGN R A UX
5 7.5 15 15 7.5 10
DIR & START RPM PUMP PUMP RPM & START AC BUS
EL LTS L TURB L FILL R FILL R ITT MAIN EL LTS

2 2 2 L ITT 10
& XFER
10 2 50 2
RPM & XFER BUS TIE
2 NOSE EMER L STALL 5 L JET R JET 5 RST ALL CAB LTS 2
7.5 15 15
STEER BAT 1 HT PUMP PUMP HT AC
1/4 PRI VM 7.5 NAV LTS 5

L FUEL 5 L FW R FW 7.5 R FUEL 5 BCN LTS 7.5 SEC VM 1/4
COMPTR SOV SOV sCOMPTR
PRI STROBE WARN L ENG R ENG WARN SEC YAW
2 7.5 7.5 7.5 7.5 7.5 STEREO 7.5
DAMP 2
YAW DAMP LTS F I R E DET FIRE DET LTS
MACH ANTI RAM AIR L ENG R ENG STATIC WING
1 7.5
SKID
2 7.5 7.5 7.5 5 SPOILER ON 1
TRIM TEMP FIRE EXT FIRE EXT PORT SEL INSP LTS
2 STBY 7.5 AISLE 1 MAN COMM 2 7.5 FUEL 2 AFT 7.5
SEC DIR 5
ALTM LTS TEMP A/CBAT QTY BAG LTS GYR O
2 AFCS L NAC 2 PRI 3 SMOKE INSTR 7.5 AIR PRESS 1 R NAC 7.5
SEC VER T 5
7.5
PIT CH HT FLT DIR DET LTS IND HT GY RO
2 AFCS TEMP 5 INSTR OIL AUT O 1 WING SATTAS
ROLL
1 AUDIO 1 7.5
LTS TEMP
1
TEMP HT
3
C OMP
1
CONTROL
5 PRI DIR 5 FREON 7.5 COMM 1A 7.5 L PITOT R PITOT 15 CAB 1 STAB 7.5 SEC 1
GYRO CONTROL HT HT TEMP HT FLT DIR
5 PRI VERT 3
WHEEL 5 NAV 1 2 L ICE R ICE 2 CAB 5 WSHLD 7.5 SEC RATE 1
GYRO MASTER DET DET PRESS HT GYRO
1 RADAR 5 RADAR 2 ATC 1 7.5 L AIR R AIR 7.5 H YD 1 RH READ 7.5
IGN IGN PRESS IND LT
2 PRI FLT 7.5 L ECS 2 RADIO 7.5 OXY BLEED 1 SEC 5 R ECS 7.5
DIR ATTD VALVE ALTM VALVE AIR FLT DIR VALVE
PRI RATE SQUAT PITCH SEC PITCH AUX
5 7.5 2 FPA 7.5 TRIM 7.5 AUDIO 2 5 7.5
GYRO SW TRIM CAB HT
2 PRI FLT EMER 5 F MS 1 ROLL TEST 2 ALC 26 VAC
DIR HDG
7.5 7.5
TRIM SYSTEM COMM 1B 7.5
SYSTEM
5
BUS
2
ALTM
26 VAC FMS 2 YAW TAB FLAP RUDDER SEC VLF
2
BUS
7.5 2 NAV 2 5 5
BRG
5
TRIM POSN PED ADJ
2 ALTM ADF 1 5 TCAS AFCS SEC R TURB ADF 2
& ROC
2 7.5
AFCS
7.5 AT C 2 2
RPM
2 2
L OIL DME 1 2 VSI 1 AFCS NOSE R OIL

1/2
PRESS
5 3 GEAR 2 ALTM 2 7.5 1/2
PITCH STEER PRESS
PRI FLT PRI MKR VSI 2 AFCS AIU PWR AIU REF
5 1
BCN
2 7.5 FLAPS 3 1 ADF 2 2 2
DIR ROLL A2
PRI FLT T/R EMER AFCS COMM 2 SEC FLT
2
DIR ATTD
3 PRI RMI 5 7.5 SPOILER 3 1 DME 2 2 2
STOW YAW DIR CMD
5 PRI HDG 7.5 PRI VFL 3 T/R 7.5 ALTM R STALL 3 SEC HF 7 .5 SEC MKR 5 SEC FLT 2
& CRS SEL NAV LIGHTS WARN COMM BCN DIR ATTD
NAV 1 FLITE AIU PWR 7.5 AIU PWR AIU PWR SEC HF
5 5 20
B1 B1 5 20 SEC RMI 1 SEC HSI 2
FONE B2 COMM
2 ADF 1 1 SELCAL 20 GALLEY COCKIT 15 SEC HF 3 GPWS 3 SEC HDG 5
BLOWER COMM DSPL & CRS SEL
PRI MACH PRI HF L ST AL L L CABI N SNSR CABIN
2
A/S IND 2 10 TOILET 5 15 15 4 NAV 2 5
COMM SW WARN BLOWER HTR DISPLAY
4 PRI RMI / 3 PRI HF 5 20 ENTRY R C ABIN 15

CABINET 5 PASS 1 SEC M ACH 2
HSI BRG PUMP LT BLOWER LTS INFO A/S IND
COMM
5 AIU REF 20 PRI FLT 7.5 HEATER T/R 7.5 EMER 7.5 SEC RMI 4
DIR UP BKUP UP BKUP CONTROL BAT 2 HSI BR G
DN NORM DN NORM
MAIN
BUS
ESS B BUS POWER BUS
ESS A BUS HOT BAT BUS

MAIN BUS

March 2012
Electrical Systems
Emergency Bus System - Learjet 55B/C
PILOT'S CB PANEL
BATTERY 1 WARN LTS

XFLOW VALVE
L ESS A BUS
FUS TANK XFR PUMP
L ITT
PRI PITCH TRIM L 26V AC BUS
WHEEL MASTER
EMER BUS FLOOD LTS
1 2 CONT AUDIO 1 NAV 1
3 ADC 1 A/S
ADC 1 ALTM 3
2
BATTERY VSI
1 COMM 1
SWITCH SWITCH NAV 1
DECK A DECK B
EMER
BATTERY BUS
EMER OFF
CHARGING STAB ACT TIE
BUS
BUS L EMER BUS
3
AUX HYD PUMP
NORM
DC VOLTMETER COPILOT'S CB PANEL R 26V AC BUS

BATTERY
2 GEAR
SWITCH SWITCH WARN LTS
DECK A DECK B R ESS A BUS FUEL QTY
1
OFF FUS TANK AUX PUMP AHS 2
R ITT 3 PILOT RMI
1 SEC PITCH TRIM

FLAPS 115/26V AC
BATTERY 2
EMER BUS TRIM/FLAP IND TRANSFORMER
CONT AUDIO 2
3 AHS 2
R AC BUS
PILOT RMI
2
SPOILER
26V AC
SEC YAW DAMP CONTROL
R EMER BUS
3 SEC YAW DAMP
115V AC
PULLER
1 GROUND TO ACTIVATE RELAYS SUPPLIED THROUGH 3
EMER BUS POSITION OF EMER BUS SWITCH AND
“ON” POSITION OF BATTERY SWITCHES.
2 GROUND TO ACTIVATE RELAYS SUPPLIED THROUGH SECONDARY

EMER BUS POSITION OF EMER BUS SWITCHES. EMERGENCY
POWER
3 POWER TO ACTIVATE CB PANEL RELAYS SUPPLIED SUPPLY
THROUGH EMER BUS CONT CIRCUIT BREAKERS AND
GROUND SUPPLIED THROUGH EMER BUS POSITION
OF EMER BUS SWITCH.

March 2012

March 2012
Electrical Systems
DC Generator and Start System
LEFT STARTER L GEN L VOLTAGE

INTERFACE REGULATOR
CROSS START
2 PCB CURRENT 1
L START LIMIT
LH
GEN
LEFT FIELD POWER
L START 2 STANDBY
RELAY OVERVOLTAGE
PUMP GND
EMER
BUS FUEL
CONTROL
RELAY TRIP DC AMPS
L START
RELAY 1 FUEL 4
NORM COMPUTER L R
OFF OFF
LEFT L GEN L CURRENT D 3 D
BAT 1 BAT 1 BATTERY CONTROL GEN SENSOR C C
BUS GEN CIRCUIT
LEFT LEFT 2
BATTERY BATTERY LEFT OFF A A
LEFT L GEN
BATTERY BATTERY START L M M
RESET 1
RELAY RELAY P P
L THROTTLE NORM S S
SW x100
L IGN &
START OFF
L IGN L GEN
LEFT
GEN AIR IGN GEN CUR
LEFT BUS LIM
L AIR RESET
AIR IGN
IGN DC VOLTS
R AIR BATTERY CHARGING BUS
EXT EXT IGN D
EXTERNAL PWR EXTERNAL PWR AIR IGN
30 C
POWER RELAY POWER RELAY RESET
RECEPTACLE RECEPTACLE RIGH
AIR IGN RIGHT T 20 V
EXTERNAL POWER EXTERNAL POWER R IGN
GEN R GEN GEN O
OVER VOLTAGE OVER VOLTAGE L IGN & OFF L
CUTOUT CIRCUIT BUS 10
CUTOUT CIRCUIT START T
R THROTTLE SW NORM S
0
RIGHT RIGHT
BATTERY BATTERY START R R GEN
RIGHT RELAY RIGHT RELAY RESET
BATTERY BATTERY OFF
BAT 2 RIGHT GEN
BAT 2 R GEN R
BATTERY CONTROL CURRENT
BUS GEN
OFF OFF CIRCUIT SENSOR
LEARJET 55 L START FUEL
RELAY 1 CONTROL
RELAY
TRIP
FUEL
LEARJET 55B/C COMPUTER
OVERVOLTAGE
L START 2 RIGHT GND
RELAY STANDBY FIELD POWER
PUMP
RH
R START GEN
CROSS START
PCB 1 CURRENT 2
LIMIT
R GEN R VOLTAGE
INTERFACE REGULATOR
RIGHT STARTER

March 2012

March 2012
Electrical Systems
DC Electrical System
The Learjet 55/55B/C Direct Current (DC) electrical system provides
and distributes 28.5 VDC power to the appropriate buses for systems
requiring direct current.
Power Sources
DC electrical power sources are:
Two 36 Amps hour, 24 VDC lead-acid batteries or optional
40 Amps hour, 24 VDC nickel-cadmium (ni-cad) batteries (S/N 102
and subsequent) may have two optional high capacity lead-acid
batteries)
Two engine-driven DC generators
External DC power supply
Single or optional dual emergency power pack system (Learjet 55)
Dual emergency battery system (Learjet 55B/C).
Batteries
Two lead-acid or optional nickel-cadmium batteries in the aft compartment
provide secondary aircraft electrical power as well as power for engine
starts when external power is not used.
Lead-Acid Batteries
Two 36 ampere-hour, 24 VDC lead-acid batteries supply main battery
power through their respective Battery buses. Each plastic battery
case contains 12 interconnected cells filled with electrolyte (i.e., diluted
sulfuric acid).
Two vents, one on each battery case, expel hydrogen gas as the battery
charges and discharges. The vents also drain electrolyte spillage or
overflow.
Figure 5C-1: Two Vents

March 2012
As the battery charges or discharges, the electrolyte heats, evaporating
water in the electrolyte. When the battery is fully charged, electrolyte
specific gravity should read between 1.280 and 1.290 on a hydrometer.
Check the electrolyte level periodically and request maintenance as
needed.
If the battery stays in an uncharged condition or if the proper electrolyte
level is not maintained, the plates in the battery become sulfated. The
lead sulfate, a crystalline formation, permanently limits the battery
capacity. In addition, low electrolyte temperatures temporarily reduce
battery capacity and performance.
On S/N 104 and subsequent and aircraft with AAK 55-83-5, a battery
vent sump jar on the lower aft side of the left battery contains bicarbonate
of soda to neutralize any electrolyte spillage, overflow, or hydrogen gas
vented from the batteries.
CAUTIO
Sulfuric acid in the electrolyte is injurious to skin. Neutralize any
spilled acid at once with a water and sodium bicarbonate (baking
soda) solution.
NOTE: AAK 55-83-5; Installation of Battery Vent Sump Jar

(S/N 03 through 089 when equipped with lead-acid
batteries).
Nickel-Cadmium (Ni-Cad) Batteries

Aircraft with optional ni-cad batteries have two 40 ampere-hour, 24 VDC
batteries in the aft compartment to supply main battery power.
Each stainless steel battery case contains 19 or 20 cells and has a
removable cover. Type TCA 5 batteries have 19 cells; types TCA 5-20
and TCA 5-20-1 have 20 cells.
Figure 5C-2: Ni-Cad Batteries

March 2012
Electrical Systems
CAUTIO
Hydrogen gas expelled during battery cycling is highly explosive.
Keep open flames or sparks (e.g., cigarettes, lighters) away from
the battery area.
The battery vent system consists of hoses connected to the battery case
vent ports and overboard vents. The right drain vents aft and the left
drain vents forward to produce an airflow through the batteries. Ensure
the gas vents are clear at all times. If the vents are not properly vented,
a hydrogen gas build-up can lead to an explosion. Electrolyte spillage
can corrode the aircraft.
Proper voltage regulation influences battery life. If the voltage regulator
overcharges the battery, electrolyte boils out through the vent valves,
excessive sloughing of active material from the plates occurs, and
premature failure results. However, if the voltage regulator undercharges
the battery, the plates become sulfated and reduce battery capacity.
Battery Switches
The two-position battery switches (BAT 1/2/OFF) on the lower center
instrument panel control the aircraft batteries. Each battery is wired
directly to its corresponding Hot Battery bus.
When either battery switch is on (i.e., in the BAT position), the
corresponding 16V battery relay closes to connect the affected battery
to the Battery Charging bus. When the switch is OFF, the battery relays
de-energize, isolating the affected battery from the Battery Charging
bus.
Figure 5C-3: Battery Switches

March 2012
BAT TEMP Indicator (Ni-Cad Batteries)
On aircraft with ni-cad batteries, the dual BAT TEMP L/R indicator
on the pilot’s switch panel or in the center pedestal is divided into three
temperature ranges, color-coded as follows:
Lower green band – 50°F to 140°F
Center yellow band – 140°F to 160°F
Upper red band – above 160°F.
The 1A BAT TEMP CB on the pilot’s circuit breaker panel supplies
28 VDC to the indicator.
Figure 5C-4: BAT TEMP Indicator
Battery Overheat Annunciators

A battery overheat warning system alerts the crew of an imminent
battery overheat condition. When battery temperature reaches 140°F,
the red BAT 140 annunciator illuminates; if this occurs in flight, follow
the Abnormal Procedures checklist. If it occurs during engine start, do
not take off.
When battery temperature reaches 160°F, the red BAT 160 annunciator
illuminates. If this occurs in flight, identify the malfunctioning battery on
the BAT TEMP indicator, isolate that battery by setting its switch to OFF,
and follow the Abnormal Procedures checklist. If it occurs on the ground,
do not take off. In all cases, replace the battery.

March 2012
Electrical Systems
Generators
A 30 VDC, 400 Amps, air-cooled, brushless generator on each engine Generator Limitations
generates 28.5 VDC output with a maximum load limit of 325 Amps. Maximum . . . . . . . . . .350 Amps
During normal operation, both generators operate in parallel to supply
those systems requiring DC power. If no oil pressure registers during an
engine start, the affected generator cannot come on-line.
Figure 5C-5: Generator
Starter-Generator Switches
Two three-position starter-generator switches (GEN/OFF/START L/R)
on the center switch panel control the engine generators. See Engine
Starting, this chapter.
L/R GEN RESET Switches

The two-position (RESET/NORM) switches on the center switch panel
are spring-loaded to the NORM position. If a generator exceeds 31 VDC
output, the corresponding voltage regulator energizes an over-voltage
relay to open the affected generator field circuit.
Momentarily pressing the applicable GEN RESET switch to RESET
resets the overvoltage relay and closes the affected generator field
circuit. The GEN RESET switch has no effect on the corresponding
START GEN switch that is set to OFF.
Figure 5C-6: Two-Position (RESET/NORM) Switches

March 2012
L/R GEN Annunciators
Amber L/R GEN annunciators on the glareshield panel illuminate if:
A corresponding generator fails or is off-line due to an undervoltage
or overvoltage (31 VDC) condition
The corresponding START GEN switch is in either START or OFF
and at least one BAT switch is ON.
DC Ammeter
A dual-indicating DC ammeter (L/R DC AMPS) on the instrument panel
indicates amperage output of each generator. Ammeter range is 0 to
400 Amps, color-coded as follows:
Green – 0 to 320 Amps (normal)
Red – 325-400 Amps.
DC Voltmeter
The Battery Charging bus powers the vertical scale DC voltmeter on the
instrument panel through a 5 A current limiter that is wired to the bus. On
Learjet 55, the voltmeter indicates Battery Charging bus voltage from 0
to 30 VDC; the red range begins at 32 V.
On Learjet 55B/C, when the EMER BUS switch is in the NORM position,
the DC voltmeter indicates the voltage on the Battery Charging bus.
However, if the EMER BUS switch is in the EMER position, the voltmeter
indicates the voltage of the left and right main aircraft batteries through
the EMER BUS control circuits.
Figure 5C-7: DC Ammeter and Voltmeter

March 2012
Electrical Systems
External Power
A Ground Power Unit (GPU) connects to the aircraft DC electrical
distribution system through a standard external power receptacle
underneath the right engine pylon. To start an engine or operate aircraft
systems using external power, at least one BAT switch must be in the ON
position. If the external power source exceeds approximately 33 VDC, External Power
Limitations
external power overvoltage protection circuits open the external power
GPU . . . . . . 1,000 AMPS, 28 V
relay and disconnect the external power from the aircraft DC distribution
system. Auxiliary power amperage must be limited to a maximum of
1,100 Amps and a minimum of 500 Amps, as specified on the placard
above the external power receptacle.
Figure 5C-8: External Power Receptacle

March 2012
DC Electrical Load Distribution System
The base of the DC distribution system is an electrical power distribution
panel in the aft equipment compartment. All electrical load current flows
through the distribution panel, from which control circuits and distribution
buses dispense electrical power before either generator assumes the
electrical load. The distribution panel is controlled by the switch panel on
the lower center instrument panel.
The distribution panel is composed primarily of a current limiter panel
and a generator control panel with distribution buses and integrated
protective devices. Components include current limiters, a generator
interface box, DC relays, and voltage regulators.
Current Limiter Panel

The current limiter panel distributes electricity from the batteries, generators,
and external power to aircraft systems. Current limiters and current limiting
fuses on the panel protect against excessive current loads.
Current limiters are essentially slow-blow fuses. They open automatically
and cannot be reset; once a current limiter opens, it must be replaced. A
current limiter should also be replaced if it shows discoloration or other
signs of heating or overloading.
Current limiter failure typically occurs during engine starts; however, the
operating generator is regulated to provide lower than normal voltage
during cross starts to prevent overloading the 275 A current limiters.
A spare current limiter box, if installed, is in the aft compartment
and contains a spare current limiter of each size used in the aircraft.
Table 5C-1, on the next page, gives a listing of the current limiters in the
distribution panel.
Figure 5C-9: Switch Panel

March 2012
Electrical Systems
Current Sensors
No. Function Location Amperage
CB1 L Current Limiter Failure Sensor Current Limiter Panel 1A
CB2 R Current Limiter Failure Sensor Current Limiter Panel 1A
CB3 L Generator Current Limiter Panel 5A
CB4 R Generator Current Limiter Panel 5A
Current Limiters
FL1 L Gen Bus to Bat Chg Bus Current Limiter Panel 275A
FL2 R Gen Bus to Bat Chg Bus Current Limiter Panel 275A
FL3 L Gen Field Current Limiter Panel 10A
FL4 R Gen Field Current Limiter Panel 10A
FL5 Defog Heat Current Limiter Panel 50A
FL6 R Land Lt Current Limiter Panel 20A
FL7 Aux Heat (LH) Current Limiter Panel 50A
FL8 Aux Heat (RH) Current Limiter Panel 50A
FL9 Stab Heat Current Limiter Panel 130A
FL10 Freon Current Limiter Panel 175A
FL11 Recog Lt Current Limiter Panel 30A
FL12 Elec Hyd Pump Current Limiter Panel 50A
FL13 L Ess A Bus Current Limiter Panel 50A
FL14 R Ess A Bus Current Limiter Panel 50A
FL15 L Ess B Bus Current Limiter Panel 50A
FL16 R Ess B Bus Current Limiter Panel 50A
FL17 Utility Lt Current Limiter Panel 5A
FL18 Voltmeter Current Limiter Panel 5A
FL19 Fuel Flow Current Limiter Panel 10A
FL20 L Land Lt Current Limiter Panel 20A
FL21 R Main Pwr Bus Current Limiter Panel 10A
FL22 L Main Pwr Bus Current Limiter Panel 10A
FL23 L Battery Bus Current Limiter Panel 20A
FL24 R Battery Bus Current Limiter Panel 20A
FL251 Interior Bus Current Limiter Panel 50A
FL75 Blower Cur/Lim Support Assy. 50A
FL76 R Main Bus Cur/Lim Support Assy. 100A
FL77 L Main Bus Cur/Lim Support Assy. 100A
FL78 Sec Inv Cur/Lim Support Assy. 100A
FL79 Pri Inv Cur/Lim Support Assy. 100A
FL80 Aux Inv Cur/Lim Support Assy. 100A
FL81 Stab Act Cur/Lim Support Assy. 20A
Table 5C-1: Current Sensors and Limiters
1 Utilized only on S/N 090, 092, 093, 097, 126, and subsequent.

March 2012
CUR LIM Annunciator
The red CUR LIM annunciator on the glareshield panel indicates the
continuity of two 275 A current limiters, which connect the Battery
Charging bus to the Generator buses. Sensors wired across the current
limiter terminals illuminate the CUR LIM annunciator if either, or both,
current limiters fail. If both current limiters fail, the ship’s batteries
power the Battery Charging bus and the Essential buses on S/N 003
through 089 without AMK 55-84-1. The Essential buses are tied to the
generator bus on S/N 003 through 089 with AMK 55-84-1 and S/N 090
and subsequent.
NOTE: AMK 55-84-1; Electrical Power Distribution Improvement.
N/L/T 600 flight hours (S/N 003 through 089).
Generator Control Panel

The generator control panel functions as a voltage regulator by monitoring
generator output, then regulating the generator to meet the demands of
the system. When the generators are operating in parallel, the generator
control panel reads the differences in generator voltage and feeds the
change to the voltage regulator; the regulator shifts the output to match
the loads. In addition, an equalizing circuit allows the control relay to
completely isolate a tripped generator.
The generator control panel also takes a generator off-line if it senses
under-voltage or reverse current. Usually a generator shutdown due
to a ground fault or an overvoltage can be brought back on-line by
momentarily pressing the GEN RESET button.
Generator Interface Box

Each generator’s interface box provides linkage for the following circuits
(not shown on electrical schematics):
An input DC voltage circuit between the voltage regulator and the
aircraft’s DC bus. On S/N 003 through 088, this circuit is between the
voltage regulator and the generator; on S/N 089 and subsequent, it
is between the voltage regulator and the current limiter panel.
An equalizer circuit between the voltage regulator and the current
limiter panel.
A current-limiting, cross-starting circuit between the voltage regulator
and the generator.
DC Relays
A relay serves as a gate through which current flows to power specific
components; it opens or closes in response to particular switch positions
or to certain system conditions.

March 2012
Electrical Systems
Voltage Regulators
Two solid state voltage regulators on the left side of the aft equipment
compartment, one for each engine, maintain a constant output voltage
(approximately 28 VDC) to the Generator buses under varying engine
speeds and load conditions by automatically adjusting the generator
field current. Four circuits in each regulator function as follows.
The voltage regulator equalizer circuit connects during parallel generator
operation. This equalizer circuit senses any change in the applicable
generator load and automatically adjusts the respective generator field
until a balanced condition results.
If a generator overvoltage condition occurs (31 ±0.5 VDC), an overvoltage
regulator circuit completes a ground to a solenoid in the generator reset/
trip relay. See GEN RESET switches in this section.An auxiliary regulator
circuit receives voltage from the S+ terminal on the generator.
Another circuit limits generator current during engine cross-starting and
ground operation.
DC Bus System
The Learjet 55 electrical system uses 15 DC distribution buses to
supply power from the engine generators, the aircraft batteries, and/or a
Ground Power Unit (GPU) to systems and equipment requiring 28 VDC
current. The Learjet 55 DC buses are:
Battery 1 and 2 (Hot)
Left and Right Generator
Battery Charging
Left and Right Main Power
Left and Right Essential A
Left and Right Essential B
Interior (S/Ns 90, 92, 93, 97, and subsequent)
Blower
Left and Right Main.
The Learjet 55B/C electrical systems use the following 17 DC distribution
buses:
Battery 1 and 2 (Hot)
Left and Right Generator
Battery Charging
Left and Right Main Power
Left and Right Essential A
Left and Right Essential B
Blower
Interior
Left and Right Power
Left and Right Emergency.
NOTE: The Power bus in the Learjet 55B/C is the counterpart to
the Main bus in the Learjet 55. The name was changed
in the later models to avoid confusion between names
of the Main bus and Main Power bus.

March 2012
Battery Buses (Hot)
The main aircraft batteries feed the corresponding Battery buses in the
circuit breaker panels through 20A current limiters. Each battery connects
directly to the associated Hot Battery bus. Equipment connected to the
Hot Battery buses is always available for use, regardless of the battery
switch position. The following circuits are wired to the Left Battery bus:
Left stall warning system
Single point refueling panel
Entry/baggage compartment lights
External battery switch on S/N 127 and subsequent and prior
aircraft with optional external battery switch installed.
The following circuits are wired to the right battery bus:
Right stall warning system
Optional tailcone compartment light
Optional logo light.
Generator Buses
Each generator feeds power to its respective Generator bus, which
connects to the Battery Charging bus through a 275A current limiter.
The Generator buses power the following buses or circuits:
Battery Charging bus through the 275A current limiters
Left and Right Main buses (L55)
NOTE: The Learjet 55 does not have Emergency buses.
Left and Right Power buses (L55B/C) in the circuit breaker panels
through a 100A current limiter, an overvoltage sensor, and a control
relay
Main Power buses in the circuit breaker panels through 10A current
limiters
Essential A and B buses (on S/N 089 and subsequent and on prior
aircraft with AMK 55-84-1)
Associated AC inverter
Left or right landing light.
In addition, the Battery Charging bus supplies power through current
limiters to aircraft systems that demand heavy loads (e.g., the resistance
heaters, Freon compressor, large lamps, inverters, blowers, and heavy-
duty pumps).

March 2012
Electrical Systems
Battery Charging Bus

During normal operation, each generator supplies 28 VDC regulated
output to its respective Generator bus, which in turn applies voltage to
the Battery Charging bus through a 275A current limiter.
Without engine power or a loss of both 275A current limiters, the main
aircraft batteries and/or a ground power unit feed the Battery Charging
bus, which, on S/N 003 through 089 and aircraft without AMK 55-84-1,
powers the Essential buses in the circuit breaker panels through 50A
current limiters. On S/N 090 and subsequent, and aircraft with AMK
55-84-1, the Generator buses supply the Essential buses.
Control relays isolate the batteries and auxiliary power receptacle from
the electrical system. The control relays open and close in response to
battery switch position. At least one battery switch must be on to connect
the GPU output voltage to the Battery Charging bus.
The Battery Charging bus powers the following circuits:
Fuel flow
DC Voltmeter
Internal defog heat
Blower bus, which powers the internal auxiliary defog blower, the
cockpit blower, and the left and right cabin blowers
Stabilizer actuator (primary trim actuator power)
Electric hydraulic pump
Left and right auxiliary heat
Freon cooling
Stabilizer heat
Recognition light
Cabin interior bus control
Left and Right Essential A/B buses (S/N 003 through 089 without
AMK 55-84-1).

March 2012
Essential A and B Buses
On S/N 003 through 089 without AMK 55-84-1, the Battery Charging
bus feeds the Essential DC buses through a current limiter and a circuit
breaker.
On S/N 090 and subsequent, and aircraft with AMK 55-84-1, the
Generator buses feed the Essential buses.
The Essential buses in the early unmodified aircraft depend on the
Battery Charging bus for power. If both 275 A Battery Charging bus current
limiters fail, generator power is isolated from the Battery Charging bus.
The only remaining power for Essential bus loads is the main aircraft
batteries. If the aircraft is operated in this condition with minimum IFR
equipment and assuming the batteries are new and fully charged, the
batteries will deplete in 30 minutes or less, causing power loss to the
Battery buses, Battery Charging bus, and Essential A/B buses.
In the later and modified models with Essential buses independent
of the Battery Charging bus, the negative impact of dual 275 A current
limiter failure is greatly reduced. In this case, there is a significantly lower
drain on the aircraft batteries, and if the batteries fail, power is lost only
to the Battery buses and Battery Charging bus.
The left and right Essential A buses are joined through the 20 A ESS A
BUS TIE CB. The left and right Essential B buses are structured similarly.
On the Learjet 55B/C, when the EMER BUS switch is in the NORM
position, the Essential A buses supply power to the associated equipment
on the left and right Emergency buses; when the EMER BUS switch is
in the EMER BUS position, the main aircraft batteries supply power to
equipment on the Emergency buses.
Main Buses (Learjet 55)

The left and right Generator buses feed the left and right Main DC
buses, respectively, through a 100A current limiter, overload sensors,
and control relays. The left and right Main buses connect through a 50A
MAIN BUS TIE CB on the co-pilot’s circuit breaker panel. (See Overload
Sensors this chapter.)
Power Buses (Learjet 55B/C)

The Power bus in the Learjet 55B/C is essentially the same bus as the
Main bus in the Learjet 55.
The left and right Generator buses feed the left and right Power buses,
respectively, through a 100A current limiter, an overload sensor, and a
control relay. The PWR BUS TIE CB connects the two Power buses,
which energize the feeder relays through the left or right PWR bus CB
on both pilots’ circuit breaker panels.

March 2012
Electrical Systems
Main Power Buses

The left and right Generator buses feed the left and right Main Power
buses, respectively, through a current limiter. The Main Power bus
supplies power to the Main bus control relay, the ignition and start control
circuits, and the inverter control relays.
In the Learjet 55/55B/C, the Main Bus Control 2A CBs are on both the
left and right circuit breaker panels.
The MAIN BUS TIE (or Power Bus Tie) CB is in the second row of the
right circuit breaker panel.
The Left Main Power bus CBs are:
Left Main bus on the Learjet 55/ Left Power bus on the Learjet
55B/C
Left ignition and start
Primary inverter.
The Right Main Power bus CBs are:
Right Main bus on the Learjet 55/Right Power bus on Learjet 55B/C
Right ignition and start
Secondary inverter.
The ignition and start 7.5A CBs power the generator control circuits.
Blower Bus
The Blower bus located within the right circuit breaker panel supplies
power to the cabin and cockpit blowers from the Battery Charging bus.
The Blower bus circuit breakers are:
AUX DEFOG
COCKPIT BLOWER
R CABIN BLOWER
L CABIN BLOWER.
Interior Bus
The Interior bus CBs on S/N 90, 92, 93, 97, and subsequent supply
power through a 50A current limiter and a 50A CB to equipment in the
passenger cabin. The Battery Charging bus feeds the Interior bus through
the 50A INTR BUS CONT CB. Although equipment in the passenger
cabin varies from aircraft to aircraft, a typical set up would include the
following circuit breakers:
INTR BUS CONT
STEREO/MAINT ICS
RH READ LTS
AISLE LTS
CABINET LTS
TOILET
GALLEY.

March 2012
Bus Overload Sensors
Overload sensors between the Main buses and associated Generator
buses prevent a current limiter fault that could isolate systems
DC Voltage Limitations connected to the Main bus. Each overload sensor is a 70A circuit breaker
Max Amperage – 1,100 Amps mechanically connected to a set of switch contacts. If an overload
Max Voltage – 32 to 35 Volts
condition occurs, the circuit breaker repositions a switch to de-energize
a power relay and disconnect the Main bus.
Additionally, the switch applies a ground to trip the affected MAIN BUS
Generator Limitations CONTROL CB on the Main Power bus. When the overload sensor CB
Max Amperage – 325 Amps cools, the switch resets; however, the power relay does not re-energize
because of the open MAIN BUS CONTROL CB. Once the malfunction is
corrected and the affected MAIN BUS CONTROL CB is reset, the power
relay re-energizes and restores power to the MAIN BUS.
DC Circuit Breakers
Push-to-reset, thermal Circuit Breakers (CBs) protect the aircraft’s DC
electrical circuits. All DC and AC CBs are on the pilot’s and copilot’s
circuit breaker panels.
The pilot’s and copilot’s 40 A ESS A and ESS B buses interconnect
through the 20 A ESS A BUS TIE and ESS B BUS TIE CBs on the
copilot’s circuit breaker panel.
The pilot’s MAIN BUS and copilot’s MAIN BUS interconnect through the
50 A MAIN BUS TIE CB on the copilot’s circuit breaker panel.
The 2 A MAIN BUS CONTROL CB on each circuit breaker panel controls
power to the associated MAIN BUS through control relays.
CBs provide overload protection for specific aircraft systems and
components. They are rated to carry a certain maximum current load
that varies depending on the component. If that maximum is exceeded,
the CB opens automatically to remove the defective component from the
circuit. The CBs may also be manually pulled or reset.
Bus Tie Circuit Breakers

The buses on the left side of the aircraft connect directly to the buses on
the right side of the aircraft through the associated bus tie CB.
If a bus (control) CB opens, the bus on the opposite side carries the full
load of the affected bus unless the affected bus load exceeds the value
of the bus tie, in which case the tie opens and the affected bus loses
power. If the combined load exceeds the value of the unaffected control
CB, the unaffected control CB opens and power is lost to both sides.

March 2012
Electrical Systems
Emergency Power Systems

The Learjet 55/55B/C emergency power systems are independent of
the aircraft normal power supplies and provide both DC and AC voltage
for a limited time (approximately 30 minutes) to corresponding critical
systems if there is a total electrical system failure.
Learjet 55 Emergency Power System

The Learjet 55 emergency power supply system has a nickel-cadmium
or lead-acid battery to provide 24/28 VDC and 5 VDC power for critical
systems if both generators fail. This emergency power pack supplies
power to the standby attitude indicator, landing gear, flaps, and N1
indicator, as well as the emergency power (EMER PWR) indicator. The
aircraft generators deliver a constant trickle-charge to the emergency
power pack via the MAIN bus. The EMER BAT C/Bs are on the MAIN bus.
An emergency power switch (EMER BAT 1) on the center switch panel
controls the emergency power pack. The switch has three positions:
BAT 1/STBY/OFF.
If a DC power loss occurs with the emergency power switch in STBY, the
power pack automatically powers the standby attitude indicator, engine
N1 indicators, and the EMER PWR indicator.
If a DC power loss occurs with the switch in BAT 1, the power pack
automatically powers the standby attitude indicator, the landing gear
actuating and indicating systems, the engine N1 indicators, and the flap
actuating system (the flap position indicator is inoperative).
The EMER PWR indicator on the left instrument panel illuminates during
emergency power operation of the selected systems.
Optional Learjet 55 Dual Emergency Power System

If installed, a second emergency power pack powers the COM 2 radio
and various other avionics specified by the original owner at the time the
aircraft was manufactured. The second system’s two-position ON/OFF
switch is adjacent to the single emergency power switch; the EMER
PWR 1 and EMR PWR 2 indicators are adjacent to the standby attitude
indicator.
Unlike the Learjet 55B/C emergency systems, the Learjet 55 does not
have emergency buses.

March 2012
Learjet 55B/C Emergency Power System
The Learjet 55B/C has a dual emergency power battery system; the
EMER PWR BAT 1/2 switches control the emergency batteries.
Emergency battery 1 powers the 28 VDC standby attitude indicator, the
EMER PWR 1 annunciator, and lights in the following equipment for
approximately 30 minutes:
Left and right fan speed indicators
Magnetic compass light
Standby airspeed indicator
Standby altimeter
Standby attitude indicator
Emergency battery 2 powers the following:
Left and right fan speed indicators
Landing gear indicators
AHS 1 and 2 systems (11 minutes)
EMER PWR 2 annunciator.
With the EMER PWR BAT switches on (i.e., in BAT 1 and BAT 2 positions),
the left and right Power buses supply the corresponding batteries through
the 7.5A EMER BAT 1 and 2 CBs, respectively. Regardless of the switch
position, however, during normal operation, the normal power supply
system trickle-charges the batteries via the Power bus.
If current flow to the Power buses is interrupted, the emergency batteries,
when on, power the associated equipment. During emergency battery
operation when the emergency batteries are not being recharged by the
normal system, the EMR PWR 1/2 annunciators on the center instrument
panel illuminate.
Learjet 55B/C Emergency Bus System

An emergency bus system (not to be confused with the
emergency power system) provides 28 VDC, 115 VAC and
26 VAC to selected systems if both generators fail. It also can de-energize
and isolate all nonessential equipment if electrical smoke or fire occurs.
The Emergency Power switch activates the system.
Aircraft batteries supply DC power to equipment on the emergency bus
while an inverter in the secondary emergency power supply provides AC
power for equipment on the emergency bus.
Batteries supply 28 VDC through the EMER BUS CONT for the
emergency bus system.
All emergency bus CBs, except EMER BUS CONT, are on the top row
of the CB panels. The EMER BUS TIE CB is on the pilot’s top row.
The EMER BUS CONT CB is on the ESS B bus row in each panel,
just forward of the NORM-BKUP switch. Circuit breakers for equipment
powered by the emergency bus system have red collars.
NOTE: Battery bus CBs remain powered, regardless of the
EMER BUS switch position.

March 2012
Electrical Systems
Emergency Bus (EMER BUS) Switch

The two-position EMER BUS/NORMAL switch on the center switch
panel selects the power sources for the Emergency buses. When the
EMER BUS switch is in NORMAL, the Emergency bus system relays
de-energize and the normal electrical system powers equipment on the
Emergency buses.
The left and right Essential A buses power the DC equipment on the
associated Emergency buses. The appropriate AC and 26 VAC buses
power AC equipment on the associated Emergency buses.
When the switch is in the EMER BUS position, the battery relays
de-energize, the Emergency bus system relays energize, and the
emergency bus system powers equipment on the Emergency buses.
When the battery relays de-energize, the aircraft batteries are completely
isolated from the Battery Charging bus and the normal DC power
distribution system. Selecting EMER BUS distributes electrical power
as follows.
DC power for the stabilizer actuator, auxiliary hydraulic pump, and
DC voltmeter switches from the Battery Charging bus to the aircraft
batteries.
DC powered equipment on the Emergency buses switches from the
associated Essential A bus to the aircraft batteries. The EMER BUS
TIE CB interconnects the left and right Emergency DC buses.
An Emergency bus converter in the secondary emergency power
supply inverter feeds 115 VAC to the secondary yaw damper, puller
circuit, and to the 26 VAC transformer in the copilot’s CB panel. The
26 VAC output from the transformer routes to the AHS 2 and PILOT
RMI CBs in the copilot’s panel, then switches to the NAV 1 AC CB in
the pilot’s panel.
Figure 5C-10: EMER BUS/NORMAL Switch

March 2012
Learjet 55B/C Avionics Master and Backup Power
System
An avionics power system on S/N 135 through 147 powers selected DC
avionics systems on the pilot’s or copilot’s side. The system consists of
an AVIONICS MASTER switch for each crewmember, a NORM BKUP
switch in each circuit breaker panel, and a control relay in each circuit
breaker panel. The control relays operate on 28 VDC supplied through
the corresponding AVIONICS MSTR CB in the associated circuit breaker
panel. The AVIONICS MASTER and NORM BKUP switches have no
effect if the generators are off-line when the EMER BUS is selected.
RADIO MASTER Switches

If installed, the RADIO MASTER switches power selected equipment on
the associated side. If power is on the aircraft, moving the left or right
RADIO MASTER switch to the ON position activates the corresponding
control relay to power the associated avionics equipment.
Figure 5C-11: Radio Master Switches

March 2012
Electrical Systems
Engine Starting
A 28 VDC starter and igniter box on each engine provide engine starting.
Prior to starting an engine, set the following switches to ON:
The BAT 1/2 switches to supply power to the left and right IGN &
START CBs)
The applicable FUEL CMPTR to supply fuel scheduling for the
engine start
At least one INVERTER to provide an AC power supply to the OIL
PRESS indicating system.
Starter
With the battery, fuel computer, and starter-generator switches on, Starter Limitations
a 28 VDC starter on the engine accessory section provides normal To prevent starter damage,
engine starting from either external power or the aircraft battery system. observe the following cooling
Once the engine accelerates through approximately 45% to 50% N2, periods between starts:
Attempt Wait
the fuel computer turns off the igniters and the starter. (See Power Plant 1 . . . . . . . . . . . . . . . ..1 Minute
chapter.) During engine starts, the starter switch powers the ignition 2 . . . . . . . . . . . . .. . . .1 Minute
system through the thrust lever idle and fuel computer switches. 3 . . . . . . . . . . . . . . 15 Minutes
4 . . . . . . . . . . . . . .. . .1 Minute
Igniters 5 . . . . . . . . . . . . . . . . 1 Minute
6 . . . . . . . . . . . . . . . . . .1 Hour
A 28 VDC ignition system consists of an ignition exciter box on the left
side of each engine. The igniters provide continuous ignition when the
pilot manually sets the AIR IGN L/R switches as follows:
OFF position – power for ignition comes from the 7.5A START IGN
CB through the throttle quadrant ignition switch.
AIR IGN position – power for igni-tion comes directly from the left
or right 7.5A AIR IGN CBs to the ignition unit (bypassing the throttle
quadrant ignition switch).
An amber indicator above each ignition switch illuminates when the
ignition system receives power. The L/R Essential bus powers the
ignition system through the L/R AIR IGN CB.

March 2012
Starter Generator Switch in START Position
With the thrust lever at CUTOFF and the BAT switches ON, the L/R
IGN & START CBs apply DC power to close the left and right number
1 start relays. Then with the GEN START switch set to START, the
corresponding IGN & START CB applies DC power to:
Close the corresponding number 2 starter relay
Activate the corresponding standby fuel pump
Shut down the cooling, auxiliary heat, and stabilizer heat systems
Activate the ignition switch in the throttle quadrant.
When the number 2 starter relay closes, the starter begins to spool the
engine and the red START indicator beneath the corresponding starter-
generator switch illuminates. Moving the corresponding thrust lever
from CUTOFF to IDLE closes the switches in the throttle quadrant and
activates the ignition system. When turbine speed (N2) reaches 45%,
the fuel computer energizes a fuel control relay to remove power from
the number 2 starter relay and throttle ignition switches. The starter
then disengages and the START indicator and AIR IGN annunciator
extinguish.
NOTE: On S/N 003 through 019, the right and left start control
relays energize, de-energize the left and right start
relays in the generator control panel or, on S/N 020 and
subsequent, energizing the left and right start relays in
the starter contactor control box.
BATTERY
LH GEN CHARGING RH GEN
BUS
275 A 275 A
CURRENT CURRENT
LIMITER LIMITER
(L) #1 START (R) #1 START

RELAY RELAY
STARTER EXT STARTER
PWR
RELAY
(L) #2 START (R) #2 START
RELAY GPU RELAY
L BAT R BAT
RELAY RELAY
L BAT R BAT
Figure 5C-12: Starter Generator

March 2012
Electrical Systems
Starter Generator Switch in GEN Position

During the engine start sequence, when engine RPM reaches idle speed,
set the GEN START switch to GEN to accomplish the following:
Disengage the associated number 1 starter relay
Shut down the corresponding standby pump
Activate the corresponding generator
Reset the cooling, auxiliary heat, and stabilizer heat systems’ cutout
relays.
Then the generation circuits activate and control the corresponding
generator through the voltage regulator. Engine RPM acceleration raises
generator voltage output to the voltage regulator setting. Output from
the operating generator assists in starting the opposite engine.
Engine Starting Methods

Soft Start
All starters have soft start provisions. When 28 VDC is initially applied
to the starter, an internal resistor circuit allows only 10 to 14 VDC to the
starter. After approximately 1.5 seconds, the voltage drop across the
resistor decreases until system voltage is applied to the starter. This
occurs on all types of engine start.
External Power Start

An external power unit connects to a receptacle under the right engine External Power
pylon to power the aircraft electrical system. The Ground Power Unit Limitations
(GPU) must be set to provide a minimum 500 Amps to a maximum Max Amperage – 1,100 Amps
Max Voltage – 32 Volts
1,100 Amps at 28 VDC. Min Amperage – 500A
The GPU connects to the aircraft electrical system through a cutout
relay. At least one main aircraft battery switch must be on to enable the
cutout relay; when the relay closes, the GPU distributes power to all
electrical system DC buses. A voltage sensor removes power from the
cutout relay to protect the electrical system if the GPU voltage exceeds
33 ±2 volts.

March 2012
DC Preflight
Perform the following electrical checks prior to each flight.
On aircraft with lead-acid batteries, ensure the battery voltage is
a minimum of 24 VDC prior to engine start.
On aircraft with ni-cad batteries, ensure the battery voltage is a
minimum of 23 VDC prior to engine start. Check the illumination of
the BAT 140/Bat 160 annunciator by pressing the annunciator test
switch on the center instrument panel.
Check amperage on both operating generators for normal readings.
Perform voltmeter and ammeter checks.
Specific steps for each of these procedures are included in the Expanded
Normal Procedures chapter.
OFF
BAT 1
LEFT
BATTERY LEFT
BATTERY
RELAY
EXTERNAL POWER
CONTROL RELAY
EXT
EXTERNAL PWR
POWER RELAY
RECEPTACLE
EXTERNAL POWER
OVER VOLTAGE
CUTOUT CIRCUIT
RIGHT
RIGHT BATTERY
BATTERY RELAY
BAT 2
OFF
Figure 5C-13: Electrical System DC Buses

March 2012
Electrical Systems
AC Electrical System - Learjet 55
PRI WARNING ALTM & ROC

LIGHTS 2 L OIL PRESS
INV CONTROL 6
V PRI FLT DIR
A PRI FLT DIR ATTD
PRIMARY U PRI HDG & CRS SEL
T A
INVERTER C NAV 1
O 26V AC
OVERLOAD LOAD EQL CKT ADF 1
SENSOR T B PRI MACH A / S IND
60A R U PRI RMI / HSI BRG
FROM DC LEFT GEN BUS 115V AC OUTPUT A S PRI VLF BRG
N
S
F
POWER FREQ SYNC CKT O L AC BUS
26V AC L AUX AC BUS
RELAY R BUS
M PRI FLT DIR
E 115V AC EL LTS
PRI PRI
INV R L NOSE STEER
L AC PRI VM
FROM DC LEFT MAIN POWER BUS E
F PRI YAW DAMP
L AC TO BUS MACH TRIM
2A I T
L AUX AIR DATA SEN
OFF N A AFCS PITCH
AUXILIARY V BUS C AFCS ROLL
INVERTER E PRI DIR GYRO
OVERLOAD LOAD EQL CKT R B
AUX INV PRI VENT GYRO
SENSOR T PRI U RADAR
E L BUS S
60A VM PRI FLT DIR ATTD
FROM DC BATTERY CHARGING BUS 115V AC OUTPUT R
A PRI RATE GYRO
150 C AC BUS PRI FLT DIR HDG
P PRI 26V AC BUS
A 100 V
POWER FREQ SYNC CKT R R BUS O
A L
RELAY 50
7.5A AC BUS TIE
L
T SEC
WARNING S SEC VM
AUX LIGHTS L 0
INV CONTROL E
R AUX AC BUS TIE
AUX AUX INV L 0.25A R AC BUS
INV I BUS
ON 10A R AUX AC BUS
FROM DC ESS A BUS N R
I EL LTS
G CAB LTS CB
2A G
R AC H SEC VM
OFF C SEC YAW DAMP
O BUS T
10A SPOILERON
N A SEC DIR GYRO
T R AC TO BUS
C SEC VERT GYRO
SECONDARY R SAT TAS COMP
INVERTER O 26V AC B SEC FLT DIR ATTD
L A BUS U SEC RATE GYRO
OVERLOAD LOAD EQL CKT U 115V AC S
26V AC BUS
SENSOR B T
60A O O 2A
FROM DC RIGHT GEN BUS 115V AC OUTPUT X
T
R SEC VLF BRG
A 2 ADF 2
FREQ SYNC CKT N 6 R OIL PRESS
POWER V
RELAY S TONE GEN
INV F 26V AC SEC FLT DIR CMD
SEC O A
INV SEC C SEC FLT DIR ATTD
R SEC HSI
FROM DC RIGHT MAIN POWER WARNING M
SEC E B SEC HDG & CRS SEL
LIGHTS U NAV 2
2A INV CONTROL R
S SEC MACH A / S IND
OFF SEC RMI / HSI BRG

March 2012

March 2012
Electrical Systems
AC Electrical System - Learjet 55B/C
PRI WARNING A
INV LIGHTS U 26V AC B US
CONTROL T
I O 26V AC L OIL PRESS
PRIMARY AHS 1
N FMS 1
OVERLOAD INVERTER LOAD EQL CKT V T
FROM SENSOR R ADF 1
E COPILOT RMI
DC LEFT 60A R A
GEN BUS 115V AC OUTPUT T N N
E S 26V AC EMERGENCY PWR
R F
POWER FREQ SYNC CKT O 26V AC NAV 1
RELAY P R BUS
A M 115V AC E
FROM DC PRI R E LEFT AC BUS
LEFT MAIN INV PRI A R L AC
POWER L BUS
L TO LEFT AC BUS
2A E L AC BUS
L L AUX L AUX AC BUS
OFF PRI AC VM
I BUS
N MACH TRIM
WARNING TO LEFT AUX AC BUS NOSE STEER
AUX WARNING LIGHT G
LIGHTS EL LTS
INV CONTROL PRI AC
C RADAR
P AUX SWITCH RETURN VM 26V AC CONT
O
N EMERGENCY
S BUS
T
O R CONTROL L 150 R
O A A
L C 100 C 7.5A AC BUS TIE
P AUX SWITCH LEFT BUS SI - 100
N V V
S B EMERGENCY O 50 O
AC
L L
SEC AC RIGHT AC BUS
O AUX SWITCH RIGHT BUS O T T
INVERTER
S
0
S
VM
X
FROM DC AUX
INV P E
PRI 0.25A AC BUS TIE
S AUXILIARY R AUX BUS
LEFT ESS S INVERTER R AC BUS
A BUS E TO RIGHT AUX AC BUS R AUX AC BUS
2A C O 60A LOAD EQL CKT
OVERLOAD 10A SEC AC VM
OFF SENSOR SPOILERON
115V AC OUTPUT R AC BUS EL LTS
FROM DC TO RIGHT AC BUS CAB AC LTS
BATTERY 10A NOSE FAN
CHARGING BUS FREQ SYNC CKT N 26 AC CONT
115V AC
POWER
RELAY
FROM DC 26V AC
RIGHT EMER BUS BUS SI-100 115V AC
A E
U SEC YAW DAMP
SECONDARY T 2A PULLER
OVERLOAD INVERTER LOAD EQL CKT O
SENSOR 26V AC EMERGENCY PWR
FROM DC 60A T
RIGHT GEN BUS 115V AC OUTPUT 26V AC AHS 2
R
A PILOT RMI
N N
POWER FREQ SYNC CKT S 26V AC B US
INV RELAY F
SEC O
FROM DC RIGHT INV SEC R OIL PRESS
R E FMS 2
MAIN POWER WARNING
SEC LIGHTS M ADF 2
2A INV CONTROL E NAV 2
OFF R

March 2012

March 2012
Electrical Systems
AC Circuit Breakers (Typical)
10 L AC 2 MAIN B US 40 L ESS 40 L ESS R ESS B 20 R ESS A 20 MAIN B US 2 AC 7.5

B US C ONTR OL A B US B B US B US T IE B US T IE C ONTR OL B US T IE
L AUX XF L OW R ESS R ESS S E C INV R AC
10
AC B US
2 P R I INV 2 A UX INV 5 40 40 2 10
VA LV E B B US A B US B US
P R I F LT L IG N 2 L FA N L S TB Y R S TB Y R FA N R IG N R A UX
5 7.5 15 15 2 7.5 10
DIR & S TAR T R PM P UMP P UMP R PM & S TAR T A C B US
E L LT S L T UR B L F IL L R F IL L MA IN
2 2 2 L IT T 10
& XF E R
10 R IT T 2 50 E L LT S 2
R PM & XF E R B US T IE
2 NOS E 7.5 E ME R 15 L S TA L L 5 L JET R JET 5 R S TAL L 15 C A B LT S 2
S TE E R B AT 1 HT P UMP P UMP HT AC
NAV LT S L F UE L L FW R FW R F UE L B C N LT S
1/4 PR I VM 7.5 5
C OMP T R
5
S OV S OV
7.5
C OMP T R 5 7.5 S E C VM 1/4
P R I YAW S T R OB E WA R N L E NG R E NG WA R N S E C YAW
2 7.5 7.5
LT S
7.5
F IR E DE T
7.5 7.5 S TE R E O 7.5 2
DAMP FIR E DE T LT S DA MP
1
MA C H 7.5 A NT I 2 R A M A IR 7.5 L E NG R E NG 7.5 S TATIC 7.5 WING 5 S P OIL E R ON 1
T R IM S K ID T E MP F IR E E XT F IR E E XT P OR T S E L INS P LT S
2 STBY 7.5 A IS L E 1 MA N C OMM 2 7.5 F UE L 2 AFT 7.5

S E C DIR 5
ALTM LT S T E MP A / C B AT QT Y B A G LT S GYR O
2 AFCS 7.5 L NA C 2 PR I 3 S MOK E INS T R 7.5 AIR P R E S S 1 R NA C 7.5 S E C VE R T 5
P IT C H HT F LT DIR DE T LT S IND HT GYR O
2 AFCS 1 T E MP 5 7 .5 INS T R OIL 1 A UTO 1 WING 3 S AT T A S 1
R OL L C ONT R OL
A UDIO 1 LT S T E MP T E MP HT C OMP
P R I DIR FR E ON L P ITOT R P ITOT CAB S TA B SEC
5
GYR O
5 7.5 C OMM 1A 7.5 15 1 7.5 1
C ONTR OL HT HT T E MP HT F LT DIR
5 P R I VE R T 3
WHE E L 5 NAV 1 2 L IC E R IC E 2 CAB 5 WS HL D 7 .5 S E C R AT E 1
GYR O MA S T E R DE T DE T PR E SS HT GYR O
1 R A DA R 5 R A DA R 2 ATC 1 7.5 L A IR R A IR 7.5 HY D 1 R H R E AD 7.5

IG N IG N P R E S S IND LT
2 P R I F LT 7.5 L ECS 2 R A DIO 7.5 OXY BLEED 1 SEC 5 R ECS 7 .5

DIR ATTD VA LV E A LT M VA LV E A IR F LT DIR VA LV E
5 P R I R AT E 7.5 S QUAT 2 F PA 7.5 P IT C H S E C P ITC H 7.5 AUDIO 2 5 A UX 7.5
GYR O SW T R IM TR IM C A B HT
P R I F LT EMER R OL L TE S T 2 ALC 26V A C
2 7.5 7.5 C OMM 1B 7.5 5 2
DIR HDG ALTM T R IM S YS TE M S YS TE M B US
2 26V A C 7.5 YAW TAB FL AP 2 NAV 2 5 R UDDE R 5 S E C VLF 5

B US T R IM P OS N P E D ADJ BRG
2 A LT M 2 A DF 1 7.5 AFC S SEC 7.5 AT C 2 2 R T UR B 2 2
& R OC AFC S PR M A DF 2
L OIL AFC S NOS E R OIL
1/2 5 DME 1 3 GE AR 2 A LT M 2 7.5
PR E SS
1/2
PR ESS P IT C H S TE E R
5 P R I F LT 1
P R I MK R AFC S
FLAPS 3 AIU PWR 1 A DF 2 2 AIU 2
7.5 A2
DIR BCN R OL L REF
P R I F LT T / R E ME R AFC S S P OIL E R C OMM 2 DME 2 S E C F LT
2
DIR ATTD
3 P R I R MI 5 7.5 3 1 2 2
S TOW YAW DIR C MD
5 P R I HDG 7.5 PR I VFL 3 T /R 7.5 ALTM R S TAL L 3 S E C HF 7 .5 S E C MK R 5 S E C F LT 2

& CRS SEL NAV L IG HT S WAR N C OMM BCN DIR AT T D
5 NAV 1 5 F L IT E 20 AIU PWR 7.5 AIU PWR AIU PWR 5 S E C HF 20 1 2

F ONE B1 S E C R MI S E C HS I
B1 B2 C OMM
2 A DF 1 1 S E L C AL 20 G AL L E Y C OC K IT 15 S E C HF 3 S E C VFL 3 S E C HDG 5
B L OWE R C OMM NAV & CRS SEL
P R I MAC H P R I HF L S TA L L L C AB IN S NS R C A B IN NAV 2
2
A / S IND
2 10 TOIL E T 5 15 15 4 5
C OMM S W WA R N B L OWE R HT R DIS P L AY
P R I R MI / P R I HF 5 E NT R Y R C AB IN C AB INE T PA S S S E C MAC H
4 3 P UMP 20 15 5 1 2
HS I B R G C OMM LT B L OWE R LTS INF O A / S IND
P R I FLT T /R 7.5 E ME R S E C R MI 4
5 AIU REF 20 7.5 HE AT E R UP B K UP UP B K UP C ONTR OL B AT 2
7.5
DIR HS I B R G
DN NOR M DN NOR M
MA IN
B US
115 V AC
26 V AC

March 2012

March 2012
Electrical Systems
AC Electrical System
The Learjet 55/55B/C AC electrical system receives DC power from
the aircraft generators and converts it to 115 VAC and 26 VAC as the
aircraft AC systems require. A primary and secondary inverter in the aft
compartment generate and distribute AC power via a paralleling control
box. Other AC system components include two auto transformers that
convert 115 VAC to 26 VAC and overload sensors and current limiters
that protect the system. In addition, an optional third inverter may be
installed.
AC Inverters
Two 115 VAC, 400 Hz, 1,000 VA solid state static inverters are in the aft
equipment section above the baggage compartment. An exception is
S/N 142, in which the inverters are in the nose avionics compartment.
The left and right DC Generator buses supply 28 VDC through a 100 A
current limiter, an automatic reset overload sensor, and an inverter relay
to the primary and secondary AC inverters, respectively.
The DC Main Power buses power the inverter control relays through
a circuit breaker and the inverter switch. Either inverter is capable of
carrying the entire AC system load. At 400 Hz ±1%, the inverter frequency
is compatible with sensitive aircraft instruments.
During normal operation, the primary and secondary inverters apply
115 VAC power to the left and right AC buses, respectively, through the
paralleling control box. The left and right AC buses interconnect through
the 7.5A AC BUS TIE CB on the copilot’s circuit breaker panel.
Inverter Switches
Each of two INVERTER (PRI/SEC) switches on the center switch panel
controls its respective primary or secondary inverter. When either switch
is on (in PRI or SEC position), the associated power relay supplies input
power to the associated inverter. The 2A PRI-INV and SEC-INV CBs
on the left and right circuit breaker panels supply 28 VDC power to the
primary and secondary inverter control circuits, respectively.
Figure 5C-14: INVERTER Switches

March 2012
Optional Auxiliary AC Inverter
If installed, an optional auxiliary static inverter in the aft equipment
compartment below the refrigeration compressor supplies AC power to
either the left or right AC distribution bus, as selected with the auxiliary
inverter bus selector switch. The Battery Charging bus supplies input
power to the auxiliary inverter through a 100A current limiter, an automatic
reset overload sensor and an inverter relay. The DC right Essential B bus
powers the auxiliary inverter relay through a CB and the auxiliary inverter
switch. If required, the auxiliary inverter can power the AC system.
Auxiliary Inverter Switch

On Learjet 55 with an auxiliary inverter, two AUX INV switches on the
center panel control auxiliary inverter operation through an auxiliary
power relay. When selected ON, the AUX INV ON/OFF switch applies
auxiliary inverter power to the bus selected on the AUX INV L BUS/R
BUS switch.
On Learjet 55B/C with an auxiliary inverter, one three-position AUX
INV PRI/SEC/OFF switch controls the auxiliary inverter. Selecting PRI
applies power to the left AC Distribution bus; selecting SEC applies
power to the right AC Distribution bus.
The auxiliary inverter control circuits operate on 28 VDC power supplied
through the 2A AUX INV CB on the pilot’s circuit breaker panel.
Inverter Annunciators
The applicable amber inverter annunciator (PRI INV, SEC INV, or, if
installed, AUX INV) on the glare-shield panel illuminates if an inverter
fails or there is a malfunction on the corresponding bus. In addition,
the annunciators illuminate if the primary or secondary inverter switches
are selected OFF while electrical power is available. The AUX INV
annunciator does not illuminate when the switch is off; it illuminates only
if the switch is on and the inverter fails.
Figure 5C-15: AUX INV Switches Figure 5C-16: AUX INV PRI/SEC OFF
Switch

March 2012
Electrical Systems
Overload Sensors
An overload sensor on each inverter protects the inverter from DC
current flow overload damage. The overload sensor is a 60A thermal CB
mechanically connected to an internal switch. If an overload condition
occurs, the CB repositions the switch to de-energize the power relay
and remove DC input power to the affected inverter. In addition, the
switch applies a ground to trip the affected inverter’s control CB.
When the overload sensor CB cools, the switch resets; however, the
power relay does not energize because the inverter’s control CB is
open. After the malfunction is corrected and the affected inverter control
CB resets, the power relay energizes and the affected inverter comes
back on-line.
Paralleling Control Box

The paralleling control box is in the aft equipment compartment on all
models except S/N 142, where it is in the nose avionics compartment.
AC power from the inverters routes to the paralleling control box, which
provides automatic functions, switching logic, and warning signals.
Automatic functions include the following.
An automatic frequency circuit synchronizes inverter output
frequencies.
An automatic load circuit equalizes the AC load between static
inverters.
An automatic fault circuit isolates all open, fault to ground, fault to
28 VDC, and fault to 115 VAC wires that connect to the paralleling
control box.
Switching functions for the paralleling control box include the following:
115 VAC from the primary inverter to the left AC distribution bus,
115 VAC from the secondary inverter to the right AC distribution bus
115 VAC from an optional auxiliary inverter to the left or right AC
distribution bus.
If an inverter function becomes erratic, the paralleling box reduces the
malfunctioning inverter’s output. The minimum acceptable voltage for
reliable operation of the equipment powered through the AC buses is
90 VAC. If an inverter fails, creating insufficient inverter current flow, or
if an inverter control CB fails, the paralleling control box illuminates the
corresponding amber annunciator (PRI INV, SEC INV, or AUX INV).

March 2012
AC Buses
The primary and secondary inverters feed the left and right AC buses
respectively through the left and right 10A AC BUS CBs. The 7.5A AC
BUS TIE CB connects the left and right AC buses.
The auxiliary inverter can feed either the left or right AC bus through the
left AUX BUS or right AUX BUS CB, as selected with the AUX INV L/R
BUS switch.
Autotransformers
Two autotransformers, one in each pilot’s circuit breaker panel, reduce
the 115 VAC voltage to 26 VAC for certain aircraft and avionic systems.
The autotransformers also regulate the lowered output voltage so
that it maintains a constant value regardless of variations in the input
voltage. The 2A 26 VAC BUS CB on each circuit breaker panel supplies
115 VAC to the autotransformers.
AC Voltmeter and Bus Switch

On the Learjet 55, a single reading, vertical scale voltmeter (AC VOLTS)
in the center instrument panel monitors the 115 VAC distribution buses.
Selecting PRI on the AC BUS switch on the center switch panel monitors
the primary (left) 115 VAC distribution bus. Selecting SEC on the AC
BUS switch monitors the secondary (right) 115 VAC distribution bus.
On the Learjet 55B/C, a dual-reading AC voltmeter monitors both the
left and right 115 VAC distribution buses. The primary and secon-dary
voltmeter (PRI VM and SEC VM) CBs feed inputs to the voltmeter.
Figure 5C-17: AC Voltmeter Figure 5C-18: AC Bus Switch Figure 5C-19: AC Voltmeter

March 2012
Electrical Systems
Circuit Breaker Protection

Push-to-reset magnetic circuit breakers protect the aircraft AC electrical
circuits. Two circuit breaker panels, one on each side of the cockpit,
contain rows of circuit breakers arranged with AC buses on top and DC
buses on the lower three rows.
The top row contains the left and right AC bus, the 115 VAC bus, and the
26 VAC bus CBs. In the Learjet 55B/C, the Emergency DC bus is on
the top row as well. The 7.5A AC BUS TIE circuit breaker in the copilot’s
panel interconnects the left and right AC buses and powers the opposite
bus if one bus CB or current limiter fails.
Figure 5C-20: Circuit Breaker Panel

March 2012
Emergency AC Power (Learjet 55B/C)
The 115V, 75VA SI-100 inverter provides emergency AC power from the
DC Emergency bus via the EMER PWR CB. (See DC Electrical System,
Emergency Power Systems.)
With the emergency bus switch in EMER BUS position, the Emergency
bus control circuits apply 115 VAC power directly to the following:
NAV 1 CB on the left 115 VAC bus
SEC YAW DAMP and PULLER CBs on the right 115 VAC bus
(55B only)
Right 26 VAC auto transformer.
The 26 VAC auto transformer applies power to the right heading
reference system and the left RMI via the AHS 2 and PILOT RMI CBs.
The remainder of the equipment on the right 26 VAC bus is isolated.
With the Emergency bus switch in the NORM position, the following
occurs:
The left 115 VAC bus distributes power to the NAV 1 CB.
The right 115 VAC bus distributes power to the SEC YAW DAMP and
PULLER CBs and the right 26 VAC auto transformer (55B only).
All the equipment on the 26 VAC bus is powered normally.
AC Preflight
Perform the inverter system check. See the Expanded Normal Procedures
chapter of this manual for specific steps. If the check is not successful,
request maintenance

March 2012
Electrical Systems
Procedures
Abnormal Procedures
This section provides a brief discussion of the electrical system during
abnormal situations. For a list of specific procedural steps, please refer
to your CAE Operating Handbook.
Single Generator Failure

If the left or right GEN annunciator illuminates, reduce the load on the
operating generator, even though one generator is capable of supplying
all electrical requirements during flight. Check that the failed generator
switch is on; if so, toggle the RESET switch. If the annunciator does not
extinguish, check the failed generator’s CB. If the generator does not
reset, turn it off and continue the flight with one operating generator.
Partial AC Power Loss

Any one or more of the following may indicate partial AC power loss:
An inverter annunciator illuminates (indicating the inverter is off-line)
All items on a single AC bus fail
An AC bus CB opens.
The first priority is to control the aircraft. Cross check the emergency
gyro with the attitude indicators; the emergency gyro remains accurate,
but the attitude indicators may display erroneous information.
Once aircraft control is established, perform AC failure procedures
based on the malfunction identified according to the checklists in your

March 2012
This section provides a brief discussion of the electrical system during
emergency situations. For a list of specific procedural steps, please refer
to your CAE Operating Handbook.
DC Power Loss
The Essential A and B buses supply power for avionics, engine
gauges, autopilot, trims and other equipment. If a single bus fails, all
the equipment on that bus fails. If this occurs, the first priority is to fly
the aircraft, then identify the problem. Because bus failure may not be
immediately apparent, identifying all affected equipment helps to identify
the failed bus.
If an Essential A bus fails, the COMM/NAV functions are lost. Select the
COMMs and NAVs on the operating bus; pull the bus tie CB, if it is not
already open, to isolate the failed bus from the operating bus.
Reduce the load on the failed bus before attempting to reset the failed
bus CB. If the bus CB does not reset, it may be possible to regain the
bus’s power through the bus tie CB; however, consider that there is a
risk of losing both sides of the Essential bus.
Dual Generator Failure

If both generators fail, attempt to reset them. If only one generator resets,
decrease electrical load as much as possible. If neither generator comes
on line, the main batteries and emergency batteries are the only sources
of electrical power. Approximately 30 minutes of power is available on
the main batteries.
After the main batteries are depleted, select the emergency power switch
(EMER BAT 1) to power the emergency gyro, landing gear actuating
and indicating systems, flaps actuating system, both N1 indicators,
and the EMER PWR indicator. If a DC loss occurs with the emergency
power switch in STBY position, the power pack automatically powers
the stand-by attitude indicator, both N1 indicators and the EMER PWR
indicator.
An optional second emergency power pack powers the COM 2 radio
and other avionics specified by the original aircraft owner.
Ni-Cad Battery Overheat Warning System

(BAT 140/BAT 160 Annunciators On in Flight)
A battery overheat warning system alerts the crew of an imminent
battery overheat condition. When battery temperature reaches 140°F,
the red BAT 140 annunciator illuminates. If this occurs in flight, identify
the malfunctioning battery on the temperature indicator (BAT TEMP)
and isolate that battery by setting its switch to OFF; land as soon as
practical. Request battery replacement.
When battery temperature reaches 160°F, the red BAT 160 annunciator
illuminates; if this occurs in flight, identify and isolate the malfunctioning
battery and land as soon as possible. Request battery replacement.

March 2012
Electrical Systems
In both cases, ensure maintenance personnel perform the discharge-

recharge reconditioning cycle.
If either the BAT 140 or BAT 160 annunciator illuminates during engine
start, do not take off.
CUR LIM Annunciator On in Flight

The red CUR LIM annunciator illuminates if either of two 275A current
limiters that connect the Battery Charging bus to a Generator bus fails.
If a single current limiter fails, the operating current limiter continues to
charge from one generator to both batteries.
Check the ammeter and DC voltmeter. If ammeters do not show an
increase when STAB HEAT is momentarily engaged and the DC
voltmeter indicates battery voltage of 25V or less, dual current limiter
failure is likely. Follow procedures in your CAE Operating Handbook.
The Battery Charging bus powers the pilot’s and copilot’s Essential A
and B buses, if both current limiters fail, the ship’s batteries power the
Essential buses on S/N 003 through 089 without AMK 55-84-1. The
Generator buses power the Essential buses on 090 and subsequent
and aircraft with AMK 55-84-1.
NOTE: If one current limiter fails, the ammeters may not read
equally.
Complete AC Power Failure

Both inverter annunciators (PRI INV and SEC INV) illuminated and a
loss of all AC equipment indicates complete AC power failure. Maintain
aircraft control by reference to the emergency gyro; do not exceed 0.74M
because Mach trim is inoperative.

March 2012

March 2012
Electrical Systems
Data Summary
Electrical System
Power Source DC
Generators (2 engine-driven)
Batteries (2 ni-cad or lead acid)
AC
Static inverters (2)
Third optional inverter
Emergency power pack(s) (1 or 2)
SI-100 Emergency inverter (Learjet 55B/C)
Learjet 55 Generator L/R
Battery L/R
Battery Charging
Essential A/B L/R
Main Power L/R
Main L/R
Blower
Interior
Emergency battery 1
Optional Emergency battery 2
AC buses
AC L/R
26 VAC L/R
Learjet 55B/C Generator L/R
Battery L/R
Battery Charging L/R
Essential A/B L/R
Main Power L/R
Main L/R
Blower
Interior
Emergency L/R
Emergency batteries (2)
AC buses
AC L/R
26 VAC L/R
Control Switches
START GEN
RESET
Battery
Inverter
Auxiliary inverter (if installed)
EMER BAT
EMER BUS (Learjet 55B/C)

March 2012
Electrical System (continued)
GEN L/R
BAT 140
BAT 160
DC ammeter
DC voltmeter
BAT TEMP gauge
Current limiters
Inverter overcurrent – 60A
Main/Power bus overcurrent – 90A
Generator – 325A continuous

March 2012
Electrical Systems
Lighting Systems
Exterior Lighting
Landing/Taxi Lights
Two lights, one on each main gear, are full bright for landing and dim for
taxiing. A three-position (L or R/ TAXI/ OFF) LDG LT switch on the center
instrument panel controls the landing/taxi lights as follows.
With the switch in the L or R (on) position, the lights receive 28 VDC
to illuminate full bright.
With the switch in the TAXI position, resistors shunt the light’s input
power to 21 VDC to dim the lights.
The landing light control circuits are wired through the main gear down-
and-locked switches; therefore, the landing lights are inoperative when
the landing gear is not down and locked.
The bulbs and control circuits receive power through a 20 A current
limiter. Use the LDG LT mode sparingly to extend the service life of the
lights.
Navigation Lights
Navigation lights are on the forward portion of the wing tips and in
the vertical stabilizer aft bullet. The two-position NAV LT/OFF switch
on the copilot’s outboard switch panel controls the navigation lights.
With the switch in NAV LT (on) position, the following occurs:
The navigation light illuminates
Most instrument panel avionics annunciators dim
Most instrument panel and pedestal “peanut” lights dim
The LANDING GEAR position light dimmer rheostat activates.
The bulbs and control circuits receive power from the left Main bus on
the Learjet 55, or from the left Power bus on the Learjet 55B/C, through
the 7.5A NAV LTS CB on the pilot’s circuit breaker panel.
Figure 5C-21: Copilot’s Outboard Switch panel

March 2012
Anti-Collision (Beacon) Lights
Dual-bulb anti-collision lights are on top of the vertical stabilizer and on
the lower fuselage. The tandem mounted bulbs oscillate approximately
180° at 45 cycles per minute. An integral lens concentrates the light beam
and produces an illusion of 90 flashes per minute due to the oscillating.
The BCN LT switch on the copilot’s outboard switch panel (Figure 5C-21
previous page) controls the lights, which operate on 28 VDC supplied
through the 7.5A BCN LTS CB on the copilot’s circuit breaker panel.
Strobe Lights
Strobe lights are in the outboard side of each winglet and in the
vertical stabilizer aft bullet. The strobe system consists of the three
lights, a power supply unit for each light, and the STROBE LT switch
(Figure 5C-21 previous page) on the copilots’ outboard switch panel.
With the STROBE LT switch on, each light’s power supply receives
28 VDC via the 7.5A STROBE LTS CB on the pilot’s circuit breaker panel.
Each power supply produces a 450 VDC pulse to flash the associated
light at a rate of approximately 50 pulses per minute.
Recognition Light
A recognition light is on the upper leading edge of the vertical stabilizer.
The two-position RECOG LT/OFF switch (Figure 5C-21 previous page)
on the copilot’s outboard switch panel control.
the light. When the switch is on, control circuits apply 28 VDC from the
Battery Charging bus to illuminate the light. To extend the life of the bulb,
turn the recognition light off at altitudes of 18,000 ft. or above. The light
and control circuits operate on 28 VDC supplied through a 30A current
limiter.
Wing Ice Inspection Light

The wing ice inspection light below the copilot’s side window allows
inspection of the right wing leading edge for ice accumulation. A switch
on the copilot’s dimming control panel controls the 28 VDC light via a
5A CB.

March 2012
Electrical Systems
Interior Lighting
Interior lighting includes systems for the cockpit, passenger compartment,
and aft compartments.
Cockpit Lighting
Instrument Panel Floodlights
Three cold-cathode, fluorescent lights in the glareshield illuminate the
instrument panel. The FLOOD rheostat switch on the pilot’s dimmer
panel controls and dims the floodlights. The 7.5A FLOOD LTS CB on
the pilot’s circuit breaker panel supplies 28 VDC to two power supply
units that operate the fluorescent lights on 600 VAC.
Figure 5C-22: The FLOOD Theostat Switch and INSTER Dimmer Switch
Instrument Lights
Three 5 VDC power supply units power the incandescent lighting for the
instrument panel indicators, center pedestal indicators, and the magnetic
compass. The 7.5A INSTR LTS CB on the pilot’s circuit breaker panel
feeds provides 28 VDC to the power supply units.
The pilot’s INSTR dimmer switch controls brightness for the engine
instruments, pilot’s stall margin indicator, pilot’s flight instruments,
pilot’s subpanel, and auto-pilot controller mode selector switch lights.
Normally, a separate dimmer switch immediately forward of the dimmer
panel controls the pilot’s flight director LED readout.
Copilot’s INSTR dimmer switch controls brightness for the copilot’s stall
margin indicator, copilot’s flight instruments, cabin temperature indicator,
pressurization instruments, and the copilot’s subpanel. A separate
dimmer switch immediately forward of the dimmer panel controls the
copilot’s flight director LED readout.

March 2012
The copilot’s CTR PNL/PEDESTAL dimmer switch controls the
brightness for the center instrument panel (except engine instruments),
magnetic compass, pedestal, and autopilot controller.
Figure 5C-23: CTR PNL/PEDESTAL Dimmer Switch
Switch Panel Lighting

The following panels have 115 VAC electroluminescent lighting via the
2A EL LTS circuit breakers on both pilots’ circuit breaker panels:
Both pilots’ switch panels
Audio control panels
Microphone jack panels
Center switch panel
Pressurization and temperature control panel
Circuit breaker panels
Dimmer panels.
The EL PANEL and C/B PNL rheostat switches on the pilot’s and copilot’s
dimmer panels control and dim the panel lighting.
The pilot’s EL PNL dimmer switch controls the electroluminescent lighting
of the pilot’s inboard and outboard switch panels, the center switch panel,
the pilot’s audio control panel, the pilot’s microphone control/jack panel,
and the pilot’s dimmer panel. The pilot’s C/B PNL dimmer switch controls
the electroluminescent lighting of the pilot’s circuit breaker panel.
The copilot’s EL PNL dimmer switch controls the electroluminescent
lighting of the copilot’s outboard switch panel, the pressurization and
temperature control panel, the copilot’s audio control panel, the copilot’s
microphone control/jack panel, and the copilot’s dimmer panel. The
copilot’s C/B PNL dimmer switch controls the electroluminescent lighting
of the copilot’s circuit breaker panel.

March 2012
Electrical Systems
Map Reading Lights

Map reading lights on flexible conduits are on the left and right sidewalls
above the circuit breaker panels. A rheostat switch on the base of each
light assembly controls the light. The 7.5A INSTR LTS CB on both pilots’
circuit breaker panels supplies 28 VDC to the map reading lights.
Figure 5C-24: Map Reading Lights
Optional Dome Lights

Optional dome lights in the overhead panel illuminate the entire cockpit
area. The OVERHEAD LIGHT rheostat switch on the copilot’s side panel
controls and dims the dome lights. The STEP LIGHT switch (Figure
5C-26 next page) also controls these lights. The 7.5A INSTR LTS CB on
the copilot’s circuit breaker panel supplies 28 VDC to the dome lights.
Figure 5C-25: The OVERHEAD LIGHT Rheostat Switch

March 2012
Passenger Compartment Lighting
The passenger compartment lighting consists of aisle lights, passenger
reading lights, overhead lights, entry lights, NO SMOKING/FASTEN
SEAT BELTS signs, lavatory lights, cabin baggage compartment lights,
and the refreshment cabinet lights.
Aisle Lights
Aisle lights on each side of the center aisle provide foot path lighting.
The AISLE LIGHT rocker switch on the left service cabinet near the
entry door controls the aisle lights. The 7.5A AISLE LTS CB on the pilot’s
circuit breaker panel supplies 28 VDC to the aisle lights.
Figure 5C-26: AISLE LIGHT Rocker Switch

Passenger Reading Lights
Passenger reading lights are in the convenience panels above the
seats on each side of the cabin. Two directionally adjustable lights and
a push-on, push-off switch are in each convenience panel, along with
a fresh air outlet. The 7.5A AISLE LTS CB on the pilot’s circuit breaker
panel and the 7.5A RH READ LTS CB on the co-pilot’s circuit breaker
panel supply 28 VDC to the passenger reading lights on the left and right
sides of the cabin, respectively.
Figure 5C-27: Passenger Reading Lights

March 2012
Electrical Systems
Overhead Lights
Cold-cathode fluorescent lighting recessed in the cabin headliner
provides general cabin lighting. In the standard configuration, a 115 VAC
power supply unit illuminates the overhead lights. The 2A CAB LTS AC
CB on the copilot’s circuit breaker panel feeds the power supply unit.
Normally, the three-position OVERHEAD LIGHT rocker switch
on the left service cabinet near the entry door controls and dims the
overhead lights. To avoid damage to the fluorescent tubes or the power
supply, operate the lights full bright for two to three minutes before
selecting dim. During engine starts, either turn off the lights or operate
at full bright.
In the event of cabin depressurization, the center lights automatically
illuminate full bright if the cabin altitude reaches approximately
14,000 ft.
In aircraft with an optional emergency lighting system, two power supply
units illuminate the lights with 28 VDC supplied through the 10A CABIN
LTS CB on the copilot’s circuit breaker panel. If the normal electrical
system fails, the emergency lights automatically illuminate. See Optional
Emergency Lighting System.
Entry Light
A cabin entry door light on the left service cabinet illuminates the lower
door steps. The STEP LIGHT rocker switch (Figure 5C-26 previous
page) on the left service cabinet near the entry door controls the entry
light. The lights are wired to the Right Battery bus through the 5A ENTRY
LT CB on the pilot’s circuit breaker panel; the light is operative regardless
of the BAT switch position.
Figure 5C-28: Cabin Entry Door Light

March 2012
Baggage Compartment Light
The BAGGAGE LIGHT rocker switch on the left service cabinet near
the entry door controls the cabin baggage compartment overhead light.
The light’s circuits are wired to the right Battery bus through the 5A AFT
BAG LTS CB on the copilot’s circuit breaker panel; the light is operative
regardless of the BAT switch position.
Lavatory Lights
The LAV LTS switch in the vanity cabinet controls lights in the lavatory
headliner.
No Smoking and Fasten Seat Belt Signs
The flight crew controls the no smoking and fasten seat belt symbolic
signs in the forward and aft cabin headliner. When the switch on the
cockpit center switch panel is set to NO SMOKING FASTEN SEAT
BELT, both symbols illuminate and an audible tone sounds. When the
switch is set to FASTEN SEAT BELT, only the fasten seat belt symbol
illuminates and the tone sounds. In addition, a RETURN TO SEAT
sign in the lavatory illuminates whenever the fasten seat belt symbol is
activated.
The 7.5A AISLE LTS CB on the pilot’s circuit breaker panel supplies
28 VDC to illuminate the signs. The 1A TONE GEN CB on the copilot’s
circuit breaker panel supplies 26 VAC to operate the tone.
Figure 5C-29: Forward and Aft Cabin Figure 5C-30: No Smoking Fasten
Headliner Seat Belt Switch

March 2012
Electrical Systems
Optional Emergency Lighting System

If the normal electrical system fails, an optional emergency lighting system
provides cabin and exit lighting. The system consists of two emergency
power supplies, an upper cabin entry door light, an emergency exit/
baggage door light, the cabin overhead fluorescent lights, two system
switches, and associated aircraft wiring.
Two sealed ni-cad batteries and a control circuitry module comprise
each of two power supplies, one forward and one aft. The forward unit
powers the cabin overhead lights. The aft unit powers the emergency
exit/baggage door light and the cabin entry door lights. The power supply
batteries are charged through the 5A EMER LTS CB on the pilot’s circuit
breaker panel.
EMER LIGHT Switch

The three-position (TEST/ARM/DISARM) EMER LIGHT switch on the
pilot’s or center switch panel tests the system and provides automatic
emergency lights illumination if the normal electrical system fails.
Setting the switch to TEST simulates a normal electrical system power
failure; a control circuit completes a power circuit from the power supply
batteries to illuminate the emergency lights.
Setting the switch to ARM arms the system so that if the normal electrical
system fails, the emergency lights automatically illuminate.
Setting the switch to DISARM isolates the emergency lights from the
emergency batteries. Reposition the switch to ARM prior to takeoff. If
the switch in the DISARM position and at least one BAT switch is on, the
amber light adjacent to the EMER LIGHT switch illuminates to remind
the crew to reset the switch to ARM. Move the switch to DISARM prior
to setting the BAT switches off.
Figure 5C-31: EMERGENCY LIGHTING/ NORMAL Switch

March 2012
EMER LTS NORM Switch
The EMERGENCY LIGHTING/ NORMAL switch (Figure 5C-31 previous
page) on the left service cabinet near the entry door manually controls
the emergency lights. Setting the switch to EMERGENCY LIGHTING
illuminates the entry door, emergency exit/baggage door, and cabin
overhead lights.
For normal operation, set the EMER LIGHT switch in the cockpit
to ARM and the EMERGENCY LIGHTING/NORMAL switch to NORMAL;
this does not hinder automatic illumination of the emergency lights in the
event of overpressurization of the cabin above 14,000 ft. This setting
applies 28 VDC to each power supply to maintain a standby mode; it
also provides a trickle charge to the ni-cad batteries.
Figure 5C-32: The EMER LIGHT Switch

March 2012
5D
Fire Protection
Contents
Fire Protection

Schematic: Fire Detection System...............................................5D-4
Fire Detection Systems
Engine Detection System Components................................................5D-5
Control Units........................................................................................5D-5
Sensing Element Assemblies..............................................................5D-5

Schematic: Fire Protection System..............................................5D-6
Cabin Fire Detection System..................................................................5D-8
Smoke Detector...................................................................................5D-8
CABIN FIRE Annunciator....................................................................5D-8
Fire Extinguishing System
Components.............................................................................................5D-9
Fire Bottles/Extinguishing Agent..........................................................5D-9
ENG FIRE PULL T-Handles...............................................................5D-10
ENG EXT ARMED Switchlights.........................................................5D-11
Discharge Valves/Indicators..............................................................5D-12
Portable Fire Extinguisher.................................................................5D-12
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-13
Emergency Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-14
Engine Fire........................................................................................5D-14
Data Summary
Fire Protection System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-15

March 2012

March 2012
Fire Protection
Fire Protection
The fire protection system consists of a direct current overheat sensing
system for each engine. A visual warning light in the cockpit notifies of
an overheat condition or fire in either nacelle.
The engine fire extinguishing system includes two independent fire
bottles that discharge to either nacelle. The aircraft contains portable fire
extinguishers in the left refreshment cabinet and/or behind the pilot’s seat.

March 2012
Fire Detection System
Learjet 55
LH ESS B BUS RH ESS B BUS
L FIRE DET
L FIRE EXT
R FIRE DET
R FIRE EXT
L FW SOV
R FW SOV
ENG ENG ENG ENG
EXT EXT EXT EXT
FIRE ARMED ARMED ARMED ARMED FIRE
CONTROL CONTROL
ENG FIRE ENG FIRE

PULL PULL
FUEL FIREWALL PRESSURE PRESSURE

SHUTOFF VALVE INDICATOR INDICATOR
(AFT EQUIPMENT BAY)
600 600
300 900 300 900
0 1200 0 1200
PSI TWO-WAY PSI
CHECK
VALVE
LH RH
BOTTLE EXPLOSIVE BOTTLE
SQUIBS
TWO-WAY
CHECK VALVE
RELIEF
VALVE (217°F)
LH RH
NACELLE NACELLE
SHUTOFF VALVE
(AFT EQUIPMENT BAY)
HYDRAULIC FIREWALL SHUTOFF

VALVE (AFT EQUIPMENT BAY)
THERMAL MANUAL
DISCHARGE DISCHARGE
INDICATOR INDICATOR

March 2012
Fire Protection
Fire Detection Systems

The fire detection system identifies an overheat condition or fire in either
nacelle or in the cabin and advises the crew with lights in the cockpit.
Engine Detection System Components

Components of the fire detection system include:
Control units
Sensing elements/assemblies
ENG FIRE PULL T-handles.
Control Units
Two control units in the tailcone control the nacelle’s fire detection system
monitor resistance through sensing elements. If resistance drops below
350 ohms, the appropriate control unit illuminates the affected nacelle’s
T-handle ENG FIRE PULL light and the Master Warning lights.
Sensing Element Assemblies

Each sensing element assembly consists of three tube-like components:
around the tailcone, on a support tube around the accessory gearbox,
and on the firewall.
Each element is an inconel metal tube enclosing a thermistor core
(a ceramic material) with embedded wires.
FIRE DET
MACH L STALL
TRIM
R STALL
MACH TAILCONE SENSING
MACH ELEMENT (700°F)
CAB MON
ALT
TRIM
OFF SPD
FIREWALL SENSING
ELEMENT (300°F)
SUPPORT TUBE (300°F)
ACCESSORY GEARBOX
SENSING ELEMENT
Figure 5D-1: Sensing Element Assembly

March 2012
Learjet 55B/C
LH ESS B BUS RH ESS B BUS
L FIRE DET
L FIRE EXT
R FIRE DET
R FIRE EXT
L FW SOV
R FW SOV
ENG ENG
EXT EXT
FIRE ARMED ARMED FIRE
CONTROL CONTROL
ENG FIRE ENG FIRE

PULL PULL
PRESSURE PRESSURE
FUEL FIREWALL INDICATOR INDICATOR
SHUTOFF VALVE 600 600
(AFT EQUIPMENT BAY) 300 900 300 900
0 1200 0 1200
PSI TWO-WAY PSI
CHECK
VALVE
LH EXPLOSIVE RH
BOTTLE SQUIBS BOTTLE
TWO-WAY
CHECK VALVE
RELIEF
VALVE (217°F)
LH RH
BLEED AIR NACELLE NACELLE
SHUTOFF VALVE
(AFT EQUIPMENT BAY)
HYDRAULIC FIREWALL SHUTOFF

VALVE (AFT EQUIPMENT BAY)
THERMAL MANUAL
DISCHARGE DISCHARGE
INDICATOR INDICATOR
EXTINGUISHING AGENT

March 2012
Fire Protection
ENG FIRE PULL T-Handles

The control units in the aft compartment illuminate the ENG FIRE PULL
T-handle for the affected engine if thermistor core resistance levels
indicate an overheat condition or fire exists.
Electrical resistance in the thermistor core decreases as the temperature
increases to allow increased current flow. Core resistance is relatively
high in normal ambient temperatures; little current flows across the core.
When an accessory gearbox or fire-wall sensing element’s resistance
level is roughly equivalent to 148.8°C (300°F), the control unit illuminates
the ENG FIRE PULL lights for the affected engine.
Because normal tailcone ambient temperatures are significantly higher
than on an accessory gearbox or firewall, the tailcone element’s
resistance level must be approximately equivalent to 371°C (700°F)
before the light illuminates.
Electrical power for the system passes through the 7.5 Amp L and R ENG
FIRE DET CB on the pilot’s and copilot’s ESS B panels respectively.
Figure 5D-2: ENG FIRE PULL T-handle

March 2012
Cabin Fire Detection System
Components of the cabin smoke detection system include:
A smoke detector
An amplifier
Circuit breaker
A CAB FIRE annunciator.
Smoke Detector
The smoke detector is in the upper left side of the cabin baggage
compartment’s aft bulkhead. The SMOKE DET CB on the pilot’s CB
panel powers the detector, which sends a signal to the smoke detector
amplifier.
The smoke detector amplifier in the upper LH side of the aft bulkhead
of the cabin baggage compartment amplifies the signal from the smoke
detector and applies it to a transistor circuit.
CABIN FIRE Annunciator

The transistor circuit receives the signal from the amplifier and completes
a ground to illuminate the red CABIN FIRE annunciator on the glareshield
annunciator panel to flash on and off.

March 2012
Fire Protection
Fire Extinguishing System

The engine fire extinguishing system in the aft compartment provides
fire suppressing capabilities for both engine nacelles. A portable fire
extinguisher in the cabin serves as protection for the flight and passenger
compartments.
Components
The fire extinguishing system consists of the following:
Fire bottles/extinguishing agent
Check valves
ENG FIRE PULL T-handles
Discharge valves/indicators
Portable fire extinguisher.
Fire Bottles/Extinguishing Agent

Two Walter Kidde or HTL Advanced Technology (formerly American
Standard) bottles in the aft compartment contain a fire extinguishing
agent, CF3Br (Halon 1301), at 600 PSI. A pressure gauge on each bottle
indicates the container’s pressure.
An explosive cartridge (i.e., squib) detonates to discharge the bottle’s
contents. The bottle discharges (full discharge) in approximately one
or two seconds. The agent is noncorrosive. There is no requirement for
engine or nacelle cleaning after discharge.
Two two-way check valves in the system prevent the agent from entering
the second bottle and line when the first bottle discharges.
Figure 5D-3: A Pressure Gauge

March 2012
ENG FIRE PULL T-Handles
Pulling an ENG FIRE PULL T-handle closes the respective engine’s
main fuel shutoff valve, hydraulic shutoff valve, and bleed air shutoff and
pressure regulator valve.
On the Learjet 55, both amber ENG EXT ARMED switchlights above
the pulled T-handle illuminate. In addition to the switchlights, the amber
EMERG PRESS annunciator also illuminates.
On the Learjet 55B and 55C, both ENG EXT ARMED single lights
illuminate. The EMERG PRESS annunciator also illuminates.
On all models, the EMERG PRESS annunciator may be extinguished
by turning OFF the associated BLEED AIR switch during the Engine Fire
Shutdown checklist.
Figure 5D-4: EMERG PRESS Annunciator

March 2012
Fire Protection
ENG EXT ARMED Switchlights

Pressing an illuminated ENG EXT ARMED switchlight extinguishes
the light, disables the corresponding light above the second T-handle
and applies 28 VDC to the explosive cartridge on the respective bottle.
The bottle discharges its contents into the nacelle associated with the
T-handle.
When DC is removed from the aircraft, then restored, both ENG EXT
ARMED lights illuminate even if a bottle is empty. An illuminated ENG
EXT ARMED light does not guarantee bottle readiness.
Resetting the ENG FIRE PULL T-handle in flight after pressing an ENG
EXT ARMED light has no effect on the light indications.
On the ground or in flight with the T-handle pulled and a fire bottle
discharged, setting the battery switches to OFF and pushing the ENG
FIRE PULL T-handle in resets the ENG EXT ARMED lights through the
master warning box. When the battery switches are reset to ON, with the
fire-bottle empty, the ENG EXT ARMED lights function normally when
the ENG FIRE PULL T-handle is pulled a second time.
Figure 5D-5: ENG EXT ARMED Switchlight

March 2012
Discharge Valves/Indicators
A thermal discharge valve in each bottle relieves pressure when bottle
temperature reaches 102.8°C (217°F), vents bottle contents overboard.
A red thermal discharge disc ruptures when either of the fire extinguisher
bottles discharge overboard.
If a bottle discharges into a nacelle, a yellow manual discharge indicator
disc under the left nacelle pylon ejects. During the preflight inspection,
visually check for missing discs. If a disc is missing, contact maintenance.
Figure 5D-6: Thermal Discharge Disc
Portable Fire Extinguisher

The portable fire extinguisher is available for use in the flight and
passenger compartments. Its location varies by aircraft.

March 2012
Fire Protection

Preflight
To test system operation, set the rotary test switch to FIRE DET and
press the pushbutton. This connects a resistance to ground in the
circuit and checks continuity of the fire detection loops. The resistance
simulates an engine fire and illuminates both ENG FIRE PULL T-handle
warning lights and Master Warning lights.
Maintenance personnel will check the pressure gauge on each bottle
for proper indication during inspections. Check the gauge indication for
approximately 600 PSI at 21°C (70°F). Consult the correction table next
to the gauge for temperature and pressure variants.
Figure 5D-7: Rotary Test Switch

March 2012
Emergency Procedure
There are no abnormal procedures associated with an engine fire. It is
always an emergency procedure. Refer to the CAE Operating Handbook
for the specific procedure steps.
Engine Fire
Move the throttle on the affected engine (whichever ENG FIRE PULL
T-handle is illuminated) to CUTOFF. If fire is not visible (no other
indications of fire) and the ENG FIRE PULL T-handle light extinguishes,
land as soon as practical.
However, if the ENG FIRE PULL T-handle light remains illuminated, pull
T-handle and discharge one of the fire bottles into the engine by pressing
the illuminated ENG EXT ARMED light. Pulling the T-handle closes the
respective engine’s main fuel shutoff valve, hydraulic shutoff valve, and
bleed air shutoff and pressure regulator valve. If the ENG FIRE PULL
T-handle light remains illuminated, discharge the second fire bottle.
If the fire persists, land as soon as possible.

March 2012
Fire Protection
Data Summary

Distribution Each bottle discharges to either engine
Control ENG FIRE PULL T-handle
Monitor ENG FIRE PULL T-handle lights
Red thermal discharge indicator disc
Yellow manual discharge indicator disc
Fire bottle pressure gauge (600 PSI at 21°C (70°F) – fully charged)
Protection Overpressure relief: thermal discharge valve on each bottle
Extinguishing agent backup prevention: two one-way check valves
in lines between bottles.

March 2012

March 2012
5E
Flight Controls
Contents
Flight Controls

Schematic: Flight Controls............................................................5E-4
Primary Flight Controls
Ailerons.....................................................................................................5E-5
Aileron Trim...........................................................................................5E-6
Elevators...................................................................................................5E-7
Rudder.......................................................................................................5E-8
Rudder Trim..........................................................................................5E-8
Horizontal Stabilizer.................................................................................5E-9
Pitch Trim..............................................................................................5E-9

Schematic: Mach Trim System ................................................... 5E-11
Mach Trim...........................................................................................5E-13
Trim-in-Motion Audio Clicker...............................................................5E-14
Control Wheel Master Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-14
Pedal Adjust Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-15
Yaw Damper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-15
Yaw Damper Control Panel................................................................5E-16
Controls Gust Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-18
Secondary Flight Controls
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-19
Flap Position Indicator........................................................................5E-21
Flap Pressure Relief Valve.................................................................5E-21

Schematic: Flaps System............................................................ 5E-22
Spoiler Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-23
Spoileron Mode...................................................................................5E-23
Autospoilers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-25

Schematic: Spoilers System........................................................ 5E-26
Schematic: Stall Warning System............................................... 5E-27
Stall Warning System (Learjet 55 and 55B). . . . . . . . . . . . . . . . . . . . . 5E-29
Stall Margin Indicator..........................................................................5E-29
Stall Warning System (Learjet 55C). . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-30
Stall Warning System Test Switch......................................................5E-32
Stall Fences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-33
Mach/Overspeed Warning System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-35
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-37
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-37
Autopilot TRIM Annunciator Illuminates in Flight (Learjet 55B/C).......5E-37
Mach Trim Malfunction........................................................................5E-37
MACH TRIM and PITCH TRIM Lights Illuminated..............................5E-38
PITCH TRIM Light Illuminates in Flight...............................................5E-38
Learjet 55 For Training Purposes Only 5E-1

March 2012
SPOILER MON or AUG AIL Annunciator Illuminated.........................5E-38
Stall Warning System Failure.............................................................5E-38
Pitch Axis Malfunction.........................................................................5E-39
Recovery from Inadvertent Overspeed...............................................5E-39
Roll or Yaw Axis Malfunction...............................................................5E-39
Yaw Damper Failure...........................................................................5E-39
Control System Jam...........................................................................5E-40
No Flap Approach and Landing..........................................................5E-40
Data Summaries
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-41
5E-2 For Training Purposes Only Learjet 55

March 2012
Flight Controls
Flight Controls
The primary flight controls are mechanically driven by direct cable
connection to the corresponding cockpit control; they consist of the
following:
Ailerons
Elevators
Rudder.
Secondary flight controls are electrically controlled and hydraulically
operated. They are as follows:
Flaps
Spoilers.
In addition to the primary and secondary flight controls, the following
complete the flight controls system:
Primary and secondary pitch trim
Aileron trim (roll)
Rudder trim system (yaw)
Mach trim
Stall warning
Mach overspeed devices
Autopilot (see Avionics chapter).

March 2012
Flight Controls
ELEVATORS
(PITCH)
HORIZONTAL
STABILIZER
AILERON
RUDDER
(YAW)
FLAP
RUDDER
TRIM TAB
SPOILER
FLAP
AILERON TRIM (ROLL)
BALANCE TAB
SPOILER
AILERON
PRIMARY FLIGHT CONTROLS
SECONDARY FLIGHT CONTROLS

March 2012
Flight Controls
Primary Flight Controls

The primary flight controls (i.e., the ailerons, elevators, and rudder)
permit command of the aircraft through the roll, pitch, and yaw axis.
They receive input from the control wheels, control columns, and pedals
in the cockpit via cables and bellcranks.
Ailerons
Ailerons on the outboard trailing edge of each wing provide roll control
of the aircraft mechanically through the control wheel or electronically
through the autopilot servo. The ailerons also incorporate balance tabs
to reduce the forces required to position the control surface.
Figure 5E-1: Ailerons

Gap seals on the ailerons reduce drag and improve aerodynamic
characteristics. The seals delay the onset of aileron excitement “buzz”
at high Mach speed. The gap seals are small, flat brushes positioned in
the aileron’s recess. The seals are between the wing and the edges of
the aileron. Silicone lubricant prevents moisture from freezing in the
seals at high altitude.
Figure 5E-2: Gap Seals on Ailerons

March 2012
Rotation of the control wheel moves the ailerons inversely to one another
(i.e., the aileron on one wing moves up and the aileron on the opposite
wing moves down). Full range of travel for the ailerons is 18° ±1° up and
18° +1°, -2° down.
Aileron Trim
A trim tab on the left aileron’s inboard trailing edge provides lateral trim
capability. A rotary-type electric actuator connects to the tab using a
push-pull rod. Power for operation of the tab is 28 VDC from a 7.5A
ROLL TRIM CB on the pilots Essential B bus.
Figure 5E-3: Trim Tab

A trim switch on the outboard horn of the left and right control wheel
controls the actuator. The trim switch is a dual-function (trim and trim
arming) switch. The switch’s four positions are as follows:
LWD (left wing down)
RWD (right wing down)
NOSE UP
NOSE DN.
Figure 5E-4: Trim Switch

March 2012
Flight Controls
Press the arming button on top of the switch while simultaneously

moving the switch in one of the four (LWD, RWD, Nose up, Nose down)
directions. The actuation of the pilot’s switch overrides the actuation of
the copilot’s switch. Actuation of the switch disengages the autopilot.
The AIL TRIM indicator symbolizes the aileron trim tab position. The two
semi-circular scales and pointers present the trim tab position for the
LWD and RWD. A potentiometer in the left aileron signals the indicator
displaying trim tab position.
Elevators
The elevators, attached to the trailing edge of the horizontal stabilizer,
provide pitch control of the aircraft mechanically through fore and aft
movement of the control column or electrically through the auto-pilot
pitch servo.
Figure 5E-5: Elevators

A closed loop cable assembly from the control column to the tail section
drives the elevators through a range of 15° ±30’ trailing edge up travel
on the Learjet 55 and 55B. On Learjet 55C the trailing edge travel is
15° ±30’ up and 16.5° ±30’ down.

March 2012
Rudder
A direct connect cable system from both sets of rudder pedals to the tail
section drives the aircraft rudder. The rudder, at the trailing edge of the
vertical stabilizer, provides directional control of the aircraft about the vertical
axis. Full range of motion is 30° +2°, -1° left and right of center. Rudder
pedals or the PRI or SEC yaw damper servos control the rudders.
Figure 5E-6: Rudder
Rudder Trim
The rudder trim system reduces pilot input forces to aid the pilot in
maintaining yaw control of the aircraft.
The dual rotary-type trim tab switch labeled NOSE LEFT/OFF/RIGHT on
the center pedestal positions the rudder trim tab on the lower trailing edge
of the rudder. Moving both rudder trim switches from the spring-loaded
OFF position to either the right or the left operates the tab electrically.
An actuator positions the rudder trim tab on the lower trailing edge of
the rudder. For trim tab control on Learjet 55 and 55B, a single pushrod
assembly connects to a rotary-type electrical actuator in the rudder’s
leading edge. On Learjet 55C, dual pushrods connect to the actuator for
trim tab control.

March 2012
Flight Controls
The rudder semi-circular scale and pointer trim indicator on the center
pedestal shows the position of the rudder trim tab. Trim tab travel is 11°
±1° left and right. The indicator receives 28 VDC from the R ESS B bus
on the Learjet 55 and the right EMERG Power bus on the Learjet 55B
and 55C. The power passes through the 2A TAB FLAP POSN CB on the
copilot’s CB panel.
Figure 5E-7: Pitch Trim Indicator
Horizontal Stabilizer
The horizontal stabilizer is an airfoil attached to the top of the vertical
stabilizer, which provides stability in pitch. Repositioning the horizontal
stabilizer with a dual motor, screw-jack type actuator produces pitch trim.
Pitch Trim
Two DC electric trim motors control the repositioning of the horizontal
stabilizer. The two motors, primary and secondary trim, are mounted
below the horizontal stabilizer in the forward portion of the vertical
stabilizer. When either motor is activated, it engages a jackscrew to
move the stabilizer and cause a pitch change.
Primary Trim
With the PITCH TRIM selector switch (Figure 5E-7) in PRI, the primary
trim motor receives power to operate whenever the trim control switch
(Figure 5E-4) on either yoke is activated.

March 2012
The primary motor has two speeds. Fast trim is for slower flight speeds
while slow trim is for high speed flight. An assembly of microswitches
changes the motor speed at approximately 6.5 on the PITCH TRIM
indicator (Figure 5E-7). The rate change occurs at approximately
200 Kts IAS. An index on the left side of the PITCH TRIM indicator marks
the speed change.
Secondary Trim
The secondary trim provides a backup for the primary trim. In addition, the
autopilot uses the secondary trim system to control stabilizer movement.
To use secondary trim, place the PITCH TRIM selector switch in SEC.
Next hold the NOSE UP-NOSE DOWN switch in the desired position as
long as trim is needed. The secondary NOSE UP-NOSE DOWN switch
is spring-loaded to off. Secondary trim has one speed.
A 7.5 Amps CB on the pilot ESS bus provides 28 VDC power to operate
the primary trim motor. A 7.5 Amps CB on the copilot ESS B bus powers
secondary trim.
NOTE: Pressing and holding either the pilot’s or copilot’s wheel
master switch disengages the primary trim and the
secondary trim if a pitch axis malfunction occurs.

March 2012
Flight Controls
Mach Trim System
PRIMARY TRIM-
TO MACH TRIM COMPUTER LOW RATE N DN
AIR 4 AFT
DATA 6 TO PITCH
TRIM
COMPUTER 8 TRIM
PRIMARY TRIM- MACH TRIM

TO AUTOPILOT COMPUTER HIGH RATE N UP FOLLOW-UP
LEARJET 55B/C: S/N 55-127 AND SUBSEQUENT
STAB POSITION
SWITCH
MACH TRIM P S
COMPUTER R E
I C
1 PRI TRIM
MACH TRIM ELEVATOR
AIR SPEED
DATA PRIMARY TRIM MONITOR
SENSOR
MACH MON
AUTOPILOT AUTOPILOT TRIM

PITCH UP/DOWN
COMPUTER SPRING
NOSE
ASSEMBLY
PITCH
TRIM DN
O SECONDARY TRIM
F
F
SEC NOSE
UP
3° FLAP
SWITCH
AURAL
TRIM-IN-MOTION
WHEEL MASTER PITCH SERVO
SWITCH (MWS)
FOUR-WAY (THUMB)
TRIM SWITCH

March 2012

March 2012
Flight Controls
Mach Trim
The Mach trim system compensates and adjusts for stick force and pitch
attitude changes at aircraft speeds above 0.70 Mach.
Trim Limitations
As airspeed increases, a speed sensing switch automatically turns on the Accomplish the trim system check
Mach trim system at 0.70 Mach. The pilot has no direct control over this prior to every flight per the Before
system because the information is fed directly from the air data sensor Starting Engines Procedure. Complete
(Learjet 55) or air data computer (Learjet 55B/C) to the Mach trim computer. trim systems operations check every
10 hours.
The Mach trim computer adjusts the position of the horizontal stabilizer
by sending signals to the primary trim motor. This compensates for Mach
Tuck, the down movement of the nose of the aircraft while accelerating.
At speeds between 0.70 and 0.74, Mach trim is in a “watch” mode.
At speeds above 0.74, Mach trim is active and positions the stabilizer
providing proper force per unit of speed increase or decrease.
A 1 Amp 115V CB on the left AC bus powers Mach trim.
NOTE: Mach trim is required to meet the FAA Part 25.173
requirement of 1 lb change in control pressure for each
6 Kts change in airspeed.
Mach Trim Monitor

The Mach Trim monitor continuously monitors the length of trim output
signal from the Mach trim computer and the returning reference signal
from the primary trim motor back to the computer.
If the monitor determines an excessive amount of trim has occurred,
it cuts off power to the primary trim motor. The amber PITCH TRIM
annunciator illuminates to signal failure of the motor. The red MACH
TRIM also illuminates because failure of the trim motor disables Mach
trim. No over-speed warning sounds.
Regain control of primary trim by moving the PITCH TRIM selector switch
from PRI to OFF and then back to PRI. The PITCH TRIM annunciator
extinguishes. The MACH TRIM annunciator remains illuminated until the
system is reset or repaired.
If aircraft speed is above 0.70 Mach and power is lost or no returning
reference signal is received by the Mach trim computer, the red MACH
TRIM annunciator illuminates. If speed is above 0.74, the overspeed
horn sounds. Slowing the aircraft to below 0.74 silences the horn, but
the MACH TRIM annunciator remains illuminated. Accelerating above
0.74 reactivates the overspeed warning horn. Placing the rotary test
switch in MACH TRIM and momentarily pressing the TEST button may
resynchronize the system so that MACH TRIM annunciator extinguishes.
If the system does not reset, the crew can fly at a speed below 0.74 with
the MACH TRIM annunciator illuminated or engage the autopilot to take
over the Mach trim requirements.

March 2012
With Autopilot Engaged
If the autopilot is operating, the Mach trim system is in standby or
non-functional mode. If the autopilot is on when airspeed reaches 0.70
Mach, the trim system cannot turn on. The autopilot system, however,
coordinates adjustments to the elevator and horizontal stabilizer to
accomplish the actions of the Mach trim system.
With pitot static information from the air data sensor, the autopilot system
adjusts the autopilot pitch servo to controls pitch (airspeed or altitude or
vertical speed). The autopilot servo adjusts the elevator as the autopilot
sends trim signals to the secondary trim motor to adjust the horizontal
stabilizer.
Trim-in-Motion Audio Clicker

A trim-in-motion audio clicker system alerts the crew of horizontal
stabilizer movement. After approximately one second of continuous
stabilizer movement, a detector box produces a series of audible clicks
through the headsets and cockpit speakers. The trim-in-motion audible
clicker may or may not sound during Mach trim or autopilot trim due to
the duration of the trim inputs.
On S/N 042 and subsequent, the trim-in- motion audio clicker system,
which is wired through the flap position switches, does not sound with
the flaps beyond 3°. During the pitch trim system check, the flaps must
be up to verify clicker operation prior to flight. On prior aircraft, the clicker
sounds anytime stabilizer trimming occurs.
Control Wheel Master Switches

Each control wheel’s outboard horn has a red control wheel Master
Switch (MSW) beneath the control wheel trim switch. In addition to their
other functions, either MSW, when pressed and held, inhibits primary or
secondary pitch trim. When using the MSW to inhibit either the primary
pitch trim or secondary pitch trim the trim does not resume until the
release of the MSW.

March 2012
Flight Controls
Pedal Adjust Switches

Each set of rudder pedals individually adjusts through the PEDAL
ADJUST switch on the respective pilot’s outboard switch panel. Both
switches have three positions:
FWD
OFF
AFT.
Figure 5E-8: PEDAL ADJUST Switch

Selecting FWD or AFT moves the electrically controlled actuator to adjust
the pedals to the desired position. Power for the rudder pedal adjust
system travels through a 5A RUDDER PED ADJ CB on the copilot’s
main CB panel. The pedals adjust approximately five inches.
Yaw Damper
The yaw damper on the Learjet 55/55B provides automatic stabilization
about the yaw axis by controlling transient yaw motion (also known as
Dutch Roll) through a dual (primary and secondary) yaw damper system.
One box contains both yaw damper computers and the control panels. The
system consists of a computer, a yaw servo and capstan, a yaw follow-up,
a yaw rate gyro, a lateral accelerometer, and associated aircraft wiring.
Both yaw damper systems for the Learjet 55 must be operational for flight.
While taxiing, the yaw damper may be used to deliver better steering
feel and improved nosewheel centering through the rudder pedals. Yaw
damper authority (or force) is reduced with the flaps extended beyond 3°.
This decreases the force required to move the rudder pedals during taxi
and landing. Pressing the wheel master switch disengages the yaw damper
(Figure 5E-7).
The J.E.T. yaw dampers in the Learjet 55 require 28 VDC and 115 VAC
of power. The primary yaw damper receives power from the Left ESS B
bus through the 7.5A AFCS YAW CB and from the left AC bus through
the 2A PRI YAW DAMP CB. The secondary yaw damper receives power
from the Right ESS B bus through the 7.5A SEC AFCS CB and from the
Right AC bus through the 2A SEC YAW DAMP CB.

March 2012
Each yaw damper consists of a computer and an actuator. The systems
operate independently, and only one can be engaged at a time.
The Learjet 55B’s primary yaw damper is part of the Collins autopilot
system and does not require AC power. The Left ESS B bus powers the
primary yaw damper through the FCC1 CB. The secondary yaw damper
manufactured by J.E.T. operates independently of the autopilot. The
secondary yaw damper receives 28 VDC power through the 2A SEC
YAW DAMP CB on the Right ESS B bus. Power from the Emergency
bus switching system supplies the secondary yaw damper if a dual
generator failure occurs. DC power is available through the EMER bus,
and the S1-100 emergency inverter provides AC power.
On the Learjet 55B, the primary yaw damper uses the autopilot computer
output to operate the primary yaw servo. The secondary yaw damper
operates identically to the Learjet 55.
Both yaw dampers for the Learjet 55/55B must be operational for flight
with one engaged after takeoff and operated constantly, except when
trimming the rudder.
The Learjet 55C consists of one yaw damper, which operates identically
to the primary yaw damper on the Learjet 55B. There is no operational
requirement and the system performs its own self-test.
NOTE: Disengage the yaw damper prior to landing on the Learjet
55, 55B, and 55C if executing a no-flap landing.
NOTE: This is the minimum yaw damper check. For a complete

check, refer to the AFM, Section 2.
Yaw Damper Control Panel

The yaw damper control panel on the pedestal for the Learjet 55 provides
yaw damper selection and indicating functions. The panel divides into
the PRI (left) and the SEC (right) yaw damper buttons, annunciators,
and effort indicators. The buttons function as follows.
PWR buttons. The PWR buttons provide power to the respective
PRI or SEC yaw damper. Pressing the respective system PWR
button illuminates the system’s ON annunciator in the panel. The
yaw damper system is active but not coupled to the associated
yaw servo. A second press eliminates power to the damper and
extinguishes the annunciator.
ENG buttons. Pressing the PRI or SEC ENG button with the ON
annunciator illuminated illuminates the respective ENG annunciator
and engages the corresponding yaw damper. This couples the
associated yaw servo to the corresponding yaw computer. The
computer produces output signals that drive the servo. The yaw
damper systems only allow one yaw damper engagement at a time
(i.e., engaging PRI ENG disengages SEC ENG). Pressing the PRI
ENG or SEC ENG button disengages the corresponding yaw damper
and sounds the yaw damper disengage tone.

March 2012
Flight Controls
TST button. With the ON annunciators illuminated, a self-test of

both yaw dampers occurs simultaneously. When pressed and held,
the TST button illuminates both PRI and SEC ENG annunciators;
both force indicator pointers deflect right, then slowly deflect left. To
retest, wait five seconds to allow the self-test circuits to reset.
Figure 5E-9: Yaw Damper Control Panel

Control wheel master switches on the outboard horn of the pilot’s and
copilot’s control wheels disengage the yaw dampers and sound the yaw
damper disengage tone.
The Learjet 55B’s yaw damper controller consists of the Primary (PRI)
and Secondary (SEC) system, which operate independently. The primary
system operates with the autopilot system, and the secondary system
operates independently. The SEC system operates only with the PRI
system disengaged.
On Learjet 55, check both yaw dampers for operation before flight. On the
Learjet 55B, the secondary yaw damper must be checked for operation
before flight; the primary yaw damper does a self test. Engagement of
one damper throughout the flight, except for takeoff and while trimming
rudder, is required.

March 2012
The Learjet 55C’s yaw damper controller is in the pedestal. Pressing
the YD ENG button engages and disengages the yaw damper. Engaging
the yaw damper illuminates the ENG annunciator above the button. The
control wheel master switch disengages the yaw damper from either
control wheel.
Figure 5E-10: YD ENG Button
Controls Gust Lock

A controls gust lock secures movable control surfaces. When installed,
the lock holds full left rudder, full down elevator, and left aileron full up.
Check controls for proper movement prior to flight.

March 2012
Flight Controls
Secondary Flight Controls

Electrically controlled and hydraulically operated secondary flight
controls include the following:
Flaps
Spoilers.
Flaps
The flaps are on the trailing edge of each wing inboard of the ailerons.
Figure 5E-11: Flaps

With flaps partially extended, the lift of the wing increases and the
stalling speed decreases. At full extension (40°), drag increases due to
the increase in lift.
The flaps attach to the rear wing spar with tracks, rollers, and hinges.
Full flap travel is from 0° to 40°, and interconnecting cables and pulleys
synchronize flap movement throughout the range of flap travel.

March 2012
The preselect flap switch on the right side of the pedestal operates the
electrically controlled and hydraulically actuated single-slotted flaps. The
switch has four positions: UP, 8°, 20°, DN. The selection of the airfoil-
shaped switch to 8° or 20° delivers 28 VDC to the respective up or down
solenoid of the flap control valve. This valve meters hydraulic pressure
to the flap actuators and moves the flaps in the desired direction. As
the flaps approach 1° of the preselected position, the applicable flap
limit switch removes power from the flap control valve solenoid and flap
travel stops.
Figure 5E-12: Flap Switch

Selection of UP or DN directs 28 VDC to the respective solenoid on the
flap control valve to move the flaps in that direction.
The copilot’s Right ESS B bus provides power for operation of the flaps
through the 3A FLAP CB. On S/N 3 to 126, if a DC electrical power
loss occurs, the EMERG BAT 1 (ON) sends electrical current to the
flap control valve and the flap selector. On S/N 127 and subsequent,
selecting emergency bus supplies power to the flaps from the Right
EMERG bus. If the aircraft batteries contain sufficient electrical power,
the flaps operate.
The flap position switch connected to each flap provides switch
actuation at 3°, 13°, and 25° of flap movement. The left and right
position switches send information to the stall warning systems, flashing
spoiler annunciator, yaw damper force reduction, autopilot approach
bias, spoiler/aileron augmentation, and, on the left switch, the 25° gear
warning aural tone.

March 2012
Flight Controls
Flap Position Indicator Flap Position Limitations

A flap position indicator on the instrument panel provides a visual Learjet 55 and 55B
8° . . . . . . . . . . . . . . . .. . . . . . . . .200 KIAS
indication of flap position. 20° . . . . . . . . . . . . . . . . . . . . . . . .200 KIAS
40° . . . . . . . . . . . . . . .. . . . . . . . .150 KIAS
Learjet 55C
8° . . . . . . . . . . . . . . . . . . . . . . . .250 KIAS
20° . . . . . . . . . . . .. . . . . . . . . . . .200 KIAS
40° . . . . . . . . . . . . . . . . . . . . . . .150 KIAS
Do not extend flaps with spoilers extended.
Figure 5E-13: Flap Position Indicator

The indicator receives 28 VDC of power through the 2A TAB FLAP
POSN CB on the copilot’s right ESS B bus. The flap position indicator
does not operate if a loss of DC power occurs with the selection of flaps
through the EMERG BAT 1 position.
Flap Pressure Relief Valve

A 1,650 PSI pressure relief valve in the flap extension line allows the
flaps to retract if flight loads become too high for the structure.
Flap selection during an excessive airspeed lower the flaps until the
airflow pressure exceeds the limit of the relief valve; the flaps remain at
this position until airspeed reduction occurs, then the flaps continue the
extension to the preselected position.

March 2012
Flaps System
FLAPS
R ESS B BUS (R EMER
3A PWR BUS LEARJET 55B/C)
VALVE ENERGIZED VALVE IN NEUTRAL

TO UP POSITION POSITION
RETURN
FLAP CONTROL VALVE

FLAP CONTROL
VALVE
RESTRICTOR
RELIEF
VALVE FLAP BLOW UP
1,650 PSI
PRESSURE
FLAP & TAB

POSN
R ESS B BUS
2A (R EMER PWR BUS)
FLAP POSITION SWITCHES

FLAP POSITION FOLLOW-UP
DOWN UP UP DOWN
FLAP CONTROL SWITCHES
ACTUATOR ACTUATOR
INTERCONNECT
UP
LEFT FLAP 8
F
L RIGHT FLAP
A
20 P
30
DN
FLAP POSITION SWITCH FUNCTION

L & R SWITCHES
3° STALL WARNING BIAS
SPOILER LIGHT MODE
YAW DAMPER FORCE REDUCTION
AUTOPILOT APPROACH BIAS
SPOILER AILERON AUGMENTATION
PRESSURE LEFT SWITCH
25° GEAR WARNING AURAL TONE
RETURN LEFT CONTROL SWITCHES
7°, 9° FLAP POSITION CONTROL
RIGHT CONTROL SWITCHES
19°, 21° FLAP POSITION CONTROL

March 2012
Flight Controls
Spoiler Operation Spoiler Limitations

Do not extend spoilers above VMO and MMO.
The spoilers increase drag and reduce lift to aid in reducing air speed, Do not extend spoilers in flight with flaps
landing distance, or increasing rate of descent. The spoiler switch on the extended.
center pedestal electrically controls the hydraulically actuated spoilers. Do not exceed FL410 if spoilers are
inoperative.
Spoilers have a maximum extension of 47° (-7°, +0°) with maximum Do not extend or retract spoilers with
travel differential of 1°. autopilot engaged.
The spoiler (EXT or RET) switch extends or retracts the spoilers. Setting
the switch to extend applies power to the spoiler computer through its
SPOILER CB on the copilot ESS B bus (Learjet 55B/C, right EMER
bus). This applies hydraulic pressure to the extend side of the actuators
to extend both spoilers.
Figure 5E-14: Spoiler Switch

Selecting RET removes DC power from the spoiler computer and
commands hydraulic pressure to be applied to the retract side of the
actuator; this retracts the spoilers.
The amber SPOILER annunciator on the glareshield illuminates when
either spoiler is more than 1° from the retracted position. The light flashes
whenever the spoilers are extended and flaps are selected below 3°.
Spoileron Mode
The spoilers provide a more positive roll control at slow airspeeds
during approach. The spoileron mode automatically engages when
flaps are selected beyond 25°. The spoileron computer monitors aileron
movement and automatically actuates the spoiler(s) to the appropriate
position.

March 2012
As one aileron moves up, the spoiler on the same wing extends and the
opposite spoiler remains retracted. The spoilers rise in a 1:1 ratio with
the aileron and have an extension limit of 14° (+1°,-0°) in this mode.
In the event of a malfunction, a monitor circuit automatically disengages
the augmentation system, illuminates the AUG AIL or SPOILER MON
annunciator on the glareshield, and retracts the spoiler. Movement of
the SPOILER RESET switch on the test switch panel restores system
operation. The spoiler/spoilerons are inoperative inflight whenever the
amber AUG AIL or SPOILER MON lights are illuminated and the 115V
AC spoileron CB (right AC bus) is pulled. On the ground, a squat switch
on the landing gear allows the spoilers to operate normally through
the 3A spoiler CB on the copilot’s ESS B bus (right EMER bus on
Learjet 55B/C). They operate normally on the ground through DC power.
Figure 5E-15: SPOILERON RESET Switch

The SPOILERON CB on the copilot’s AC bus panel provides 115 VAC to
the spoileron computer.
The spoiler mode overrides the spoilerons when the system is operating.
If a hydraulic failure occurs, the spoilers blow down and are inoperative.
A check valve upstream from the spoiler actuator prevents spoiler
activation by the auxiliary hydraulic pump.
On S/N 086 and prior; and aircraft without SB 55-27-7A, AMK
55-847B, or AAK 55-83-4, increase calculated landing distance by 4%
(by 15% if the spoilerons are inoperative) to allow for longer spoiler
extension time on unmodified aircraft.
NOTE: SB 55-27-7A; Modification of Spoiler Circuit in Squat
Switch Relay Panel (S/N 003 to 086, except aircraft
that have complied with AAK 55-83-4).
AMK 55-84-7B; Modification of Spoiler Electrical Circuit
in the Squat Switch Relay Panel (S/N 003 to 086 except
with AAK 55-83-4).
AAK 55-83-4; Installation of Wing Stall Triangles, Automatic
Performance Reserve and Autospoilers (APR – Phase I)
(S/N 003 to 086).

March 2012
Flight Controls
Autospoilers
On S/N 065, 087, and subsequent and aircraft with AAK 55-83-4, the
autospoiler system reduces stopping distance during a rejected takeoff.
If the autospoiler system is armed and a rejected takeoff is initiated, the
spoilers extend immediately when both thrust levers are pulled to the
idle stops.
The SPOILER switch (Figure 5E-14) controls the autospoilers. When
the switch is placed in the ARM position, a green advisory light on the
annunciator panel illuminates. If the thrust levers are in idle (engine
running), the spoilers extend and the amber SPOILER annunciator
illuminates. If flaps are up, the spoiler light is steady; if flaps are at 3°
or lower, the light flashes. If either thrust lever was out of idle when the
system was armed, no spoiler action occurs.
Advancing either throttle stows the spoilers in one second, and they
remain stowed until the throttle lever(s) return to IDLE. Flap position
has no effect on the autospoiler mode of operation. Normal selection of
extension or retraction modes overrides the autospoiler mode.
AAK 55-83-4 improves stall characteristics, adds automatic spoiler
operation, and improves the overall operation of the stall warning
system. The modification adds automatic performance reserve to the
engine operation. The purpose is to reduce the balanced field length for
most takeoffs and to increase the payload capability. This modification
does not increase the maximum gross takeoff weight limit.
You may arm the autospoiler system for landing on S/N 117 and
subsequent, and prior aircraft with AAK 55-85-1. Without the
modification do not arm the system for landing.
(APR – Phase I) (S/Ns 003 to 086).
AAK 55-85-1; Autospoilers Improvement (S/Ns 001 to
086 with AAK 55-83-4, 087 to 117).
NOTE: Learjet recommends the use of manual extension on

landings.

March 2012
Spoilers System
RESTRICTOR BYPASS
SELECTOR SOLENOID (DE-ENERGIZED)
VALVE
LEFT RIGHT
TORQUE SERVO MANIFOLD SERVO TORQUE
MOTOR VALVE VALVE MOTOR
AILERON
AUGMENTATION
FOLLOW-UP
15° LIMIT
AUGMENTATION SPOILER
SWITCH FOLLOW-UP
45°
DOWN AND
LOCKED SWITCH
ACTUATOR ACTUATOR
LEFT SPOILER RIGHT SPOILER
SPOILERON
COMPUTER
AMPLIFIER
FLAP 3 ° SWITCH FLAP 25 ° SWITCH
SPOILER
WARNING (R EMER BUS 55B/C)

SPOILER R ESS B BUS
LIGHT
CONTROL SPOILERON
1
AUG R AC BUS 115 VAC
AIL
SQUAT
SWITCH
SPOILER
MON
RIGHT
THRUST LEVER
SPOILER LEFT IDLE SWITCH
ARMED THRUST LEVER
IDLE SWITCH S RET
P
O
PRESSURE
I ARM
L
E
R EXT
SPOILER
RETURN SWITCH
1 L 55 NOT MODIFIED

March 2012
Flight Controls
R. STALL WARNING VANE
0.5 G
ALTIMETER LIMITER
0
FEET
100
9 1
18,000' BIAS
8 0 1013 2
0,5 00 3
MILLIBARS
ALT
7
2992
6 IN
4
HDG
R. STALL
5 WARNING
COMPUTER
STALL
MARGIN
MSW
R
STALL STALL
MARGIN STICK
INDICATOR SHAKER
GAGE
STALL WARN
L R
FLAP BIAS 3°, 13° AND 25°
OFF
UP/DOWN
SPRING
ASSEMBLY
STALL
MARGIN MSW
INDICATOR
GAGE L
STALL STICK
SHAKER PITCH SERVO
STALL
MARGIN
S/Ns 55-003 THRU 55-126

L. STALL
0 WARNING
FEET
100
9 1
8 0 1013 COMPUTER
2
0,5 00
MILLIBARS
18,000' BIAS ALT
7 3
2992
6 IN
4
HDG
NUDGER PUSHER SIGNAL

ALTIMETER 0.5 G
LIMITER
L. STALL WARNING VANE NUDGER MONITOR HORN

March 2012

March 2012
Flight Controls

(Learjet 55 and 55B)
The stall warning system for the Learjet 55 and 55B provides flight
control information to the pilot (visual and tactile warning) relative to
a stall and automatically forces the aircraft nose-down to prevent
a complete aerodynamic stall. The stall warning system operates on
28 VDC supplied through the 5A L and R STALL WARN CB on the pilot
and copilot ESS B Bus.
The system consists of the following:
Left and right stall vanes
A two channel computer-amplifier
Flap position switches for each flap
An altitude switch in each airspeed/ Mach indicator
Two 0.5 g accelerometers
A stick nudger
A stick pusher
A stick shaker for each crew position
A stall margin indicator for each crew position
L and R STALL warning annunciators
L and R STALL WARN switches.
Stall Margin Indicator

The flap position and altitude switches provide bias information to the
computer-amplifier, which shifts the display on the stall margin indicator.
The nudger control circuits utilize the autopilot pitch axis circuitry to
pulse the autopilot pitch servo. With the engagement of the autopilot,
activation of the nudger cancels any selected autopilot vertical modes
and inhibits the autopilot pitch axis until nudger release occurs. If the
nudger fails to activate, a nudger monitor circuit sounds a warning horn.
CAUTIO
If nudger monitor horn sounds during approach to a stall,
discontinue deceleration since further deceleration may result in
an aerodynamic stall rather than just pusher actuation.
The stick pusher function utilizes the autopilot pitch servo to affect a
position change on the stall margin indicator. Pusher (autopilot pitch
servo) actuation commanded by the stall warning computer-amplifier is
not interfaced with the autopilot pitch axis circuits. The left and right
systems are completely independent and utilize separate electronics,
stall vanes, altitude switches, shaker motors, flap switches, and 0.5 g
accelerometers. Both stall warning CBs connect through wiring to their
respective battery bus and energize regardless of BAT switch position
(hot battery bus).

March 2012
As the pitch attitude increases to a speed approximately 7% above the
pusher speed for the appropriate configuration, the stall margin-indicator
pointers enter the yellow segment, the L and R STALL annunciators
illuminate and flash, and the stick shakers and stick nudger actuate.
Should the pitch attitude increase to a point just above aerodynamic
stall, the stall margin indicator pointers enter the red segment and the
stick pusher (elevator servo) commands a nose-down attitude.
The elevator servo force applied at the control column is approximately
50 lbs. The pusher force remains until the pitch attitude is below the
red zone. If single-system activation causes pusher actuation, the
0.5 g accelerometer limits pusher force to 0.5 g until both shakers
operate. During accelerated entry rate stalls, a pitch attitude rate sensor
circuit (alpha dot) causes shaker, nudger, and pusher activation at lower
pitch attitude.
The red L and R STALL warning annunciators in the glareshield
annunciator panel indicate an impending stall or a system malfunction.
During flight operations, the annunciators illuminate and flash if the
shaker actuates. The annunciators pulse at the same frequency and
duration as the shakers; therefore, flash duration increases from initial
shaker actuation to pusher actuation. At or just prior to pusher actuation,
the flash duration is sufficient to cause the annunciators to appear steady.
Steady illumination of the annunciators at any time other than pusher
actuation indicates a computer power loss or an internal malfunction.
The annunciators illuminate whenever the STALL WARN switches are
OFF and the BAT switches are ON.

(Learjet 55C)
The stall warning system for the Learjet 55C provides flight control
information to the crew (visual and tactile warning) relative to an
impending aerodynamic stall. The system consists of the following:
Left and right stall vanes on the forward fuselage
A two channel computer-amplifier
Shaker interrupt box
Flap position switches for each flap
Two 18,000 ft. altitude switches
A stick shaker for each crew position activated by the Mach indicator
for the associated crew position
Stall margin indicator for each crew position
L and R STALL warning annunciators.

March 2012
Flight Controls
The flap position switches provide bias information to the computer

amplifier, which decreases stall warning speeds as the flaps go from
0° to 40°. Above approximately 18,000 ft. pressure altitude, the altitude
switches bias the system to increase stall warning speeds approximately
15 Kts. The stick shakers are eccentric weights driven by an electric
motor; actuation is evidenced by a high-frequency vibration of the
control columns. The left and right systems are completely independent
and utilize separate electronics, stall vanes, altitude switches, shaker
motors and flap switches. The stall warning system operates on 28 VDC
supplied through the 5A L and R STALL WARN CB on the pilot’s and
copilot’s ESS B bus. The stick shaker and stall warning annunciator
circuits are wired through the shaker interrupt box and squat switches;
therefore, the stick shaker and stall warning annunciator are deactivated
when the squat switches are in the ground mode. The stick shaker and
STALL warning annunciators activate three to five seconds after lift-off.
The AOA indicator remains active both on the ground and in flight.
During flight, the stall warning vanes align with the airstream and
transducers to produce a voltage proportional to aircraft AOA. The
transducers transmit signals to the appropriate computer-amplifier
channel along with flap position information from the altitude switches.
The stall margin indicator pointers enter the yellow segment, the L and R
STALL annunciators illuminate then flash, and the stick shakers actuate
when the angle of attack increases to an angle corresponding to an
airspeed at least 7% above the stall speed published in the Airplane
Flight Manual.
The red L and R STALL warning annunciators in the glareshield
annunciator panel indicate an impending stall or a system malfunction.
During flight operations, the annunciators illuminate and flash if the
shaker actuates. The annunciators pulse at the same frequency and
duration as the shakers. The flash frequency increases as the pitch
attitude increases from initial shaker actuation. At or just prior to the stall
margin pointer entering the red segment, the flash frequency is sufficient
to cause the annunciators to appear steady.
On S/N 101, 105, 107, and subsequent; and aircraft with AMK
55-84-4, the stall warning system includes an ALFA DOT airspeed
sensing and signal biasing unit. This unit provides a more accurate
signal to the stall warning system. Aircraft without the improvement are
restricted from performing intentional stall maneuvers with the aircraft’s
center of gravity aft of 17% MAC.
NOTE: AMK 55-84-4; Stall Warning Improvement (S/N 003 to
106 except 101 and 105).
SSK 55-504; Replacement of Stall Warning Computer
(S/N 003 to 027 except 025).
AAK 55-83-4; Installation of Wing Stall Triangles,
(APR – Phase I) (S/N 003 to 086).

March 2012
On S/N 003 to 134, the test circuit (rotary test switch) operates only with
the squat switches in the ground mode and the stall warning switches on.
On S/N 003 to 027 except 025, the flaps must be up to obtain a valid
stall warning system test. On S/N 025 to 100; 102 to 104; and 106;
except 026, 027, 101, and 105; and prior aircraft with SSK 55-504,
the flaps must be down to obtain a valid system test. The modification
replaces the stall warning computer.
On S/N 101, 105, 107, and subsequent; and prior aircraft with AAK
55-83-4, flap position does not affect system test.
Stall Warning System Test Switch

The Learjet 55 and 55B stall warning systems are tested on the ground
using the rotary-type systems test switch on the center switch panel.
The L STALL position tests the left stall warning system. The nudger
monitor horn sounds for approximately one second to indicate proper
operation of the horn and the applicable 0.5 g accelerometer. The
corresponding stall margin indicator pointer begins to sweep from the
green segment toward the red segment. As the pointer enters the yellow
margin, the stick-shaker actuates, the stick nudger actuates and the L
STALL annunciator flashes. As the pointer enters the red margin, the
pusher replaces the nudger action. After a brief interval of full pusher
force, the needle sweeps back to the yellow or green segment. If the
needle remains in the yellow segment, the shaker and nudger continue
to operate until the test button is released.
The R STALL position tests the right stall warning system. The nudger
monitor horn sounds for approximately one second to indicate proper
operation of the horn and the applicable 0.5 g accelerometer. The
corresponding stall margin indicator pointer begins to sweep from the
green segment toward the red segment. As the pointer enters the yellow
margin, the stick-shaker and stick nudger actuate and the R STALL
annunciator flashes. As the pointer enters the red margin, the pusher
replaces the nudger action. After a brief interval of full pusher force,
the needle sweeps back to the yellow or green segment. If the needle
remains in the yellow segment, the shaker and nudger continue to run
until the release of the test button.
Upon completion of both stall tests, repeat the right stall test with either
control wheel master switch de-pressed. Verify that as the stall margin
indicator needle moves through the yellow and red arc, the nudger and
pusher do not actuate, and the nudger monitor horn sounds continuously
to indicate a failure of the nudger pusher function. The final test is to
operate the flaps through a complete extension or retraction sequence
and check that both stall margin indicator needles make one significant
shift in position.

March 2012
Flight Controls
The Learjet 55C stall warning systems are tested on the ground using
the rotary-type systems test switch on the center switch panel. Rotate
the test switch to L STALL, press and hold the center test button. The
pilot’s stall margin indicator needle should begin to sweep from the green
segment to the red segment. As the needle passes the green-yellow
margin, the shaker actuates, the MASTER WARNING lights illuminate,
and the red L STALL warning annunciator flashes. High frequency
vibration of the control column verifies shaker actuation. Release the
test button.
Rotate the test switch to R STALL, press and hold the center test button.
The copilot’s stall margin indicator needle begins to sweep from the green
segment to the red segment. As the needle passes the green-yellow
margin, the shaker actuates, the MASTER WARNING lights illuminate,
and the red R STALL warning annunciator flashes. High frequency
vibration of the control column verifies shaker actuation. Release the
test button.
Stall Fences
The stall fences help reduce the spanwise progression of a stall from the
top of the wing to the tip and thereby provide improved aileron control at
or near stalling speed.
STALL STRIP FULL-CHORD WING

FENCES
S/Ns 55-003 to 55-086 (except 55-065) (Unmodified)
FULL-CHORD WING
TRIANGLE STRIP
FENCES
SEVEN INDIVIDUAL TRIANGLES
S/Ns 55-065, 55-087 to 55-134, and

Prior Aircraft with AAK 55-83-4
FULL-CHORD WING LEADING-EDGE

TRIANGLE STRIP FENCE
FENCES
TRIANGLE STRIPS
SEVEN INDIVIDUAL TRIANGLES
S/Ns 55-135 to 55-147
Figure 5E-16: Stall Fences

March 2012
On S/N 003 to 086 without AAK 55-83-4, a stall strip is on each
wing’s leading edge, inboard of WS 90. On S/N 135 and subsequent
(Learjet 55C) the stall strip is on each wing’s leading edge, inboard
of WS 103.
(APR – Phase I) (S/N 003 to 086).
On S/N 087 to 134 and prior aircraft, with AAK 55-83-4, a wing stall
triangle on each wing’s leading edge, outboard of WS 92.52, causes
the center section of the wing to stall before the tip. This assures lateral
control throughout the stall. Individual stall triangles on the wing’s
leading edge starting at WS 149.95 are spaced evenly every 1.8 inches,
outboard to WS 160.75.
On S/N 135 (Learjet 55C) and subsequent, two wing stall triangle strips
are on each wing’s leading edge with one outboard of WS 195.5 and the
other outboard of WS 231.3. Additional individual wing stall triangles on
the wing’s leading edge start at WS 137.35 and are spaced evenly every
1.8 inches, outboard of WS 148.15.
WARNIN
Location of stall strips is critical in maintaining aircraft flight
characteristics.
WARNIN
Sharpness of the stall triangles is critical and must remain within
a maximum radius of 0.005. Do not power buff or polish the stall
triangles.
WARNIN
The only authorized repair facility for a loose or dislodged stall
strip or triangle is the Learjet factory.
NOTE: To make the onset of a stall more gradual, modifications

to the wings (e.g., stall triangle strips, raised round head
screws [55C], stall fences) have been introduced.

March 2012
Flight Controls
Mach/Overspeed Warning System

The Mach/overspeed warning system warns the pilot if the aircraft
exceeds VMO or MMO. An overspeed horn sounds when the airspeed
exceeds 300 Kts below 8,000 ft. or when the airspeed exceeds
350 Kts indicated airspeed or Mach 0.81 to 0.79, as appropriate for
altitude, above 8,000 ft. Exceeding MMO, the left stall warning system
actuates the stick puller by using the stall warning/autopilot pitch servo
interface and pulls the nose up to aid in reducing airspeed. Pressing the
wheel master switch interrupts the stick puller. The overspeed warning
horn receives power from the 28 VDC WARN LTS CB on the L and R
ESS A buses (Learjet 55) or L and R EMER buses (Learjet 55B and
55C). The L STALL circuit breaker from the Left Hot Battery bus supplies
the pitch servo with power for the puller.
For the Learjet 55, a switch module senses indicated airspeed in excess
of 300 Kts, flight altitude below 8,000 ft., and 0.74 Mach. The module
receives pitot pressure from the right pitot probe and static pressure
from the right static system. If airspeed exceeds 0.74 with the autopilot
disengaged and Mach trim inoperative, the speed switch turns on the
overspeed warning horn.
Each Mach/airspeed indicator contains an overspeed warning switch
and a puller switch. The overspeed switch adjusts to provide the aural
warning slightly prior to actuation of the stick puller. Either airspeed
indicator switch set triggers the overspeed horn and/or the puller. The
warning horn sounds when the indicator needle coincides with the
barberpole above 8,000 ft., which occurs at 350 Ks indicated airspeed
and between 0.81 and 0.79 Mach.
The airspeed warning system uses switches in either the Mach/airspeed
indicators or separate ADC-driven switches to activate a rising-tone
aural overspeed warning. Warning system activation airspeed or Mach
number varies with the aircraft model, altitude, and operation of the
autopilot and Mach trim system.
On the Learjet 55, the system activates with the autopilot engaged and
the Mach trim system operative if airspeed exceeds:
0.81 Mach (MMO) between 24,000 and 37,000 ft
0.81 Mach (MMO) varying to 0.79 Mach (MMO) with altitude changes
from 37,000 and 45,000 ft
0.79 Mach (MMO) above 45,000 ft.
The stick puller begins applying force below 24,000 ft. once airspeed
reaches 2 to 6 Kts above the overspeed warning activation speed. The
stick puller also activates above 24,000 ft. if airspeed increases 0.005 to
0.015 Mach above the warning system activation speed.

March 2012
The Learjet 55B and 55C’s primary and secondary Air Data Computers
(ADC) provide inputs to the overspeed control Printed Circuit Board
(PCB) within the autopilot electrical box. The overspeed control PCB
turns on the overspeed warning horn when speed exceeds 300 Kts below
8,000 or 350 above 8,000 ft. When the aircraft Mach speed reaches 0.81
between 24,000 to 37,000 ft. and above 37,000 ft. when the Mach speed
reaches 0.81 to 0.79, the overspeed horn sounds. When the Mach limit
is exceeded slightly, the overspeed control PCB actuates the stick puller
to utilize the stall warning pusher/puller servo.
With the autopilot not engaged, the Mach trim system inoperative;
when the Mach speed exceeds 0.74, the over-speed PCB turns on the
overspeed warning horn.
On the Learjet 55B and 55C, the system activates with the autopilot
engaged and the Mach trim system operative if airspeed exceeds:
0.79 to 0.80 Mach (MMO) between 43,500 and 51,000 ft.
If the airspeed exceeds the maximum allowable, the stick puller
activates. On the Learjet 55B, a pusher/puller servo applies force to
attain a nose-up attitude. On the Learjet 55C, the autopilot pitch servo
applies force to attain a nose-up attitude. With the autopilot disengaged,
there is no stick puller function.
The stick puller on the Learjet 55C does not function during an
overspeed condition. If an overspeed condition exists with the autopilot
on, the system disengages altitude hold and commands a slight pitch-up
attitude with the stick puller. If the flight director is in the active mode, the
system disengages altitude hold and commands a pitch-up attitude on
the attitude command bars; there is no stick puller command.

March 2012
Flight Controls
Preflight
During the external preflight inspection, check all control surfaces for
freedom of movement and general security.
During the cockpit inspection, ensure the flap lever agrees with flap
position, the elevator trim is within the takeoff range, and remove the
control lock (see the Preflight chapter).
Abnormal Procedures
This section provides a brief discussion of flight controls abnormal
procedures. For a list of specific procedural steps, please refer to your
Autopilot TRIM Annunciator Illuminates in Flight

(Learjet 55B/C)
Illumination of the red TRIM fail annunciator during flight indicates a failure
of the autopilot pitch trim system. Disengage the autopilot and expect an
abrupt change in control force if the aircraft is in a mistrimmed condition.
Illumination of the amber TRIM annunciator in the autopilot controller
and the annunciation of an E or A on the EADI’s signals indicates a
mistrimmed condition. The continuation of the mistrim condition requires
disengaging the autopilot. Again, expect an abrupt change in the control
force if the aircraft is in a mistrimmed condition.
Check for fuel imbalance and correct if necessary. Continue the flight,
and retrim as necessary using the autopilot if desired.
Mach Trim Malfunction

The illumination of the red MACH TRIM annunciator indicates the Mach
trim monitor or Mach monitor has disengaged the Mach trim system due
to any of the following:
A power loss to the Mach trim computer
A power loss to the primary pitch trim system
The Mach trim monitor detected a Mach number/horizontal stabilizer
position error.
With the Mach trim system disengaged, Mach above 0.74 MI, and the
autopilot inoperative or disengaged, the overspeed warning horn sounds.

March 2012
MACH TRIM and PITCH TRIM Lights Illuminated
If only the red MACH TRIM light illuminates, the Mach trim monitor has
disengaged the system.
If both the red MACH TRIM and amber PITCH TRIM lights illuminate,
the Mach monitor disengaged the Mach trim system and disabled the
primary pitch trim system.
The overspeed warning horn sounds if all the following occur:
The Mach trim system is disengaged
Mach is above 0.74 MI
The autopilot is inoperative or disengaged.
PITCH TRIM Light Illuminates in Flight

Illumination of the amber PITCH TRIM light in flight indicates one of the
following:
The trim speed monitor detects a trim rate fault
The pitch trim selector switch is OFF and the batteries or generators
are providing power
Either control wheel master switch is depressed
Primary trim is activated with pitch trim selector in SEC
On the ground, stabilizer trim is out of the takeoff
Illuminates when the Mach monitor disables the system.
SPOILER MON or AUG AIL Annunciator Illuminated
WARNIN
Do not deploy spoilers, or operate with spoilers extended at
speeds above VMO/MMO due to significant nose-down pitching
moment associated with deployment.
Illumination of the SPOILER MON or AUG AIL annunciator along with

the retraction of the spoilers indicates a spoiler or spoileron system
malfunction. Operate the SPOILER RESET/TEST switch to restore
normal operation of the system. If the SPOILER MON light illuminates
after attempting to reset, pull the 115 VAC spoileron CB. Spoilers and
spoilerons are inoperative with the CB pulled. Limit altitude to 41,000 ft.
Spoilers/autospoilers function normally on the ground through the 3A
spoiler CB on copilots ESS B bus (R EMER bus, 55B/C).
Stall Warning System Failure

The steady illumination of the red L or R STALL annunciator indicates a
malfunction of or loss of power to the associated stall warning system or
stick pusher actuation. A flashing red L or R STALL annunciator indicates
actuation of the associated system shaker. With actuation of the pusher
system, the flash rate increases.

March 2012
Flight Controls
If both stall warning systems fail, the stall margin indicators are inoperative.
Use the airspeed indicator as the primary reference indicator to avoid
stall conditions. Maintain a minimum of 30 Kts above stall speeds except
on final approach and limit bank angle to 30°.
Pitch Axis Malfunction

If a malfunction occurs in flight, press and hold the control wheel master
switch to interrupt the primary and secondary trim system. Check that
spoilers retract and isolate the malfunction per the CAE Operating
Handbook. The autopilot and yaw damper will also disengage when the
Control Wheel Master Switch is depressed. A nose-up axis malfunction
or nose-up pitch trim system runaway results in the following:
Extremely high pitch attitudes
Heavy airframe buffet
Control forces in excess of 75 lbs required for recovery.
A nose-down pitch axis malfunction, a nose-down pitch trim system
runaway, or a nose-down overspeed results in the following:
Extremely high airspeeds
Control forces of more than 75 lbs required for recovery.
If time and flight conditions permit, isolate the malfunctioning system by
selecting PRI, then SEC with the PITCH TRIM switch. If the malfunction
reoccurs in PRI, select SEC; if it reoccurs in SEC, select PRI. Use the
NOSE DN/NOSE UP switch on the pedestal to retrim the aircraft if in
SEC or the control wheel trim switch if in PRI. Pull the affected system’s
PITCH TRIM CB.
Recovery from Inadvertent Overspeed

The overspeed warning horn sounds if an inadvertent overspeed
exceeds VMO/MMO. Reduce the thrust levers to IDLE, disengage the
autopilot, identify pitch and roll attitude, level the wings, and raise the
nose as required using the elevator and trim.
Select the landing gear DOWN to increase drag and cause a nose-up
pitching moment. Lowering the landing gear at high speed may damage
landing gear doors; do not retract the gear after extension. Upon landing
have the landing gear and doors inspected for condition.
Roll or Yaw Axis Malfunction

If a malfunction occurs in the roll or yaw axis, press the control wheel
master switch to disengage yaw damper and autopilot. Control the
attitude upon release of the yaw damper and autopilot. Refer to the CAE
Operating Handbook for identification of roll or yaw axis malfunction. Pull
the affected ROLL TRIM or YAW TRIM CB. Land as soon as practical.
Yaw Damper Failure

If the failure occurs in the primary yaw damper system, select the
secondary system. If failure occurs in the secondary system, select the
primary system. Avoid moderate or greater turbulence and land as soon
as practical.

March 2012
Control System Jam
A control system jam prevents normal movement of the control surfaces
from the cockpit. Perform the pitch axis, roll axis, or yaw axis malfunction
procedures in the CAE Operating Handbook. If the situation continues,
attempt to overpower the jam. Land as soon as practical.
No Flap Approach and Landing

During a no flap approach and landing, adjust landing distance and
airspeed per the CAE Operating Handbook. The yaw damper must be
off prior to landing.

March 2012
Flight Controls
Data Summaries
Flight Controls
Ailerons
Distribution Control wheel
Monitor Trim indicator
Protection ROLL TRIM CB
Aileron balance tabs
Elevators
Distribution Mechanical cables and pulleys
Autopilot pitch servo
J.E.T. servo for autopilot, nudger, stall pusher, and Mach puller
(Learjet 55/55B)
Collins autopilot servo and J.E.T. servo for stall position and
Mach puller (Learjet 55B)
Collins servo for autopilot (Learjet 55C)
Monitor L/R STALL annunciators
Stall margin indicators L/R
Protection PITCH TRIM CB
Stall warning computers L/R
Nudger (Learjet 55/55B)
Shaker
Pusher (Learjet 55/55B)
Mach overspeed puller – Left only (Learjet 55/55B)
Flaps
Power Source Hydraulic pressure
Control Preselect flap position switches
Monitor Flap indicator
Protection Mechanical flap interconnect

March 2012
Pitch Trim – Horizontal Stabilizer
Power Source Learjet 55
Learjet 55B/C
Right Battery bus
Right Emergency bus
Control Switches
Control wheel
PRI/OFF/SEC
Pedestal trim
Autopilot
Monitor PITCH TRIM annunciator
Trim indicator
Trim speed monitor
Audio trim in motion “clicker”
Flaps 3°
NOTE: In flight, simultaneous illumination of the PITCH TRIM

and MACH TRIM annunciators indicates a Mach trim
computer output error.
NOTE: The Mach trim system is inoperative with the PITCH

TRIM selector switch in the OFF or SEC positions. The
autopilot is inoperative with the PITCH TRIM selector
switch in the OFF position.
Rudder
Power Source Actuation
Indication
Right Emergency Power bus (Learjet 55B/C)
Control NOSE LEFT/OFF/RIGHT switch
Monitor RUDDER TRIM indicator
Protection YAW TRIM CB

March 2012
Flight Controls
Spoilers
Right Emergency bus (Learjet 55B/C)
Actuation
Engine-driven hydraulic pump
Control Spoiler RET/ARM/EXT switch
SPOILERON RESET/TEST switch
Automatic control: Spoileron computer/monitor – automatic spoiler
actuation in conjunction with flap position for roll augmentation
Monitor Learjet 55 Annunciators
AUG AIL/SPOILER MON
SPOILER
SPOILER ARMED
Learjet 55B/C Annunciators
SPOILER MON
SPOILER ARMED
SPOILER
Squat switches
Autospoiler mode (ARM position): one- to four-second time delay
that prevents spoiler deployment on bounced landing

March 2012
Power Source Hot Battery L/R buses
Control STALL WARN L/R switches
Monitor Learjet 55/55B
Stick nudger
Stick pusher
Learjet 55C
Current limiters
This page intentionally left WARNIN

blank.
On Learjet 55, even small accumulations of ice on the wing leading
edge can cause aerodynamic stall prior to activation of the stick
pusher. In addition, these accumulations may cause stall margin
indicator information to be unreliable.
WARNIN
leading edge can cause aerodynamic stall prior to activation
of the stick pusher, nudger, and/or pusher. In addition, these
accumulations may cause stall margin indicator information to
be unreliable.
WARNIN
leading edge can increase stall speed and may degrade stall
characteristics.

March 2012
Flight Controls
Yaw Damper
Power Source Learjet 55 dual yaw dampers
Computer – 115 VAC L/R buses
Actuator – Left Essential B bus (28 VDC)
Learjet 55B dual yaw dampers
Primary (Collins) – Left Essential B bus (28 VDC)
Secondary (J.E.T.) – Left 115 VAC bus and Emergency bus
Learjet 55C single yaw damper
Emergency bus
Control Yaw damper control panel buttons
PRI
SEC
ENG
PWR

March 2012

March 2012
5F
Fuel System
Contents

Fuel System

Schematic: Fuel System ............................................................. 5F-5
Fuel Storage
Wing Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-10
Fuselage Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-10
Aft Fuselage Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-11
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-12
Fuel Quantity Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-13
Fuel Quantity Selector/Indicator........................................................5F-13
Fuel Probes.......................................................................................5F-14
Fuel Counter......................................................................................5F-14

Schematic: Single-Point Refueling............................................ 5F-15
Schematic: Fuel Drains............................................................. 5F-17
Fuel Distribution/Control
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-20
Fuel Control Panel.............................................................................5F-20
Fuel Pumps........................................................................................5F-20
Jet Pumps..........................................................................................5F-21
JET PUMP Switches..........................................................................5F-21
Standby Pumps.................................................................................5F-22
STANDBY PUMP Switches...............................................................5F-22
Scavenge Pumps...............................................................................5F-22
Fuel Filters.........................................................................................5F-23
Fuel Valves .......................................................................................5F-24
Fuel Drains........................................................................................5F-25
Normal Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-25
Crossflow Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-26
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-26
FUS TANK XFR-OFF-FILL Switch.....................................................5F-26
FUS TANK Lights...............................................................................5F-27
FUS TANK GRAVITY XFR Switch.....................................................5F-28
FUS TANK AUX XFR Switch.............................................................5F-28
AFT FUS XFR-OFF-FILL Switch (when installed).............................5F-29
Learjet 55 For Training Purposes Only 5F-1

March 2012
AFT FUS TANK VALVE Light (when installed)..................................5F-29
AFT FUS TANK AUX XFR Switch (when installed)...........................5F-29
Single-Point Pressure Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-30
Fuselage Solenoid Valve...................................................................5F-30
Pilot Valve..........................................................................................5F-31
Refuel Selector Switch.......................................................................5F-31
AFT FUS Tank Switch.......................................................................5F-32
Servicing and Procedures
Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-33
Fuselage Tank Filling.........................................................................5F-33
Fuselage Tank Transferring...............................................................5F-33
Single-Point Pressure Refueling System Operation..........................5F-34
Additive Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-35
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-36
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-36
Fuel Filter Warning Light....................................................................5F-36
Fuel Pressure Warning Light.............................................................5F-36
Fuel Transfer Valve Fails to Close.....................................................5F-37
Fuselage Tank Fuel Transfer Valve Fails to Close............................5F-37
Data Summary
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-39
Fuel Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-40
5F-2 For Training Purposes Only Learjet 55

March 2012
Fuel System
Fuel System
The fuel system includes the following subsystems:
Storage system that includes the wing tanks and fuselage tank(s),
vents, and quantity indicators
A distribution and control system that includes pumps, valves, and
the plumbing required to move the fuel through the aircraft to the
engines. Fuel filtration is part of the fuel distribution system.

March 2012

March 2012
Fuel System
Fuel System
L IGN
& START GEN
L R
O
F
1
M 7.5A F CROSS FLOW M
A START L
OPEN 1 A
I I
N ON N
ON
CLOSED
P P
W W
R OFF FUEL LOW R
STANDBY PUMP CFLO FUEL OFF R IGN
STANDBY PUMP
B & START B
WING FULL GEN
U L R
WING FULL
O U
L R
S F S
F
START R
SQUAT SQUAT
LEARJET 55B/C LEARJET 55 SWITCH SWITCH
XFLOW AIR AIR LEARJET 55 LEARJET 55B/C
VALVE XFLOW
VALVE R FUS TANK
L 5A FUS TANK
R STBY XFER PUMP R
FUS TANK 5A PUMP
E E
XFER PUMP L STBY
XFR
M
M L PUMP AUX/XFR
E
OPEN
O 15A R E
F
R E
F FILL
R
L STBY 15A
CLOSED
R FILL E
S GRAVITY XFER OFF
& XFER R STBY

B PUMP S L FILL S B
L SINGLE POINT PUMP R U
U AND XFER S
S B DISTRIBUTION S
E 15A EMPTY FUS
MANIFOLD 10A E
S B 15A
10A S
S L FW SOV B CAP
R FW SOV R FW SOV S
U L FW SOV B
B S ENG FIRE ENG FIRE U
5A 5A
FULL
PULL S B
PULL 7.5A 7.5A
L JET L JET
B PUMP R JET B
U PUMP R JET
L FUEL EMPTY
R FUEL 2.75 PSI PUMP PUMP U
S 2.75 PSI PRESS AUX/XFR
PRESS S
5A 5A AFT
5A 5A
FUS
FULL TANK
OFF
75 PSI 75 PSI
L AFT FS SCAVENGE PUMP CONTROL RELAY

TANK 1
M AFT FUSELAGE TRANSFER
ON 2 PUMP RELAY
A XFR ON
I AFT FUS O
N TANK PUMP
AFT
FUS
F
F
SQUAT AFT FUSELAGE AUX TRANSFER
TANK
FILL
3 SWITCH 3 PUMP CONTROL RELAY
OFF
P JET PUMPS GROUND OFF
JET PUMP
W XFER FLOAT SWITCH

R VALVE SQUAT 2 JET PUMP
SWITCH FUEL
B GROUND FILTER STANDBY
U ELECTRIC PUMP
S PUMP OR
GRAVITY FLOW PRESSURE SENSOR
MOTIVE FLOW CHECK VALVE
STORAGE/FUEL PRESSURE SWITCH

March 2012

March 2012
Fuel System
AFT Fuselage Tank
L XFR R XFR SPPR TO

VALVE VALVE WINGS
XFR FUS TANK

VALVE
R XFR
L XFR PUMP
PUMP
FUS TANK
FULL
SPPR
REFUEL
ADAPTER
AFT
FUS
FUEL AUX XFR
SHUTOFF
SOLENOID
SHUTOFF
XFR
OFF
OFF
FILL
PILOT
XFR VALVE
PUMP (FLOAT)
FILL
AUX XFR
PUMP
AUX FUS TANK
EMPTY OFF
SINGLE POINT
REFUELING
SELECTOR
FULL
FUEL STORAGE
VENT

March 2012
Fuel Vent System
VENT FLOAT FLUSH FLAME FUSELAGE RAM AIR WING FLUSH

VALVE DRAIN ARRESTOR SUMP SCOOP SUMP DRAIN
DRAIN
EXPANSION VALVE
VENT
LINE FLOAT
VALVE
FUSELAGE
TANK VACUUM
RELIEF VALVE
(-0.15 PSI)
FLOAT
VALVE
PRESSURE RELIEF VALVES

FLAME (1.5 PSI WITHOUT AFT TANK,
ARRESTOR 3.0-3.5 PSI WITH TANK)
FLAME
OVERBOARD ARRESTOR
VENT
VACUUM
RELIEF VALVE EXPANSION
(-0.15 PSI) LINE
OVERPRESSURE AFT FUSELAGE

RELIEF VALVE TANK
(3.25 TO 3.50 PSI)
FUEL STORAGE
VENT

March 2012
Fuel System
Fuel Storage
Fuel filler ports on the upper surface of each wing near the winglets and Fuel Limitations
a filler on the top RH side of the fuselage fuel cell provide access for all Use approved fuels only.
fueling operations. An optional single-point pressure refueling system is Jet A, A-1, A-2, JP-5 and JP-8
also available. Min fuel temp
(T.O.) . . . . . . . . . . . . . . . . -29°C
Min fuel temp
(starting) . . . . . . . . . . . . . .-23°C
Max fuel temp . . . . . . . . . . 50°C
Max altitude . . . . . . . . 51,000 ft.
Fuel density adjustment . . .0.81
Jet B and JP-4
Min fuel temp
(T.O.) . . . . . . . . . . . . . . . . -54°C
Min fuel temp
(starting) . . . . . . . . . . . . . .-54°C
Max fuel temp . . . . . . . . . ..13°C
Max altitude . . . . . . . . . .Cruis at
33,000 ft. for
20 minutes, then
any altitude up to
Figure 5F-1: Fuel Filler Ports Figure 5F-2: Filler 51,000 ft.
Fuel density adjustment . . . 0.79
Integral wing tanks and a bladder fuel cell in the fuselage provide
fuel storage. An optional fuel tank may be installed in the aft fuselage
baggage compartment inside the passenger cabin.

March 2012
Wing Tanks
The full-span, integral wing tanks are the main fuel tanks. Separated by the
center bulkhead, they are formed by sealing the wing structure. Together,
the wing tanks store 425 U.S. gallons (2,848 pounds) of usable fuel.
The wing ribs and spars act as baffles to prevent sloshing. Flapper
valves in the ribs allow fuel to flow easily inward toward the sump; they
also restrict the flow of fuel outboard.
Interconnect valves in the wing center bulkhead allow fuel from one tank
to flow into the other to prevent tank pressure from exceeding design
limits. Additionally, each of the wing tanks utilizes an expansion line to
connect it to the fuselage tank. This open expansion tube allows fuel to
return to the fuselage tank if fuel in the wing tanks expands, or if either
wing tank becomes overfilled.
A jet pump and an electric standby pump in each wing tank near the
center bulkhead supply fuel under pressure to the respective engine
fuel system. An electric scavenge pump in the forward inboard section of
each wing tank transfers fuel to the section containing the main jet pump
that feeds the engine; the low fuel float switch operates the scavenge
pump. A jet pump outboard of the wheel well in the aft portion of each
wing tank transfers fuel to the section of the tank containing the main
jet pump, which supplies fuel to the engine-driven fuel pump. (see Fuel
Distribution section, this chapter).
A crossflow valve in the wing root area connects the left and right wing
tanks and allows fuel transfer between the wing tanks.
Fuselage Tank
The single bladder cell fuselage tank behind the aft pressure bulkhead
between the engines has a capacity of 573 U.S. gallons (3,842 pounds)
of fuel. Two transfer lines, valves, and pumps in the tank provide transfer
capability between the fuselage tank, the wing tanks, and optional aft
fuselage tank (if installed).
A fuselage-full float switch terminates fuel transfer and illuminates the
green FUS TANK FULL indicator to alert the pilot that the fuel tank is full
and that the XFR/FILL switch should be moved to OFF.
The fuselage single-point pressure refueling manifold and filler port
are inside the fuselage tank. Illumination of the amber FUS CAP light
indicates the fuselage filler cap is not properly secured.
A white fuselage tank empty light illuminates if either transfer line pressure
drops to 1.5 PSI or less. Each line has a pressure switch but there is
only one light. The light and pressure switch are only active when one or
both transfer switches are in the transfer position. If the light illuminates
during fuel transfer, it indicates the tank is empty or a fuel transfer pump
has failed. Either condition results in a pressure drop.
The fuselage tank is refueled by any of three methods: by the wing tank’s
standby pumps through both transfer lines; through the fuselage tank
filler on the upper right side of the fuselage; or the single-point pressure
refuel system.

March 2012
Fuel System
Aft Fuselage Tank

An optional aft fuel tank, with a capacity of 54 U.S. gallons (359 pounds),
can be installed in lieu of the aft unpressurized baggage compartment.
The tank is a single bladder that has two transfer valves, pumps, and
lines connecting the aft fuselage tank to the left transfer line of the
fuselage or wing tanks. The aft tank transfer line is plumbed into the
left fuselage tank transfer line between the left transfer valve and the
fuselage tank so that the line can be used to fill and transfer fuel from
the aft tank. The aft tank also has a right transfer valve, pump, and line
connecting the aft fuselage tank to the wing through the single-point
distribution manifold for auxiliary transfer.
Illumination of the white AFT FUS TANK EMPTY light indicates the aft
fuselage tank is empty and the pressure in the transfer line has dropped
below 0.25 PSI. The pump continues to run and the normal XFR valve
remains open until the XFR-FILL switch is set to OFF. Illumination of the
green AFT FUS TANK FULL light indicates the aft fuselage tank is full.
FUEL PANEL EQUIPPED WITH OPTIONAL AFT FUSELAGE TANK
FUS WING
CAP LEFT FULL RIGHT
AFT FUS
3 FUS R WING
4
2 L WING TOTAL
FUEL 5 LBS
QUANTITY
1 6 00 00
LBS x 1000
7
ON
L R
ON
L OFF
OFF AFT PUMP

STANDBY PUMPS
OPEN EMPTY AUX XFR OPEN
XFR
O
F
F
CLOSED FILL FULL CLOSED
GRAVITY XFER
FUS TANK CROSSFLOW
EMPTY
XFR AUX XFR
AFT O
FUS F
TANK F
FILL FULL
Figure 5F-3: White AFT FUS TANK EMPTY Light

March 2012
Ventilation
The fuel vent system provides continuous ram air pressure to the wing
tanks and fuselage tank (or tanks) while the aircraft is in flight; this
ensures positive pressure during all flight conditions.
Flush-mounted, NACA-type, underwing ram airscoops admit air through
tubing into the wing tanks and fuselage tank(s). Outboard ram air inlets
provide venting for the wing tanks. The outboard inlets connect to float
valves in the wing tanks to prevent fuel from flowing out through the vent
when the associated wing is full.
Figure 5F-4: NACA Type Ventilation

The two inboard inlets connect to the fuselage tank. A float valve in the
fuselage tank prevents fuel from entering the fuselage vent line. If an
aft fuselage tank is installed, the fuselage and aft fuselage tanks are
connected with an open expansion/vent tube that provides ventilation
and passage for expanding fuel to escape from the aft fuel tank.
A vent sump assembly and drain valve in the center of the fuselage
permit draining of moisture and/or fuel from the vent system. Flame
arrestors in the overboard vent line of each wing prevent ignition of
fumes in the event of a lightning strike or extremely hot brake assembly.

March 2012
Fuel System
Fuel Quantity Indication

Fuel Quantity Selector/Indicator
The fuel quantity selector/indicator is a four or five-position (five with
aft fuselage tank) rotary switch for reading fuel quantity in each tank
as well as total quantity. Each position is labeled with the name of its
corresponding tank and its capacity; the TOTAL position reads quantity
in all tanks combined. Usable tank capacities labeled on the selector
switch are based on fuel density of 6.7 pounds per U.S gallons.
Figure 5F-5: Fuel Quantity Selector

The FUEL QUANTITY indicator shows pounds of fuel in increments of
1,000 pounds for the fuel tank indicated. A FUEL QTY CB on the copilot CB
panel protects the selector, which is powered by the 28 VDC Essential A bus.
The quantity indicated on the gauge is compensated for fuel temperature,
but can be in error by as much as 100 pounds in each position; therefore,
the most accurate reading is obtained in the TOTAL position.
An amber LOW FUEL annunciator illuminates when a float switch
indicates the fuel level in either wing drops below 250 pounds for aircraft
S/N 001 through 052 and 057. In aircraft S/N 053 and subsequent,
except 057, the LOW FUEL quantity indication occurs with 350 lbs
remaining. SB 55-28-9 modifies the 250 lbs system to 350 lbs.

March 2012
Fuel Probes
A series of nine fuel probes (in five probe circuits) supply information to
the fuel quantity indicator through the fuel quantity selector switch. Aircraft
equipped with an aft fuselage tank have one additional probe. These
capacitance-type tubular probes create an electric charge proportional
to the amount of fuel present. Openings in the probe allow fuel flow
between electrodes in the tube to the same level as that in the tank. The
fuel acts as the variable dielectric factor of the probe, which provides
a continuous signal to the fuel quantity indicator. An additional probe
compensates for fuel density change due to temperature changes.
Fuel Counter
The digital-type fuel counter indicates total pounds of fuel used. Pressing
the fuel counter reset button resets the four digit counter to zero. The
fuel flow transmitter of each engine supplies voltage to the fuel monitor
computer to operate the fuel counter and fuel flow gauge.

March 2012
Fuel System
Single-Point Refueling
F
V O F U
E P U L
N E S L 2
T N
FUSELAGE
FLOAT SWITCH TOTAL
VENT
VALVE PARTIAL
FUS SOLENOID
TANK SHUTOFF
FUSELAGE
PRECHECK REFUEL
VALVE ADAPTER
3
WING
L WING FLOAT WING
FULL SWITCH PRECHECK FUSELAGE FUEL
R WING
VALVE SHUTOFF
FULL
L WING TANK R WING TANK
WING PILOT WING FUEL WING PILOT VALVE

VALVE WING FUEL SHUTOFF
SHUTOFF
AFT FUSELAGE
SHUTOFF VALVE
SOLENOID
VALVE
1
FILL
AFT FUSELAGE
1 AUX TRANSFER AND PILOT VALVE
REFUELING SHUT OFF VALVE
OFF
2 SOLENOID OPENS, FUSELAGE AND
WING TANKS FILL AT SAME TIME
AUX
3 SOLENOID VALVE OPENS WHEN WINGS FUSELAGE
ARE FULL SO FUSELAGE TANK CAN BEGIN TANK AUX
TO FILL TRANSFER FUEL
PUMP
PRESSURE

March 2012

March 2012
Fuel System
Fuel Drains
FUEL CROSSOVER LEFT WING

SCAVENGE PUMP

SCAVENGE PUMP SUMP
RIGHT WING LEFT ENGINE
SUMP FUEL
RIGHT ENGINE LEFT WING

FUEL VENT (SUMP)
RIGHT WING
VENT (SUMP)

EXPANSION LINE EXPANSION LINE

TRANSFER LINE TRANSFER LINE
FUSELAGE FUEL VENT
TANK SUMP (FUSELAGE)
COMPUTER COMPUTER
FILTER FILTER

March 2012

March 2012
Fuel System
Fuel Distribution/Control
Fuel is transferred to the wing tanks by any of four methods: normal fuel
transfer, auxiliary fuel transfer, rapid fuel transfer, and gravity transfer. During
the normal fuel transfer, the left fuselage tank transfer pump feeds fuel into
both wings tanks. During the auxiliary fuel transfer, the right fuselage tank
transfer pump feeds fuel into both wing tanks. Fuel transfers at 50 pounds
per minute using either the normal or auxiliary modes.
For rapid fuel transfer, both the normal and the auxiliary fuel transfer modes
energize to give a combined transfer rate of 100 lbs/min. During gravity fuel
transfer, fuel flows to both wing tanks through both transfer lines.
The fuel distribution/control system consists of two independent systems
one for each engine. Each system consists of the following components:
Fuel pumps, including two jet pumps, an electric standby pump, and
an electric scavenge pump
A fuel filter
Fuel valves, including a shutoff valve, a motive flow valve, and fuel
supply line check valves
Fuel drains
A low pressure switch
Control relays.
The jet pump in each wing tank supplies fuel to the engines. The left and
right standby pumps, the left and right wing tank jet pumps, the fuselage
transfer lines, the left and right engine feed lines, and the crossflow valve
connect to form a fuel distribution system. The right wing fuel system
connects to the left wing fuel system through the crossflow valve.
The fuel control panel on the center pedestal manages fuel distribution
with relays in the fuel control relay panel in the aft section under the air
conditioner compressor assembly. A single-point pressure refueling panel is
on the right side of the fuselage above the trailing edge of the wing.

March 2012
Components
Fuel Control Panel
The fuel control panel in the center pedestal provides the pilot with
control and management of the fuel system; lights and annunciators
provide verification of system operation.
Figure 5F-6: Fuel Control Panel
Fuel Pumps
Each of the two distribution systems contains three types of pumps: two
jet pumps, an electric standby pump and an electric scavenge pump
(the standby and scavenge pumps are virtually the same physically).

March 2012
Fuel System
Jet Pumps
Jet pumps in the wing tanks provide head pressure to the engine-driven
fuel pumps; jet pumps near the lowest point of the wing ensure fuel
flow until the tanks are virtually empty. The jet pumps have no moving
parts and operate on the venturi principle. When the JET PUMP switch
is set to ON, the motive flow valve opens. High pressure fuel from the
engine-driven fuel pump is directed through a nozzle in the jet pump to
draw fuel from the tank.
MOTIVE LOW
FLOW PRESSURE
LINE LINE
200-300 PSI
10-12 PSI
FUEL SUPPLY
WING TANK
STRUCTURE
Figure 5F-7: Jet Pump - Venturi Principle

This motive flow fuel pressure ranges from approximately 350 PSI
during high fuel flow rates at high engine RPM to approximately
250 PSI at low fuel flow rates with engines at idle. Jet pump discharge
pressure increases as engine fuel flow increases: at idle, fuel flow is 150
pounds per hour and jet pump discharge pressure is approximately 10
PSI. At full power settings, fuel flow is 1,700 pounds per hour and jet
pump discharge pressure is approximately 12 PSI. A red FUEL PRESS
annunciator illuminates if fuel pressure to the associated engine drops
below 2.75 PSI; it extinguishes if pressure rises above 3.75 PSI.
JET PUMP Switches

The JET PUMP switches on the fuel control panel control the motive
flow valves. Setting a JET PUMP switch to ON opens the corresponding
motive flow valve and allows high-pressure fuel from the corresponding
engine-driven fuel pump to flow to the corresponding jet pumps;
disagreement lights show that the motive flow valve position does not
correspond to the associated jet pump switch setting.

March 2012
The JET PUMP switches normally remain ON. During engine start,
a lockout valve in the engine-driven fuel pump prevents motive flow
through the motive flow valve and applicable standby pump energizes
to supply starting fuel to the engine. After the engine starts and
engine-driven fuel pump output pressure is sufficient, the lockout valve
opens and allows high-pressure fuel to flow through the motive flow valves.
(See the Powerplant chapter for a description of the lockout valve).
Setting a JET PUMP switch OFF closes the corresponding motive flow
valve and prevents fuel system pressurization until the standby pumps are
energized. The motive flow valves operate on 28 V DC through the 5 amp L
and R JET PMP & XFR V CBs on the pilot and copilot ESS B buses.
Standby Pumps
An electric standby pump is adjacent to the jet pump. The submerged
standby pump is used for fuel crossflow, fuselage fill operation, and
engine starting; it also provides standby fuel flow in the event a jet pump
fails. Switches on the fuel control panel actuate the standby pumps,
which provide a maximum output flow of 18 PSI.
STANDBY PUMP Switches

The STANDBY PUMP switches normally remain OFF; turn them ON if a
jet pump fails or for crossflow. Regardless of switch position, the standby
pumps automatically de-energize during fuselage fuel transfer operations.
The standby pumps automatically energize when the FUS TANK
XFR-OFF-FILL switch is set to FILL or the START-GEN switch is placed
in START. The standby pumps operate on 28 VDC, supplied through 15
amp L and R STBY PUMP CBs on the pilot and copilot ESS B buses.
Scavenge Pumps
A submerged electric scavenge pump in the forward section of the wings
near the fuselage pumps fuel to the main jet pumps. Both scavenge
pumps are activated automatically when the amber LOW FUEL
annunciator illuminates. The pumps may be tested during preflight by
pressing the annunciator TEST button on the glareshield and listening
for the audible sound of the pump operation.
Figure 5F-8: Scavenge Pumps Test Button

March 2012
Fuel System
Fuel Filters
Each engine fuel system has two low pressure fuel filters: one on the
engine fuel control (primary) and one in the feed line to the engine
(secondary). The filters (secondary) in the main fuel line from tank to
engine remove contaminants from the fuel.
FILTER HEAD
METAL FILTER
ELEMENT &
SECONDARY
BYPASS VALVE
ASSEMBLY
PAPER
ELEMENT
BYPASS
VALVE
PRIMARY
PRIMARY
BYPASS
VALVE
FILTER
BOWL
OVERBOARD
DRAIN
Figure 5F-9: Fuel Filters

They are mounted in the tailcone equipment bay on the aft bulkhead
of the fuselage fuel tank. The filters are equipped with either a single
disposable paper element or a washable dual metal element, each
with an internal filter bypass that allows continued fuel flow if the filter
becomes clogged.
The bypass uses pressure differential sensing to measure inlet and
outlet pressure. The paper filter utilizes a bypass valve that opens if
the differential reaches 2.25 PSID. The metal filter utilizes primary
and secondary bypass valves that open at 1.25 PSID and 2.25 PSID,
respectively. A switch connected to the bypass illuminates the amber
FUEL FILTER annunciator.
On the ground, the tailcone fuel filters (secondary filters) illuminate the
amber FUEL FILTER annunciator through the squat switch. In flight, the
differential pressure switch for the tailcone filters is disabled through the
squat switch.

March 2012
In flight, the engine-driven fuel pump fuel filter (primary filter) takes
priority. If the filter becomes contaminated or if ice forms on the filter,
a differential of 6-8 PSID across the filter element illuminates the FUEL
FILTER annunciator. If the differential pressure exceeds 9-14 PSID, fuel
bypasses around the filter.
Fuel Valves
Firewall Shutoff Valve
Each distribution system incorporates a fuel shutoff valve in the engine feed
line adjacent to the fuel filters. The electrically operated shutoff valves are
two-position (open and closed) ball-and-seat type that allow the pilot to shut
off the supply of fuel to the engine if an engine fire occurs. When pulled out,
the ENG FIRE PULL T-handle on the glareshield provides DC power to
close the valve; when the handle is pushed in, DC power opens the valve.
The firewall shutoff valve is a motor-driven valve that remains in the last
position selected in the event of DC power failure.
Figure 5F-10: ENG FIRE PULL T-Handle
Motive Flow Valve

The motive flow valves are on the aft fuselage fuel tank bulkhead above
the fuel filters. The jet pump switch electrically controls the two-position
(open and closed) rotary actuator type valves.
High Pressure Relief Valve

A high pressure relief valve is in the main fuel line adjacent to the shutoff
valve. The valve relieves any pressure buildup caused by thermal
expansion of trapped fuel when the engine is shut down. The relief valve
opens at 75 PSI and vents fuel overboard to drain out the bottom of the
engine.

March 2012
Fuel System
Crossflow Valve
The crossflow valve, controlled by the CROSS FLOW switch on the fuel
control panel, permits transfer of fuel between wing tanks. The valve
operates on 28 VDC supplied through the 5A XFLOW VALVE CB on the
pilot’s ESS B bus (left Emergency bus on Learjet 55B/C).

NOTE: All of the fuel system valves are motor-driven DC valves; they
remain in the last selected position with DC power loss.
The fuel vent (fuselage) drain should be drained dry at
each fueling.
CROSSFLOW Switch
Placing the Crossflow switch in the OPEN position opens the
cross-flow valve for fuel transfer between wing tanks; a disagreement
light illuminates when the crossflow valve position does not correspond
to the setting on the crossflow, transfer/fill, or fuselage valve switches.
Placing the switch in the CLOSE position closes the crossflow valve to
prohibit fuel transfer between wing tanks. A green (amber fuel X FLO on
Learjet 55B/C) FUEL CFLO annunciator on the glareshield illuminates
when the cross-flow valve is open.
Fuel Supply Line Check Valve

The fuel supply line check valve is adjacent to, and downstream from,
the jet pump in the wing. These flapper-type check valves prevent fuel
from being pumped backward through each pump by its adjacent pump.
A small orifice in the flapper allows fuel to drain back from the engines
after engine shutdown.
Fuel Drains
Quick-drain valves are provided in the fuel lines, the crossflow lines, the
vent system lines, the fuel computer lines, and the fuel filters, in addition
to each fuel tank. These push-to-open type drain valves are semi-flush
and externally-mounted to allow draining of sediment, moisture, and/or
fuel from the system.
Normal Operations
During normal operation, each engine receives fuel via its jet pump at
10 to 12 PSI from its respective tank. During engine start, the electric
standby pumps supply fuel to the engines.
With the L and R FUEL CMPTR switches ON and the START-GEN
switch in START, the standby pump is energized; this moves fuel through
the fuel filter and firewall valve to the engine-driven fuel pump (refer to
Powerplant chapter). IGN is operative and fuel is supplied to the engine
when the thrust lever is moved out of CUTOFF. An amber L (or R) FUEL
CMPTR annunciator illuminates when there is a failure in, or loss of
power to, the associated computer.

March 2012
After the engine reaches approximately 45% N2, the fuel computer relay
terminates the starting sequence. The ignition is turned off, and the start
relay opens. The standby pump is de-energized when the START/GEN
switch is placed to OFF. The starter engagement light extinguishes. After
the motive flow pressure regulator reaches about 300 PSI, the motive
flow regulator supplies motive flow fuel pressure to the jet pumps through
the motive flow valve. A red FUEL PRESS annunciator illuminates on the
glareshield if fuel pressure to the associated engine drops below 2.75 PSI.
Crossflow Operations
Crossflow normally is not used during a routine flight; however, it may be
required to balance the fuel load during single engine operations or if an
uneven load was acquired during fueling.
To initiate crossflow operations, position the CROSSFLOW switch to
OPEN (green FUEL CFLO annunciator on Learjet 55 or amber FUEL
X FLO annunciator on Learjet 55B/C illuminates); this applies power
to open the crossflow valve. The crossflow valve opens automatically
during fuselage tank filling or fuel transfer. Switch on the standby pump
on the heavy wing to transfer the fuel to the light wing; switch the light
wing standby pump off.
To terminate crossflow operations, position the CROSSFLOW switch to
CLOSED and the STANDBY PUMPS switches to OFF.
CAUTIO
Do not crossflow with jet pump inoperative. Engine starvation
may occur if fuel is pumped through an open crossflow valve into
opposite wing.
Fuel Transfer
FUS TANK XFR-OFF-FILL Switch
Moving the XFR-OFF-FILL switch to XFR opens the left transfer valve
and crossflow valve. It turns the left transfer pump on and disables the
standby pumps; the transfer pump then transfers fuel from the fuselage
tank into the wing tanks. On the ground, the float switch will not turn on
the green wing fuel-lights. In the air, the green fuel-lights will come on
until the switch is turned off.
Placing the switch in the FILL position opens the transfer and crossflow
valves, disables both transfer pumps, and turns the wing standby pumps
on. The XFR-OFF-FILL switch has priority over the GRAVITY XFR switch.
The FUS TANK XFR-OFF-FILL switch operates the left fuel transfer
system and fills the fuselage tank from the wing tanks.

March 2012
Fuel System
The left fuel transfer valve operates on 28 VDC through the 5 amp
L JETPMP & XFR CB on the pilot’s left ESS B bus. The left transfer
pump operates on 28 VDC through the 10 amp L FILL and XFER CB on
the pilot’s ESS B bus (Learjet 55), and on the 10 amp FUS TANK XFR
PMP CB on the left Emergency bus (Learjet 55B/C).
With the switch set to FILL, both wing standby pumps energize, both left
and right transfer valves open via the fuselage tank float switch, and the
cross-flow valve opens. Fuel pumps into the fuselage tank from the wing
tanks until the switch is placed in OFF or the fuselage tank float switch
actuates to close the transfer valves, shut down the standby pumps,
and illuminate the green FUS TANK FULL light. Placing the switch in
the OFF position extinguishes the FUS TANK FULL light and closes the
crossflow valve.
With the switch set to XFR, the left transfer pump energizes, the left
transfer valve opens, both standby pumps are rendered inoperative, and
the cross-flow valve opens. Fuel then pumps from the fuselage tank to
the wing tanks until the wing float switches actuate. This de-energizes
the transfer pump, closes the transfer valve and, if squat switch is in
the air mode, illuminates the applicable green WING FULL light (the
crossflow valve remains open).
If the fuselage tank empties before the wing float switches shut down
the left transfer system, a pressure switch (1.5 PSI) in the fuselage tank
transfer line illuminates the white FUS TANK EMPTY light. Setting the
switch to OFF extinguishes the FUS TANK EMPTY and/or WING FULL
lights (if illuminated), closes the left transfer valve, de-energizes the left
transfer pump, and closes the crossflow valve.
On S/N 127 and subsequent and aircraft incorporating AMK 55-86-4,
the XFR-FILL switch incorporates a magnetic latch in the FILL position.
Hold the switch in this position for a minimum of three seconds to engage
the switch. When the switch is in the FILL position and the LOW FUEL
annunciator illuminates (or the squat switch goes into the air mode), the
XFR-FILL switch disengages and goes to the OFF position.
FUS TANK Lights

The white EMPTY light illuminates when a pressure switch in the transfer
line detects approximately 1.5 PSI in the line, the fuselage tank is empty,
or when the transfer pump malfunctions.
A green FULL light indicates the fuselage tank is full and the float switch
has terminated the left transfer operation. This light extinguishes when
the switch is moved to OFF.

NOTE: If the FUS TANK FULL light comes on and fueling process
does not stop, the fueling operation must be terminated to
lessen the possibility of spillage or system damage.

March 2012
FUS TANK GRAVITY XFR Switch
The FUS TANK GRAVITY XFR switch panel initiates fuselage fuel
transfer without using the transfer pumps. The switch has two positions:
OPEN and CLOSED.
With the switch set to OPEN, both transfer valves open, the crossflow
valve opens, and both standby pumps are rendered inoperative. Fuel
then gravity flows from the fuselage tank to the wing tanks until the
wings are full or the wing and fuselage tank heads are equal.
When using this method to transfer fuel, approximately 350 pounds
of fuel remain in the fuselage tank and the FUS TANK EMPTY light is
inoperative. The remaining fuel must be pumped to the wings. When
the tank is nearly empty, use the XFR-OFF-FILL switch to pump the
remaining fuel to the wings. It is desirable to use the left transfer system
because it automatically shuts off when either wing fills and prevents the
wing tanks from becoming pressurized. Minimizing wing fuel pressure
reduces the probability of wing tank leaks.
To ensure all possible fuel has been gravity transferred, check the fuel
quantity indicator. Turn the switch OFF when all fuel possible is transferred
and during approach and landing to prevent fuel from backflowing into
the fuselage tank when the aircraft is in a nose-up attitude.
FUS TANK AUX XFR Switch

The FUS TANK AUX XFR switch operates the right fuel transfer system,
which provides an alternate transfer system if the left system fails.
Additionally, when used with the left system, aux transfer allows rapid
transfer of fuselage fuel. The switch has two positions: AUX XFR and
OFF. The right fuel transfer valve operates on 28 VDC through the 5A R
JET PUMP & XFR CB on the copilot ESS B bus. The right transfer pump
operates on 28 VDC through the 10 amp R FILL and XFER CB on the
copilot’s ESS B bus (Learjet 55) and on the 10 amp FUS TANK XFR
pump CB on the right Emergency bus (Learjet 55B/C).
Moving the switch to AUX XFR energizes the right fuselage transfer pump,
opens the right transfer valve, renders both standby pumps inoperative,
and opens the crossflow valve. Fuel then pumps from the fuselage tank
into the wing tanks. Set the switch to OFF when either the white FUS
TANK EMPTY light or either of the green WING FULL lights illuminate.
Setting the switch to OFF closes the right transfer valve, de-energizes
the right transfer pump, closes the crossflow valve, and extinguishes the
FUS TANK EMPTY and WING FULL lights, if illuminated.
Actuation of the wing float switches has no effect on the auxiliary (right)
fuel transfer system. Therefore, if the switch is not in OFF when the
WING FULL lights illuminate, fuel continues to circulate between the
fuselage and wing tanks through the wing expansion and fuel transfer
lines. When the fuselage tank is empty and the pressure drops to 1.5 PSI
or less, a pressure switch in the right transfer line actuates to illuminate
the FUS TANK EMPTY light.
The AUX XFR switch has priority over the XFR-OFF-FILL and GRAVITY
XFR switches.

March 2012
Fuel System
AFT FUS XFR-OFF-FILL Switch (when installed)

To fill the aft fuselage tank, move the AFT FUS TANK XFR-OFF-FILL
switch to FILL. The aft fuselage tank transfer valve opens and the left
fuselage pump comes on. The left main fuselage tank transfer valve
remains closed and fuel pumps from the main fuselage tank through the
left fuselage transfer line and valve into the aft tank. A float switch in the
aft tank turns on the green aft fus tank FULL light, turns off the transfer
pump and closes the aft transfer valve when the aft tank is full (see
Figure 5F-3, page 5F-11).
The aft tank can also be filled through the single-point pressure refueling
system.
To transfer fuel from the aft fuselage tank, the AFT FUS TANK XFR-
OFFFILL switch is moved to XFR. The aft fuselage transfer valve opens,
the aft fuselage transfer pump comes on and fuel pumps from the aft
tank into the fuselage tank. When the main fuselage tank is full, the float
switch in the main fuselage tank turns on the green fuselage tank FULL
light, turns off the aft fuselage transfer pump, and closes the aft fuselage
tank transfer valve. When the aft fuselage tank is empty, the pressure
switch (0.25 PSI) in the transfer line turns on the white AFT FUS TANK
EMPTY light on the fuel panel. The switch is turned off to shut off the
pump and the EMPTY light.
AFT FUS TANK VALVE Light (when installed)

Illumination of this light indicates that the aft fuselage tank transfer valve
is not in the position commanded by the aft fuselage transfer-fill switch.
The light illuminates momentarily while the valve is in transit.
AFT FUS TANK AUX XFR Switch (when installed)

The fuel in the aft fuselage tank can also be transferred using the AFT
FUS TANK AUX XFR switch. With the switch in the ON position, a valve
connecting the single-point pressure refueling manifold to the aft fuselage
tank transfer pump opens and the aft fuselage aux transfer pump comes
on. Fuel transfers to the single-point pressure refueling system and is
distributed to the left and right wing tanks.
If the wing tanks become full, the single-point shutoff valve stops the
flow of fuel to the wings; the wing FULL lights do not come on, and the
pump continues to operate until the switch is turned off. The aux transfer
procedure leaves 25 pounds of fuel in the aft tank, which can only be
transferred with the aft tank XFR-FILL switch. When the aft fuselage
tank is nearly empty and fuel transfer stops, a pressure switch in the aux
transfer line turns on the white AFT FUS TANK EMPTY light. Turning
the AUX XFR switch OFF turns off the pump and the EMPTY light and
closes the transfer valve.
If the main fuselage tank transfer valves fail to open, the entire contents
of the main fuselage tank can be transferred into the wings by alternately
filling the aft tank and using the aft fuselage aux transfer procedure.

March 2012
Single-Point Pressure Refueling
When installed, the single-point pressure refueling system is integrated
into the right side of the fuselage above the trailing edge of the wing. A
control panel is in the access opening next to the filler port.
The single-point pressure refueling system consists of the following
components:
A pilot valve and shutoff valve in each wing tank and fuselage tank
Vent valve check valve
Solenoid valve
Fueling adapter
Two manually-operated precheck
Valves
Refueling lines
Precheck lines pilot lines
Refueling control panel
A relay box.
On aircraft with the aft fuselage tank, the single-point pressure
refueling system also includes an aft fuselage tank full pilot valve, an aft
fuselage tank shutoff valve, a fuel shut-off solenoid valve, a precheck
line check valve, a pilot line, a fill line and an orifice plate in the fill line.
A REFUEL TOTAL-OFF-PARTIAL switch and a REFUEL AFT FUS
FILLOFF switch (if the aft fuselage tank is installed) are on the control
panel. On aircraft 55-127 and subsequent, a single-point pressure
refueling battery switch on the precheck panel allows application of
electrical power to the single-point pressure refueling system in lieu of
applying electrical power to the aircraft through battery switches on the
center switch panel.
A green VENT OPEN annunciator and an amber FUS FULL annunciator
provide system monitoring. Two precheck valves, one for the wing and
one for the main fuselage tank shutoff valves, provide system testing.
CAUTIO
The green VENT OPEN light should remain illuminated at all times
during single-point pressure refueling operations.
Fuselage Solenoid Valve

The fuselage solenoid valve is connected to the pilot line between
the pilot valve and the refueling shutoff valve. The valve is electrically
controlled, normally closed, and prevents the fuselage refueling shutoff
valve from opening during partial fill mode until the wing high level float
switches activate. It also prevents the valve from opening if the vent
valve is not fully open in any mode of operation.

March 2012
Fuel System
Pilot Valve
The pilot valve controls the shutoff valve by closing when internal fuel
pressure through its pilot port is blocked. The valve connects to a float
in a chamber that has a small opening into the fuel tank. When the tank
is full, the chamber fills through the small opening, the float valve stops
flow through the shutoff valve pilot port, and the shutoff valve closes.
The shutoff valve in each tank operates in the same manner.
Operation of the pilot valve in conjunction with the shutoff valve (located
in the bottom of each tank), for any tank halts fuel flow when maximum
single-point capacity is reached in that tank.
Refuel Selector Switch

The DC powered REFUEL CONTROL switch actuates the normally
closed fuselage tank solenoid valve in the pilot line. The switch selects
the tanks to be refilled during refueling.
Figure 5F-11: REFUEL CONTROL Switch

In aircraft without an aft fuselage tank, the switch has two positions:
TOTAL and PARTIAL. In aircraft with an aft fuselage tank, the switch
has three positions: TOTAL, WING, and PARTIAL. Aft fuselage tank
selection is provided by a separate switch, labeled AFT FUS, on the
single-point refueling panel.
With the refuel selector switch in TOTAL, the wing and fuselage tanks fill
simultaneously. When TOTAL is selected and refueling pressure begins,
the vent valve opens and circuits are completed to open the fuselage tank
solenoid valve. When the solenoid valve opens, the fuselage tank shutoff
valve opens and admits fuel into the fuselage tank. The tank’s shutoff valve
stops fuel flow from the refueling truck when the tank is full.

March 2012
With the refuel selector switch in PARTIAL, the wing tanks fill first, then
the fuselage tank fills. This position is useful when conditions require full
wings and less than full fuselage fuel.
Selecting PARTIAL removes power from the fuselage solenoid valve,
which remains closed. Only the wings permit incoming fuel until both the
left and right wing full float switches actuate. With both float switches
closed, the fuselage solenoid receives power and opens, and the
fuselage tank fills.
The WING position of the refuel selector is applicable only to aircraft
with the aft fuselage fuel tank. Placing the switch in WING fills the wings
only, or fills the wing tanks simultaneously with the aft fuselage tank.
With the switch in WING, the fuselage tank solenoid valve does not
open, therefore, the fuselage tank shutoff valve remains closed during
refueling.
AFT FUS Tank Switch

The AFT FUS switch on the single-point refueling panel selects the aft
fuselage tank for refuel. The switch can be used in conjunction with the
TOTAL, PARTIAL, or WING position of the refuel selector switch.
With the switch set to FILL and refueling pressure applied, the vent valve
opens and circuits are completed to open the aft fuselage tank solenoid
valve. When the solenoid valve opens, the aft fuselage tank shutoff valve
opens to admit fuel to the tank.
With switch in OFF, the aft fuselage tank does not fill.

March 2012
Fuel System
Refueling
Determine the amount of fuel required; ensure the fuel supply unit is
grounded, and then grounded to the aircraft. Finally, ensure the fuel
nozzle is grounded to the aircraft. Remove the filler caps and add
required fuel. Once fueling is complete, replace filler caps and remove
ground wires.
Refuel the aircraft through the filler ports on the upper surface of each
wing near the winglets and through a filler in the top RH side of the
fuselage fuel cell. An optional single-point pressure refueling system can
also be used to fuel the aircraft. Approved grounding procedures for
the aircraft and fuel truck must be followed during refueling. Anti-icing
additive is not required when single-point pressure refueling system is
installed.
Fuselage Tank Filling

To fill the fuselage tank, move the XFR-OFF-FILL switch to FILL. Both
standby pumps in the wing tanks come on, the left and right transfer
valves open, and the crossflow valve opens. The standby pumps in the
wing sumps fill the fuselage tank by transferring fuel from the wings to
the fuselage tank. When the fuselage tank is full, a float switch in the
fuselage tank stops the refueling process; it turns off the standby pumps,
closes the transfer valve, and illuminates the green FULL light on the
fuel control panel. Placing the XFR-OFF-FILL switch in OFF closes the
crossflow valve and extinguishes the FULL light.
Fuselage Tank Transferring

To transfer fuel to the wing tanks from the fuselage tank, place the XFR-
OFFFILL switch in XFR. The left transfer and the crossflow valves open,
the left fuselage transfer pump comes on, and the standby pumps in the
wing tanks are disabled. If a wing tank becomes filled, its wing full float
switch turns off the fuselage transfer pump and illuminates its associated
green L or R WING FULL light.
If the fuselage transfer pump fails, or if the fuselage tank becomes empty,
a pressure switch (1.5 PSI) in the transfer line illuminates the white
EMPTY light on the fuel panel. Because the transfer pump depends
on fuel for lubrication, the pilot should turn off the transfer switch when
the EMPTY light illuminates to prevent damaging the pump. Placing the
switch in OFF extinguishes the EMPTY and/or WING FULL lights and
closes the crossflow valve.

March 2012
Single-Point Pressure Refueling System Operation
A fuel truck connects to the single-point pressure refueling port on the
right side of the fuselage. Fuel under pressure enters the tanks through
the system plumbing; all aircraft tanks can be refueled through the
single-point system.
A vent control valve in the main fuselage tank opens during refueling to
allow air to escape from the empty fuel tanks. Fuel pressure from the
single-point inlet actuates the vent valve. Pressure applied to the vent
valve provides DC power to the green VENT OPEN light and to the
fuselage solenoid valve. If the vent valve is not actuated, the fuselage
tank does not fill because the solenoid valve cannot open.
WARNIN
System precheck valves are provided to test the tank shutoff
valves prior to refueling the aircraft. If the pre-check test fails to
stop fuel transfer from the truck, the single-point system should
not be used. Damage to aircraft systems and/or fuel spillage can
occur. See Servicing section, this chapter, for details.
NOTE: Refueling pressure must be between 20 and 60 PSI.
Single-Point Pressure Refueling Precheck

Service personnel or pilots test the operation of the shutoff valves during
each refueling operation to ensure the fuel flow stops when the tanks
are full. Accomplish the precheck with the REFUEL CONTROL switch
in the TOTAL position because all three refuel shutoff valves are open
while the tanks are filled simultaneously. If the aft fuselage tank (when
installed) is to be refueled, place the AFT FUS control switch in FILL for
the precheck also.
With both precheck valves open as refueling pressure is applied, fuel
flows into each of the pilot valve chambers faster than it can leak out
through its small opening. When the pilot valve chamber is full, the float
closes off the shutoff valve pilot port and the shutoff valve stops the
flow of fuel into its respective tank. When all of the shutoff valves have
closed, the flow of fuel from the truck into the aircraft stops.
When doing the precheck, the fuel flow should stop within 10 to 20
seconds of fueling procedure.
CAUTIO
If fuel flow does not stop within 10 to 20 seconds, do not use the
single-point pressure refueling system.
NOTE: Several usable fuel types are approved for use in the
Lear 55. See the Manufacturer’s AFM for a complete
listing or page 229 of the Quick Reference section in
this manual.

March 2012
Fuel System
Additive Procedures
Insert fuel nozzle into fuel filler with fuel additive nozzle attached. Ensure
additive is directed into the flowing fuel stream and additive begins to
flow after fuel. Stop the additive before the fuel flow.
Additive concentration range should be maintained in accordance with
instructions in the AFM. Biobor JF is approved for use as a biocide
additive when premixed with fuel in the fuel supply facility. Over-the-wing
blending of Biobor JF and fuel is not approved.
On aircraft with fuel heaters, anti-icing additive is not a requirement.
However, for microbial protection, use an anti-icing additive, in the
concentration specified, at least once a week for the aircraft in regular
use and whenever a fueled aircraft is out of service for a week or more.
On aircraft not equipped with fuel heaters, anti-ice additive conforming
to MIL-I-27686 or MIL-I-85470 is required. Lack of anti-icing additive
may cause fuel filter icing and subsequent engine flameout. Military
JP-4 type fuels refined in the United States have anti-icing additive
conforming to MIL-I-27686 or MIL-I-85470 blended at the refinery; no
additional treatment is necessary. Before refueling, always check with
fuel supplier to determine if the fuel contains anti-ice additive meeting
MIL-I-27686 or MIL-I-85470.
Prolonged aircraft storage may result in water buildup in the fuel that
“leaches out” the anti-icing additive. Excessive water accumulation in
the fuel tank sumps is an indication of this.
CAUTIO
Do not allow concentrated additive to contact coated interior of
fuel tank or aircraft painted surfaces.
CAUTIO
Anti-ice additive is toxic. It is dangerous when breathed and/or
absorbed into the skin. When in contact with anti-ice additive,
utilize appropriate protective equipment (eye goggles/shield,
respirator with organic vapor cartridges, non-absorbing gloves).
If additive enters eyes, flush with water and contact a physician
immediately.

March 2012
Preflight
During the preflight, the following components of the fuel system are
checked (see Preflight chapter for details):
Fuel gauges for any servicing requirements
Excessive fuel leakage (some seepage is expected)
Fuel sample at each sump drain
Fuel cap closed and locked
Fuel tank vent unobstructed.
Abnormal Procedures
The following section provides a brief discussion of what happens to the
fuel system during abnormal conditions. For a list of specific procedural
steps, please refer to your CAE Operating Handbook.
Fuel Filter Warning Light

On aircraft with replaceable paper fuel filter elements, illumination of
the FUEL FILTER annunciator indicates that a filter element is clogged
and is being bypassed. Replace fuel filter elements prior to the next
flight. If contaminated fuel is present, consult the Maintenance Manual
prior to next flight.
On aircraft with cleanable metal fuel filter elements, illumination of
the FUEL FILTER annunciator indicates that a primary filter element
is clogged and is being bypassed; however, the secondary element
still filters fuel. Clean the fuel filter elements prior to the next flight. If
contaminated fuel is present, consult the Maintenance Manual prior to
next flight. Switch the STANDBY PUMP switches ON, when possible, to
provide additional fuel pressure through the filter.
Fuel Pressure Warning Light

Illumination of a red FUEL PRESS warning light indicates loss of fuel
pressure to the engine, possibly caused by jet pump failure. If this
occurs, retard the thrust lever on the affected engine to reduce fuel
requirements. Position the STANDBY PUMP and AIR IGN switches to
ON, close the CROSSFLOW switch, and move the FUS TANK XFR-
OFF-FILL, GRAVITY XFR and AUX XFR switches to the OFF position.
If the FUEL PRESS annunciator does not extinguish, set the JET PUMP
switch to OFF. If the FUEL PRESS annunciator still does not extinguish,
descend to 25,000 ft. or lower to allow the engine-driven fuel pump to
suction-feed sufficient fuel to the engine.
Fuel Valve Lights

Steady illumination of any of the amber fuel valve annunciators on the
fuel control panel indicates the corresponding valve is not in the position
selected. Momentary illumination while the corresponding valve is in
transit after switching modes indicates proper operation.

March 2012
Fuel System
Fuel Transfer Valve Fails to Close

If the left fuel transfer valve (XFR-FILL valve) fails to close after
completion of fuel transfer, the crossflow valve closes normally. If this
occurs, switch either standby pump to ON to transfer some fuel back
into the fuselage tank. Additionally, fuel may gravity-flow from both wings
into the fuselage tank.
If the right transfer valve (FUS VALVE) fails to close after completion of
fuel transfer, the crossflow valve closes normally. If this occurs, operate
the right standby pump to transfer fuel from the right wing into the
fuselage tank. Additionally, fuel may gravity-flow from the right wing tank
into the fuselage tank.
Conduct fuel crossflow operations with caution since standby pump
operation transfers fuel back into the fuselage. In addition, periodically
transfer fuel back into the wings.
Fuselage Tank Fuel Transfer Valve Fails to Close

Failure of a fuselage fuel transfer valve does not affect operation of
the cross-flow valve. If a fuselage fuel transfer valve fails to close at
the completion of fuel transfer, the crossflow valve closes normally and
operation of the corresponding standby pump transfers fuel back to the
fuselage tank.
Conduct fuel crossflow operations with caution because standby pump
operation transfers some fuel back to the fuselage tank. Periodically
transfer fuel back into the wings.
NOTE: Fuselage fuel transfer deactivates the wing standby
pumps. The fuel in the fuselage tank will not be available
above 25,000 ft. Below 25,000 ft. the engine-driven fuel
pump suction feeds sufficient fuel to supply the engine
and fuselage fuel transfer can be accomplished. Replan
flight accordingly.
NOTE: If a jet pump fails, continuous operation of a standby

pump may not be possible and a descent to an altitude
at which the engine can suction feed may be required.
The altitude at which the engine-driven pump suction
feeds sufficient fuel for the engine varies upon fuel
temperature and type.
Because continuous operation of a standby pump may
not be possible, a descent to 25,000 ft. or below is
required if a jet pump fails.

March 2012

March 2012
Fuel System
Data Summary
Fuel System
Engine-driven fuel pressure motive flow
Distribution Wing tanks to jet pump or standby pump to engines
Standby pumps to fuselage tanks
Transfer pump to wing tanks
Scavenge pumps to main jet pumps
Gravity transfer lines to wings
Engine motive flow to wing jet pumps
Jet or standby pump to:
Fuel filter
Pressure switch
Engine-driven fuel pump
Control Switches
STANDBY PUMP
START/GEN
XFR-FILL
GRAVITY XFR
AUX XFR
CROSSFLOW OPEN/CLOSE
ENGINE FIRE PULL T-handle
Monitor Fuel panel lights
JET PUMPS ON/OFF L/R
FUS CAP
WING FULL L/R
FUS TANK FULL/EMPTY
GRAVITY XFR OPEN
CROSSFLOW OPEN
Annunciators
LOW FUEL
FUEL PRESS L/R
FUEL FILTER
FUEL CMPTR L/R
FUEL CFLO (Learjet 55)
FUEL X’FLO (Learjet 55B/C)
Float switch: fuselage tank overfill protection
Fuel vent for negative pressure relief – wing tank
Overpressure relief (center bulkhead)

March 2012
Fuel Capacities
Fuel Tanks
Capacities
Wings (Both) Fuselage Aft Fuselage
Gallons use able 425 573 54
Pounds kerosene 2,848 3,842 359
On aircraft with single-point pressure refueling system, maximum capacity is

obtained through fuselage filter. Weight based on 6.7 pounds per U.S. gallons.

March 2012
5G
Hydraulic Systems
Contents

Hydraulic System

Schematic: Hydraulic System ...................................................... 5G-5
Hydraulic System
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-7
HYD PRESS Indicator......................................................................... 5G-7
Hydraulic Reservoir............................................................................. 5G-8
System Filters...................................................................................... 5G-8
Shutoff Valves...................................................................................... 5G-9
Engine-Driven Pumps.......................................................................... 5G-9
Accumulator.......................................................................................5G-10
Pressure Relief Valve........................................................................5G-10
Auxiliary System
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-11
LO HYD PRESS Annunciator............................................................5G-11
HYD PUMP Switch............................................................................5G-11
Auxiliary Hydraulic Pump...................................................................5G-12
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-13
Main Hydraulic Reservoir Servicing...................................................5G-13
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-14
Abnormal Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-14
Low Hydraulic Pressure.....................................................................5G-14
Data Summary
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-15
Learjet 55 For Training Purposes Only 5G-1

March 2012
5G-2 For Training Purposes Only Learjet 55

March 2012
Hydraulic Systems
Hydraulic System
The Learjet 55 hydraulic system supplies fluid for operation of the following:
Brakes
Landing gear
Main gear doors
Flaps
Spoilers.
Hydraulic fluid flows from a reservoir through supply lines and shutoff
valves to separate engine-driven pumps and an auxiliary hydraulic
pump. The engine-driven hydraulic pumps maintain fluid under pressure
through lines, check valves, and filters to the hydraulically operated
systems upon demand.
The auxiliary pump provides protection from system pressure loss.
The hydraulic system operates at 1,550 PSI using MIL-H-5606 red
hydraulic fluid.

March 2012

March 2012
Hydraulic Systems
Hydraulic System
(55B/C ONLY) PRESSURE MAX R ESS B BUS

RIGHT REGULATOR CHECK VALVE 20 PSI
BATTERY OVERBOARD
L ESS B BUS
RELIEF
BLEED NORMAL
AIR 17 PSI VACUUM
RELIEF L FW SOV
FILTER 0.5 PSI
ENG FIRE
PULL 7.5A
HYDRAULIC SHUTOFF R FW SOV
EMER BUS FILTER RESERVOIR VALVE
FUSE BOX ENG FIRE
B
A PULL 7.5A
T EMER BUS
T RELAY CONTROL
SERVICE
C PORT
AUX PUMP
H CONTROL ENGINE-DRIVEN
A RELAY PUMPS 5.0 GPM
R @ 1,655 PSI
G
I
N HYD
G PUMP LOW HYD
B PRESS
U
S OFF
LOW PRESS SWITCH
(OPENS @ 1,125 PSI PRESSURE
CLOSES @ 1,000 PSI) RELIEF
(1,700 PSI) FILTER
850 AUXILIARY FILTER
PUMP 0.5 GPM
PSI
850 PSI DESIRED ACCUMULATOR

750 PSI MIN IN TAIL SECTION HYD
PREFLIGHT CHARGE PRESS
VALVE SENSOR
HYD LNDG GEAR LNDG GEAR

PRESS FLAP DOORS SELECTOR BRAKE SPOILER
2 H SYSTEM SELECTOR SYSTEM SYSTEM
Y IND VALVE FLUID SUPPLY
P VALVE
S D
I P
x R PRESSURE
E RESTRICTOR
1 1 S
0 (BRAKE RETURN
S
0 SNUBBING)
0 R ESS A BUS ACCUMULATOR
0 CHARGE

March 2012

March 2012
Hydraulic Systems
Hydraulic System
Components Hydraulic System Limitations

Use only MIL-H-5606 red hydraulic fluid.
The hydraulic system consists of the following:
A HYD PRESS indicator
A hydraulic reservoir
Three system filters
Two shutoff valves
Two engine-driven pumps
An accumulator
A pressure relief valve
An electric auxiliary pump (see Auxiliary System, this chapter).
HYD PRESS Indicator

The HYD PRESS indicator on the lower center instrument panel
displays system pressure (PSI x 1,000). The indicator markings are at
500 PSI increments with a pointer at the right margin of the indicator.
The pressure range for the indicator is 0 to 2,000 PSI with three color
pressure bands:
Yellow band – 0 to 1,000 PSI
Green band – 1,000 to 1,750 PSI
Red line – 1,750 PSI.
A probe in the main system pressure line prior to the hydraulic
accumulator signals the indicator. The right Essential A bus, through a
1A HYD PRESS IND CB on the copilot’s CB panel, supplies DC power
for the indicator.
Figure 5G-1: HYD PRESS Indicator

March 2012
Hydraulic Reservoir
The 1.9 U.S. gallons capacity hydraulic reservoir in the tailcone equipment
bay supplies fluid for hydraulic system operation. Prior to reaching the
reservoir, engine Low Pressure (LP) bleed air travels through the following:
A pressure regulator filter
A pressure regulator
A check valve
A reservoir pressure relief valve
A reservoir vacuum relief valve.
Figure 5G-2: Hydraulic Reservoir

The pressure regulator filter filtrates contaminants from the bleed air
entering the reservoir. The pressure regulator regulates bleed air flow to
pressurize the reservoir. The reservoir check valve prevents return air
flow, maintaining a head pressure on the reservoir.
The reservoir automatically pressurizes to 17 PSI with operation of
either of the engines. This pressure provides a positive fluid flow to the
engine-driven pumps and prevents fluid foaming.
The reservoir design allows for a 0.4 U.S. gallons fluid reserve, which
is sufficient to operate the flaps or brakes. The 20 PSI relief valve in
the overhead relief line prevents over pressurization of the reservoir.
Pressure in excess of 20 PSI vents overboard through the valve.
A -0.5 PSI vacuum line relief valve prevents vacuum lock on initial system
pressurization by equalizing system pressure to atmospheric pressure.
System Filters
Two hydraulic filters in the pressure lines and one in the return line
prevent foreign matter from circulating in the system and damaging
components. The filters incorporate a bypass valve that allows fluid to
reach system components if a filter clogs. The bypass valve in the top of
each filter opens at approximately 100 PSI.

March 2012
Hydraulic Systems
Shutoff Valves
Each shutoff valve isolates fluid from its respective engine-driven pump
by blocking flow from the reservoir. The respective ENG FIRE PULL
T-handle in the cockpit controls the ball-type motor-driven shutoff valve.
Pulling the ENG FIRE PULL T-handle closes the corresponding
motor-driven shutoff valve. In addition, the respective fire extinguisher ENG
EXT ARMED annunciator illuminates (see Fire Protection chapter).
The valves receive 28 VDC from left and right Essential B buses through
7.5 Amp L FW SOV and R FW SOV CBs.
NOTE: Pressing the illuminated ENG EXT ARMED annunciator
discharges one of two available fire bottles.
Figure 5G-3: Shutoff Valves
Engine-Driven Pumps
Each engine incorporates one self-regulating, constant pressure, variable
volume pump that delivers 4.0 GPM at 1,550 PSI. The pump delivers
fluid received from the reservoir and dispenses it for the operation of
hydraulic systems. A shear pin in the drive shaft protects the engine if
the pump seizes. The check valve downstream of each engine driven
pump prevents return fluid flow thus allowing retention of fluid pressure
during single engine operations.
The check valve prevents the aux pump from operating the spoilers
while also preventing reverse flow through engine driven pumps.

March 2012
Accumulator
The cylindrical hydraulic accumulator absorbs and dampens sudden
hydraulic surges and helps maintain system pressure. An air charging
valve and direct-reading pressure gauge on the air side of the accumulator
allow servicing of the unit. The accumulator contains an 850 PSI
(750 PSI min) charge of dry nitrogen or air.
A cross fitting plumbed to the fluid side of the accumulator connects to
system pressure through a filter and a relief valve.
Figure 5G-4: Accumulator Figure 5G-5: Pressure Gauge
Pressure Relief Valve

The pressure relief valve prevents damage to the hydraulic system due to
excessive pressure from a hydraulic pump malfunction or an improperly
adjusted ground test cart. The spring-loaded poppet valve bypasses fluid from
the pressure line to the return line if system pressure exceeds 1,700 PSI.

March 2012
Hydraulic Systems
Auxiliary System
The auxiliary system supplies fluid to the hydraulic components in the
event of a malfunction or during engine-off operations.
Components
Auxiliary system components are:
A LO HYD PRESS annunciator
A HYD PUMP switch
An auxiliary hydraulic pump.
LO HYD PRESS Annunciator

The LO HYD PRESS annunciator on the glareshield illuminates to alert
the crew of a system pressure drop below 1,000 PSI and extinguishes
when pressure reaches approximately 1,125 PSI, or 1,250 PSI if the
higher pressure switch is installed. The annunciator illuminates via the
system pressure sensed by the auxiliary hydraulic pump pressure switch.
The 28 VDC Battery Charging bus supplies power for the annunciator.
HYD PUMP Switch

The HYD PUMP switch on the lower center instrument panel provides a
completed circuit to operate the auxiliary pump. On S/N 003 to 046 except
029 and 037, the switch label reads ON/OFF. On S/N 047 and subsequent,
the switch reads HYD PUMP/OFF. The switch provides a ground, to connect
DC power from the Battery Charging bus to a pressure-sensing switch on
the high pressure side of the hydraulic system.
A redundant source from the right batery on Models 55B and 55C
provides a secondary power supply in the event of a bus failure. Selection
of HYD PUMP (ON) arms the Auxiliary power circuit, initiating the pump
to run with pressure below 1,000 PSI.
Figure 5G-6: HYD PUMP Switch

March 2012
Auxiliary Hydraulic Pump
The auxiliary hydraulic pump in the aft compartment’s hydraulic panel
provides standby hydraulic power. The pump discharges pressure at
0.5 GPM and 1,125 PSI, maintaining sufficient pressure to support the
following:
Flap system
Landing gear door selector valve
Landing gear selector valve
Brake system.
Figure 5G-7: Auxiliary Hydraulic Pump

A check valve downstream of the pump blocks fluid from the Main system
to allow the auxiliary pump to build pressure.
The auxiliary system includes an auxiliary pump power relay in the RH
landing and taxi light relay panel.
A check valve isolates the spoilers from the auxiliary pump. Spoilers
operate only with pressure from the engine-driven pumps.
The operation of the Auxiliary system occurs with the HYD PUMP (ON)
switch and pressure below 1,000 PSI. The drop in pressure closes the
auxiliary pump pressure switch and illuminates the LO HYD PRESS
annunciator. Fluid from the bottom (or reserve portion) of the reservoir
supplies the hydraulic system at approximately 0.5 GPM from the
auxiliary pump.
Pressure builds to approximately 1,125 PSI to open the pressure switch
and interrupt power to the auxiliary pump. The pump continues to cycle
on and off with the increase and decrease of system pressure until the
HYD PUMP (ON) switch is moved to OFF.
A 28 VDC 50 Amp current limiter on the current limiter panel supplies the
auxiliary pump with power for operation.
CAUTIO
Limit the auxiliary hydraulic pump to a maximum of three minutes
of operation and 20 minutes cool down to prevent overheat and
burnout of the auxiliary hydraulic pump motor.

March 2012
Hydraulic Systems
Servicing
The hydraulic accumulator requires high pressure nitrogen and is Hydraulic Fluid Limitations
normally serviced by maintenance personnel. Access to the hydraulic Fluid must conform to MIL-H-5606.
system components is through the aft compartment access door. Service
the hydraulic accumulator prior to servicing the hydraulic reservoir to
give an accurate indication of system fluid level.
Service the hydraulic reservoir by hand, pump, or with a hydraulic power
unit. The hydraulic reservoir contains a sight glass to check fluid level.
The reservoir requires servicing if a fluid line is visible in the sight glass
or if no fluid is visible. Before servicing the hydraulic reservoir, ensure
the following are accomplished:
Landing gear extended
Flaps and spoilers retracted
Brakes released
Head pressure from the top of the reservoir released.
Aircraft batteries must be disconnected prior to performing work on the
hydraulic system to prevent inadvertent actuation of aircraft systems.
Main Hydraulic Reservoir Servicing

To service the reservoir by hand, remove the filler cap and add
MIL-H5606 hydraulic fluid until the fluid is level with the filler hole.
Replace the cap and safety wire.
Maintenance personnel service the hydraulic reservoir by pump or with a
hydraulic power unit. This procedure requires loosening hydraulic lines.
WARNIN
Paint damage may occur with hydraulic fluid contact.
CAUTIO
Release head pressure from the reservoir prior to servicing to
prevent fluid from spewing as cap is removed.

March 2012
Preflight
Check the fluid level and accumulator charge during the preflight
inspection; access to the hydraulic reservoir and accumulator is through
the aft compartment access door. Check hydraulic reservoir fluid level
to ensure the fluid line is not visible or the fluid is not below the sight
glass. Ensure that an 850 PSI (750 PSI min.) charge is indicated on the
hydraulic accumulator.
Check all visible hydraulic lines and components in the aft compartment
for leaks. The hydraulic accumulator indications can be checked through
the sight gauge aft of the single-point refueling panel.
Figure 5G-8: Single-Point Refueling Panel
Abnormal Procedure
There are no emergency procedures associated directly with the
hydraulic system; however, other systems affected by a hydraulic
failure (such as brakes) do have emergency procedures. For abnormal/
emergency procedures for specific systems, refer to the CAE Learjet 55
Operating Handbook or Aircraft Flight Manual.
Low Hydraulic Pressure

A drop below normal operating pressure on the hydraulic pressure
gauge and the illumination of the amber LO HYD PRESS annunciator
indicates system malfunction.
The low pressure condition affects the landing gear, flap, spoiler, and
brake systems. Auxiliary pump operation restores flap, gear, and brake
systems operation. Spoilers are inoperative with only the auxiliary
hydraulic pump supplying pressure.

March 2012
Hydraulic Systems
Data Summary
Hydraulic System
Power Source Main hydraulic system
Left/right engine-driven hydraulic pumps
(5.0 GPM at 1,550 PSI each)
Auxiliary hydraulic pump
Battery Charging bus (0.5 GPM at 1,125 PSI)
Emergency Power bus
Right Essential A bus (Learjet 55B/C)
Pressure switch (1,000 to 1,125 PSI)
Distribution Engine-driven pumps
Spoilers
Flaps
Gears
Brakes
Auxiliary pump
Flaps
Gear
Brakes
Control HYD PUMP switch
ENG FIRE PULL T-handle
Individual systems controls
Monitor HYD PRESS indicator
Accumulator precharge direct reading gauge
Protection Overpressure relief
Auxiliary pump
Auxiliary pump secondary power supply from Right
Emergency bus (Learjet 55B/C)

March 2012

March 2012
5H
Contents


Schematic: Wing Anti-Ice System................................................ 5H-5
Schematic: Horizontal Stabilizer Anti-Ice System......................... 5H-6
Schematic: Engine/Nacelle Anti-Ice System................................ 5H-7
Schematic: Windshield Bleed Air Anti-Ice System........................ 5H-8
Schematic: Windshield Alcohol Anti-Ice System.......................... 5H-9
Ice Detection Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-11
Wing Inspection Light......................................................................... 5H-11
Windshield Ice Detection Lights.......................................................... 5H-12
Wing Anti-Ice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-12
WING TEMP Indicator........................................................................ 5H-13
WING OV HT Annunciator.................................................................. 5H-13
Horizontal Stabilizer Anti-Ice System . . . . . . . . . . . . . . . . . . . . . . . . . 5H-14
STAB WING HEAT Switch.................................................................. 5H-14
STAB HEAT Annunciator.................................................................... 5H-15
Engine and Nacelle Inlet Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-15
NAC HEAT Switches.......................................................................... 5H-16
ENG ICE Lights.................................................................................. 5H-17
Windshield Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-17
Windshield Heat Control Switch......................................................... 5H-18
Anti-Ice Heat Exchanger..................................................................... 5H-19
Windshield Heat Annunciator............................................................. 5H-19
Windshield Overheat Annunciator...................................................... 5H-19
Windshield Anti-Ice Alcohol System. . . . . . . . . . . . . . . . . . . . . . . . . . 5H-20
Windshield Alcohol Switch.................................................................. 5H-21
Alcohol Anti-Ice Annunciator............................................................... 5H-21
Optional ANTI-ICE ON Annunciator.................................................... 5H-22
Windshield Auxiliary Defogging System. . . . . . . . . . . . . . . . . . . . . . . 5H-22
Auxiliary Defog Switch........................................................................ 5H-22
Learjet 55 For Training Purposes Only 5H-1

March 2012
Pitot/Static and Stall Warning Anti-Ice System. . . . . . . . . . . . . . . . . . 5H-23
PITOT HEAT Switches....................................................................... 5H-23
Pitot Heat Annunciators...................................................................... 5H-24
Single PITOT HEAT Annunciator........................................................ 5H-24
Optional Dual L/R PITOT HEAT Annunciators.................................... 5H-24
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-25
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-25
Anti-Ice System Failure....................................................................... 5H-25
Stabilizer Heat Failure........................................................................ 5H-25
Wing Heat Failure............................................................................... 5H-25
Wing and Stabilizer Heat Failure........................................................ 5H-26
Heavy Ice Accumulation..................................................................... 5H-26
Engine Ice Ingestion........................................................................... 5H-26
Windshield Overheat.......................................................................... 5H-26
Data Summaries
Wing and Stabilizer Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . 5H-27
Windshield Heat Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-27
Engine Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-28
5H-2 For Training Purposes Only Learjet 55

March 2012

This chapter describes the operation of the Learjet anti-ice systems that
include wing and horizontal stabilizer leading edges anti-ice, nacelle
inlet and fan spinner anti-ice, pitot static and stall warning anti-ice, and
windshield anti-ice and defogging systems.

March 2012

March 2012
Wing Anti-Ice System
W
I WARNING WING
N
G LIGHTS OV HT
T 215°F
E
M
P
WING ANTI-ICE
SHUTOFF AND R
PRESSURE
REGULATOR M
VALVE (N.C.) STAB WING
WING HT A
HEAT I
N
3A
P
HOT BLEED AIR BLEED AIR OFF W
R
B
U
S

March 2012
Horizontal Stabilizer Anti-Ice System
STAB WARNING
HEAT LIGHTS
CONTROL
STAB STAB
HEAT WING STABILIZER HEATING BLANKET
HEAT A
(7 ELEMENTS PER SIDE)

7.5A 3 G
2 DISTRIBUTION BOX
OFF SQUAT
1 SWITCH
R
TIMER AND
M RELAY BOX
A
I
N
P B
W A
R T
T
B
U C
S H
A
R
G
I
N
1 OPEN DURING ENGINE START G
2 CLOSED WHEN L OR R GEN IS ON-LINE
3 OPEN WHEN AIRCRAFT IS ON GROUND
4 CLOSED WHEN LH PARTING ELEMENT

LOSES POWER

March 2012
Engine/Nacelle Anti-Ice System
R ENG WARNING
ICE LIGHTS
SPINNER PRESSURE SPINNER ANTI-ICE CONTROL

SWITCH (6 PSI) SOLENOID VALVE (N.C.)
SPINNER ANTI-ICE
SHUTOFF VALVE TO PYLON
Pt2/Tt2 PROBE
BLEED AIR
MODULATING
SHUTOFF VALVE
WARNING
ANNUNCIATOR
RELAY
DIFFUSER
TUBE
ON R NAC HT
ANTI-ICE PRESSURE OFF

SWITCH (2 PSI) 7.5A
ENGINE ANTI-ICE SOLENOID NAC HEAT R

CONTROL VALVE (N.C.) L R M
A
I
N
P
OFF OFF W
SPINNER R
PRESSURE
SWITCH B
U
S
NACELLE
PRESSURE
SWITCH
HOT BLEED AIR (HP)
SPINNER SENSE LINE
MECHANICAL CONNECTION

March 2012
Windshield Bleed Air Anti-Ice System
LOW LIMIT
THERMOSTAT
250° F, 121° C
(GROUND), LIGHT OUT
AT 240°F, 115°C
HIGH LIMIT
THERMOSTAT
347° F, 175° C
(AIR) LIGHT OUT
AT 311°F, 115°C
SQUAT SWITCH
R AIR
M
A
I
N
P GROUND
W
R WINDSHIELD
B GROUND
U WSHLD
S OV HT
WINDSHIELD
WSHLD ANTI-ICE
HT BLEED AIR OVERHEAT
MANIFOLD SHUTOFF
WSHLD VALVE (N.C.)
HT
DEFOG
OVERHEAT
SHUTOFF
RELAY
WARNING
LIGHTS
CONTROL
TEMPERATURE
HOT SENSOR
WSHLD
HT ON
H
O
L
D COLD
OFF RAM
AIR
OVERBOARD
WINDSHIELD
ANTI-ICE
CONTROL
VALVE DEFOG HEAT
EXCHANGER RAM AIR
MODULATING
VALVE
HOT BLEED AIR
CONDITIONED BLEED AIR
RAM AIR

March 2012
Windshield Alcohol Anti-Ice System

ALC SYSTEM
5A R MAIN PWR BUS

LEARJET 55
R PWR BUS WINDSHIELD

OUTLETS
LEARJET 55B/C
WSHLD
ALC
BLEED AIR
FROM RH
ENGINE
OFF
3-WAY
SHUTOFF
VALVE
ALC
AI
FILTER
CHECK
SHUTOFF AND VALVE
PRESSURE
REGULATOR VALVE
PRESSURE CHECK
RELIEF VALVE VALVE
FLOAT
SWITCH OVERBOARD DRAINS
2.35 GAL RESERVOIR (2.6 PSI ABOVE AMBIENT)
(APPROX 2.4 PSI ABOVE BLEED AIR
AMBIENT) FROM LH
ENGINE
SUPPLY
BLEED AIR PRESSURE
REGULATED PRESSURE
ALCOHOL FLOW

March 2012

March 2012

Three sources protect aircraft surfaces from ice and rain:
Engine bleed air prevents ice formation on the wing leading edges,
nacelle inlet, fan spinner, and windshield
Electric heating elements protect the Pt2/Tt2 probes, pressurization
static port, stall warning vanes, and the horizontal stabilizer leading
edge
A methyl alcohol (methanol) pilot’s windshield anti-ice system
provides a backup for the bleed air anti-icing system.
NOTE: All anti-ice systems require electrical power to operate
the valves and switches.
If all anti-ice systems are used for takeoff, turn them
on prior to applying takeoff power. In addition, consult
the appropriate performance charts on takeoff for the
corrected N1, V1, and takeoff distance settings.
Ice Detection Lights

During day operation, visually check the lower corners of the windshield
for ice accumulation. Use ice inspection lights during night operation,
especially if moisture is visible. In addition, monitor the wing temperature
indicator on the center instrument panel.
Wing Inspection Light

During night operation, use the wing inspection light on the right
forward fuselage to inspect for ice accumulation on the right wing
leading edge. Press the WING INSP momentary pushbutton
on the copilot’s dimmer panel to illuminate the wing inspection light. The
light beams on an area with a black dot on the outboard wing leading
edge. The 5A WING INSP LT CB on the copilot’s Main bus circuit
breaker panel (Learjet 55) or the copilot’s Power bus circuit breaker
panel (Learjet 55B/C) powers the light control.
Figure 5H-1: Wing Inspection Light Figure 5H-2: W

ING INSP Momentary Figure 5H-3: Wing Leading Edge
Pushbutton

March 2012
Windshield Ice Detection Lights
When the battery (BAT 1/2) switches are on, two red ice detection lights
on the forward glare-shield illuminate the windshield to reveal any ice or
moisture accumulation during night operation. When particles of ice or
moisture form, light refraction results in the appearance of two red areas
approximately 1½ inches in diameter on the windshield. The red areas
indicate ice when OAT is below freezing and moisture when OAT is above
freezing. The 2A ICE DET CB on each pilot’s Essential B bus circuit breaker
panel supplies 28 VDC to its respective ice detection light.
The light on the pilot’s side illuminates an area of the windshield that is
cleared by the windshield defog airstream. The copilot light illuminates
an area not in the defog airstream; therefore, if the defog system is in
operation, monitor the right windshield for ice accumulation.
Figure 5H-4: Ice Detection Lights
Wing Anti-Ice System

Engine bleed air directed through a diffuser tube in each wing leading
edge inhibits ice formation. The heated air flows to the wing root and
along the leading edge, then exits into the center wing/wheel well area for
brake de-icing and slush removal. The system includes a thermoswitch,
a wing temperature sensor, an anti-ice shutoff and pressure regulator
valve, and a wing temperature indicator. The 3A WING HT CB on the
copilot’s Main bus (Learjet 55) or Power bus (Learjet 55B/C) circuit
breaker panel supplies 28 VDC to the wing anti-ice system.
In case of electrical system failure, the wing shutoff and pressure
regulator valve fails closed and wing anti-ice is not available.
NOTE: On aircraft with thrust reversers, relays in the thrust
reverser delay panel energize during deploy and stow
cycles. The energized relays break the ground circuit
to the wing anti-ice shutoff valve. The valve closes,
shutting off bleed air to both the wing leading edge and
windshield heat.

March 2012
WING TEMP Indicator

The WING TEMP indicator on the center instrument panel provides
visual indication of the wing leading edge temperature via the wing
temperature sensor on the inner surface of the left wing leading edge.
The three-segment indicator face is color-coded as follows:
Blue – the wing leading edge temperature is below 1.7°C (35°F), where
moisture freezes on the surface. The pointer in the blue segment with
the STAB WING HEAT switch on indicates a system malfunction.
Energize the wing anti-ice system if there is visible moisture, the WING
TEMP indicator pointer is in the blue segment, and the R.A.T. is 10°C
(50°F) or lower or the S.A.T. is 5°C (41°F) or lower.
Green – the wing leading edge temperature is above 1.7°C (35°F),
and moisture does not freeze on the surface.
Red – the wing leading edge is approaching an overheat condition
that requires corrective action.
Figure 5H-5: Wing Temp Indicator
WING OV HT Annunciator
The red WING OV HT annunciator illuminates if the wing leading edge
heats to 102°C (215°F). An overheat warning thermoswitch on the inner
skin of the right wing leading edge energizes the annunciator.

March 2012
Horizontal Stabilizer Anti-Ice System
An electrically operated heating blanket bonded to the horizontal
stabilizer leading edge provides anti-ice protection during flight. The
stabilizer anti-ice system includes the STAB WING HEAT switch, STAB
HEAT annunciator, and sequence timer. Control circuits operate on
28 VDC supplied through the 7.5A STAB HT CB on the copilot’s Main
bus (Power bus on Learjet 55B/C) circuit breaker panel. A 130A current
limiter feeds 28 VDC to the heating elements.
Figure 5H-6: Horizontal Stabilizer Anti-Ice System
STAB WING HEAT Switch

The two-position STAB WING HEAT switch on the center instrument
panel controls both the wing and horizontal stabilizer anti-ice systems.
Figure 5H-7: Stab Wing Heat System

Wing Heat Function
When the STAB WING HEAT switch is on and at least one engine is
operating, the anti-ice shutoff and pressure regulator valve control
solenoid closes to allow pressure buildup within the valve reference
chambers. The pressure opens a butterfly valve in the bleed air airstream
to allow heated air through the ducting into the wing diffuser tubes for
wing anti-icing.

March 2012
The pressure regulator valve maintains a regulated 15 PSI (±2.5) bleed

air flow as long as it remains open. In the event of electrical system
failure, the valve shuts off the bleed air flow, and wing anti-ice protection
is not available.
Stabilizer Heat Function
When the aircraft is in flight, at least one generator is operating, and the
STAB WING HEAT switch is on, the 7.5A STAB HT CB on the copilot’s
Main bus CB (Power bus CB on 55B/C) supplies 28 VDC through the
stab heat relay box to the sequence timer.
There are seven heating elements in each side of the stabilizer heating
blanket: one parting element at the leading edge, three elements above,
and three elements below. The sequence timer distributes intermittent
electrical power to the elements in a forward-to-aft sequence of
15 seconds duration each; the circuit completes a full cycle in
approximately three minutes. Meanwhile, the heating blanket parting
element receives continuous electrical power. During normal stabilizer
heat operation, the aircraft DC ammeters reflect a pulsating current drain
at approximately 60 Amps in 15 second cycles.
The stabilizer heat system is inoperative during engine start and when
the aircraft is on the ground (i.e., the squat switch is in the ground mode)
because the stabilizer heat control circuits route through a start cutout
relay and the right squat switch. Once the aircraft leaves the ground,
if the switch is on, the stabilizer heat system activates, and stabilizer
anti-ice systems are operative in flight.
STAB HEAT Annunciator

The amber STAB HEAT annunciator illuminates whenever the STAB
WING HEAT switch is on and the blanket parting elements are not
receiving electrical power. During flight, this illumination indicates
system failure. During ground operation, the STAB HEAT annunciator
illuminates whenever the STAB WING HEAT switch is on and the squat
switch is in the ground mode and at least one generator is on.
CAUTIO
If the STAB HEAT annunciator does not illuminate at touchdown
or during the taxi checklist, turn the STAB HEAT switch off
immediately because the heating elements may burn out in a few
seconds without inflight cooling of the blankets.
Engine and Nacelle Inlet Anti-Ice

Each engine and nacelle anti-ice system utilizes bleed air and electric
Nacelle Heat Limitation
heating elements for anti-ice protection. Each system is independent
Limit nacelle heat operation to
and includes a Pt2/Tt2 mast heating element, a nacelle anti-ice control 30 seconds if the engine is not
valve, a fan spinner anti-ice control valve, and two pressure switches. operating to prevent damage to
the engine inlet Pt2/Tt2.

March 2012
Engine bleed air flows through diffuser tubes along the inner surfaces
of the nacelle inlet lip and the fan spinners to inhibit ice formation in
the engine. Electrical heating elements are in the bases of each engine
Pt2/Tt2 (pressure sensor/air temperature) probe.
The 7.5A L/R NAC HT CBs on the pilot’s and copilot’s Main bus CBs,
respectively, (Power bus CBs on 55B/C) supply 28 VDC to the control
circuits.
NOTE: Bleed air pressure at idle may not be sufficient across
the pressure switch to keep the amber ENG ICE
annunciators extinguished; they should extinguish by
50 to 60% N1.
NAC HEAT Switches

The left and right two-position NAC HEAT switches on the pilot’s
outboard or center switch panel independently control the left and right
engine and nacelle inlet anti-ice systems.
Figure 5H-8: NAC HEAT Switches

Setting a NAC HEAT switch on (in L or R position) energizes the
associated Pt2/Tt2 sensor element and opens the associated solenoid-
operated fan spinner and nacelle anti-ice control valves. Engine bleed
air flows through the open valves to diffuser tubes that distribute heated
air on the inner surface of the fan spinner and nacelle inlet lip.
On S/N 127 and subsequent (55B/C), a green L/R NAC HEAT
annunciator illuminates when the individual NAC HEAT switches are in
the ON position. If the electrical system fails, fan spinner and nacelle
inlet anti-ice is inoperative because there is no power to the solenoid-
operated control valves, which are spring-loaded to the OFF position.
NOTE: When the NAC HEAT is initially turned on, the ENG
ICE annunciator illuminates briefly until sufficient bleed
air pressure passes the pressure switches and
extinguishes it.

March 2012
ENG ICE Lights

The amber L and R ENG ICE annunciators on the glareshield annunciator
panel provide visual indication of a fan spinner or nacelle inlet anti-ice
system malfunction. Pressure switches in the associated fan spinner
and nacelle inlet bleed air plumbing operate the lights.
Illumination of either ENG ICE annunciator indicates the following:
If the associated NAC HEAT switch is on, the engine anti-ice system
has insufficient pressure because of fan spinner or nacelle anti-ice
control valve malfunction. Also, under certain conditions, there may
not be sufficient bleed pressure across the anti-ice pressure switch
to turn the light off.
If the associated NAC HEAT switch is off, bleed air pressure is still
being applied to the engine anti-ice system because of a fan spinner
or nacelle anti-ice control valve malfunction. Turning the NAC HEAT
switch on and back off may close the affected valve and extinguish
the light. If the light is still illuminated, pull the affected NAC HT CB.
Without electrical power, the valve should fail closed.
The associated ENG ICE annunciators are disagreement lights with
relative switch position and valve positioning according to the NAC
HEAT switch positions.
Windshield Anti-Ice System

Conditioned bleed air flows onto the windshield through two exterior
outlet nozzles to provide primary windshield anti-icing and de-fogging.
The windshield anti-ice system components in the tailcone include an
anti-ice heat exchanger, ram air regulating valve, duct temperature
sensor, and bleed air ducting. In addition, components in the cockpit
include overheat themoswitches in the outlet nozzles. The 7.5A WSHLD
HT CB on the copilot’s main bus (power bus, 55 B/C) supplies 28 VDC
to the control circuits.

March 2012
Windshield Heat Control Switch
The three-position WSHLD HT switch on the pilot’s outboard or center
switch panel controls the windshield anti-ice system. With electrical
power applies to the aircraft, and an engine operating, the windshield
anti-ice shutoff valve opens to allow engine low-pressure bleed air to the
anti-ice modulating valve downstream.
Figure 5H-9: Windshield Heat Control Switch

If electrical power is lost in flight, the shutoff valve fails closed and
windshield heat is not available, even if the modulating valve is open.
Subsequently, moving the WSHLD HT switch to the ON position
illuminates the WSHLD HT annunciator and starts the anti-ice modulating
valve to open. The valve fully closes or opens in 5 to 8 seconds after
switch activation.
To deliver partial airflow to the windshield, place the WSHLD HT switch
in the ON position momentarily, then to the HOLD position. This places
the modulating valve in a partially open position, where it remains,
allowing partial bleed air to the anti-ice heat exchanger and then to the
windshield.
For full windshield anti-ice, place the WSHLD HT switch in the ON
position. The anti-ice modulating valve moves to the full open position,
and under normal conditions, the temperature is automatically controlled.
In flight, the shutoff valve closes when the temperature reaches the high-
limit on the overheat thermoswitch at the windshield outlet nozzle. The
high-limit thermoswitch also functions on the ground as a backup to the
low-limit thermoswitch at the outlet nozzle. The low-limit thermoswitch
only activates on the ground when either or both squat switches and the
relay box place the aircraft in the ground mode. The low-limit overheat
thermoswitch functions the same as the high-limit thermoswitch by
closing the anti-ice shutoff valve when an overheat condition exists.

March 2012
If an overheat condition occurs in flight during windshield heat operation,

move the WSHLD HT switch to OFF momentarily, then back to HOLD.
This closes the control valve somewhat and reduces the amount of
bleed air to the windshield when the overheat shutoff valve reopens.
NOTE: On S/N 003 through 028, 030 through 036, and 038
through 048, the WSHLD HT switch is on the pilot’s
outboard switch panel. On S/N 029, 037, and 047 and
subsequent, the switch is on the center switch panel.
Anti-Ice Heat Exchanger

The anti-ice heat exchanger precools engine bleed air to approximately
149°C (300°F) before the air is routed to the windshield exterior nozzles.
A ram air modulating valve regulates the amount of ram air that enters
the heat exchanger to cool the bleed air. The anti-ice duct temperature
sensor, down-stream of the heat exchanger, controls the ram air
modulating valve. On the ground, ram air is not available to cool the
bleed air in the event of an overheat condition.
NOTE: The overheat shutoff valve automatically opens and
closes via the overheat thermoswitches, whether the
windshield heat switch is in the ON or HOLD position.
Windshield Heat Annunciator

The green WSHLD HT annunciator on the glareshield panel illuminates
when the WSHLD HT switch is on and remains illuminated as long as
the anti-ice modulating valve remains open.
Windshield Overheat Annunciator

The red WSHLD OV HT annunciator on the glareshield panel indicates
that the bleed air temperature in one or both of the windshield outlet
nozzles has reached the respective thermoswitch settings and the
windshield anti-ice system has shut down.
A low-limit and a high-limit thermoswitch is in each of two external nozzles
on each side of the windshield center post. The low-limit thermoswitch
prevents the windshield from overheating while the aircraft is on the
ground. The high-limit thermoswitch prevents the windshield from
overheating while the aircraft is in flight.

March 2012
If the bleed air temperature in either outlet nozzle reaches 121°C (250°F)
during ground operation, the low-limit overheat thermoswitches close the
anti-ice shutoff valve and illuminate the red WSHLD OV HT annunciator.
If the bleed air temperature in either outlet nozzle reaches 175°C (347°F)
in flight, the high-limit thermoswitches close the anti-ice shutoff valve and
illuminate the red WSHLD OV HT annunciator.
NOTE: The low-limit overheat thermoswitch circuitry is disabled
for 10 seconds after touchdown to prevent a false
overheat warning upon landing, then normal function
resumes. This also prevents the red MSTR WARN light
from flashing and alarming the crew if a windshield
overheat condition exists at touchdown.
When the windshield anti-ice bleed air temperature drops to 115°C (240°F)
on the ground or 155°C (311°F) in flight, the overheat thermoswitches
reset to open the anti-ice shutoff valve; and extinguish the WSHLD
OV HT annunciator extinguishes.
When the red WSHLD OVHT annunciator illuminates due to an overheat
condition, the green WSHLD HT annunciator extinguishes and remains
extinguished until the overheat condition cools. When temperatures drop
below those prescribed, the overheat shutoff valve resets to closed, the
green WSHLD HT annunciator illuminates, and system returns to normal
operation.
Windshield Alcohol
Anti-Ice System
Windshield Anti-Ice Alcohol System
Limitation If the bleed air windshield anti-ice system malfunctions, an alcohol
system provides back-up anti-icing for the pilot’s windshield only. Methyl
Ensure reservoir is refilled after
each use with methyl alcohol alcohol (methanol) sprayed onto the left windshield surface through an
(MILO-M-232, Grade A). external nozzle in the heat outlet nozzle assembly helps prevent ice
accumulation.
The alcohol anti-ice system includes a 2.35 U.S gallon alcohol reservoir,
a float switch, a filter, a relief valve, a three-way control valve, and a
bleed air shutoff and pressure regulator valve.
The pressure relief valve prevents system overpressurization by venting
system pressure greater than 2.6 PSI above ambient and by venting
bleed system pressure when the alcohol anti-ice system is off. The
5A ALC SYS-TEM CB on the copilot’s Main bus circuit breaker panel
(power bus on 55B/C) supplies 28 VDC to the control circuits.

March 2012
Windshield Alcohol Switch

The two-position WSHLD ALC switch on the pilot’s outboard or center
switch panel controls the windshield alcohol anti-ice system. Setting
the switch to the WSHLD ALC position opens the shutoff and pressure
regulator valve and positions the three-way control valve for alcohol flow
to the windshield.
Figure 5H-10: Windshield Alcohol Switches

The alcohol reservoir, pressurized to approximately 2.4 PSI above
ambient through the shutoff and pressure regulator valve, supplies
alcohol to the windshield outlet through a filter and the three-way control
valve.
When the WSHLD ALC switch is set to OFF, the shutoff and pressure
regulator valve closes, the three-way valve repositions to cut off the flow,
and the system pressure bleeds off through the pressure relief valve.
NOTE: On aircraft with thrust reversers, relays in the thrust
reverser relay panel energize during deploy and stow
cycles. The energized relays break the ground circuit
to the wing anti-ice shutoff valve. The valve closes,
shutting off bleed air to both the wing leading edge and
windshield heat.
Alcohol Anti-Ice Annunciator

Illumination of the amber ALC AI annunciator on the glareshield panel
indicates the reservoir alcohol supply is low. The reservoir float switch
illuminates the annunciator through a relay when the float switch is in the
full down position. When the relay is energized, a holding circuit prevents
the annunciator from flickering due to the bobbing motion of the float.
When the battery switches (BAT1/2) are OFF and the alcohol reservoir
is full, the holding circuit is de-energized. A completely filled reservoir
supplies the left windshield alcohol anti-ice system with approximately
45 minutes of alcohol flow.

March 2012
Optional ANTI-ICE ON Annunciator
If illuminated, an optional green ANTIICE ON annunciator on the
glareshield panel indicates the windshield alcohol anti-ice system is in
operation. The annunciator extinguishes when the system is off.
Windshield Auxiliary Defogging System

The normal air circulation system normally defogs the internal windshield.
If additional defogging is necessary, an auxiliary defogging system
utilizes airflow forced across heating elements and ducted to diffusers
on the bottom inboard side of the windshield. The system consists of a
blower, defog electrical heater, thermoswitch, thermal fuse, windshield
diffusers, and associated aircraft wiring.
The system is inoperative during engine start since the auxiliary defog
control circuits are wired through the start cutout relay. The 5A AUX
DEFOG CB on the copilot’s ESS B bus circuit breaker panel feeds
28 VDC to the blower control circuit. A 50 Amps current limiter supplies
28 VDC to the defog heater power circuit from the Battery Charging bus.
The auxiliary defog blower motor and heater elements are beneath the
cockpit floor under the pedestal; the elements are just forward of the
motor.
Auxiliary Defog Switch

The three-position AUX DEFOG switch on the pilot’s outboard panel or
the center switch panel controls the windshield auxiliary defog system.
Either an engine generator or GPU power provides a ground path for the
defog heater power relay and defog protection circuitry.
Figure 5H-11: Three Position AUX DEFOG Switch

March 2012
Setting the AUX DEFOG switch to the LO or HI position energizes the

defog heater and activates the defog blower. The defog blower motor
operates in either high or low speed range, depending on the AUX
DEFOG switch position, forcing air across heater elements and through
ducts to the windshield diffusers. To control the defog air temperature,
a thermo-switch opens at approximately 65.5°C (150°F) and resets at
approximately 52°C (125°F). The opening of the thermoswitch breaks
the ground path to the defog heater power circuit and de-energizes the
heater. If there is a malfunction, a thermal fuse melts at approximately
221°C (430°F) and disables the heater. The auxiliary defog system
automatically shuts down during engine start.
Pitot/Static and Stall Warning Anti-Ice

System
Integral heating elements in the pitotstatic probe and stall warning vane
anti-ice system prevent ice accumulation on the pitot/static probes, stall
warning vanes, the pressurization static port, and, if installed, the total
air temperature probe.
In the standard configuration, both left and right systems utilize the
same PITOT HEAT annunciator. The pitot/static probe heating elements
receive 28 VDC through the respective 15A L/R PITOT HT CBs on
the pilot’s and copilot’s Essential B bus circuit breaker panels. The
stall warning heating elements receive 28 VDC through the respective
5A L and R STALL WARN CBs on the pilot’s and copilot’s Essential B
bus circuit breaker panels.
An optional configuration has dual L/R PITOT HEAT annunciators.
PITOT HEAT Switches

The two-position PITOT HEAT switches on the pilot’s outboard or center
switch panel control the pitot/static heat systems individually. When the
left or right PITOT HEAT switch is on (L or R position), the corresponding
pitot/static probe, stall warning vane, pressurization static port heater,
and, if installed, the total air temperature probe receive power.
Figure 5H-12: Two Position Pitot Heat Switches

March 2012
Pitot Heat Annunciators
A dual pitot heat monitor system alerts the crew if a pitot/static probe
heating element receives insufficient current. The monitor system is
available with either the standard, single PITOT HEAT annunciator or
the optional dual L/R PITOT HEAT annunciator.
The monitors are wired to the ground side of the pitot/static probe heating
elements. Each monitor is basically a relay that maintains an open circuit
for the PITOT HEAT annunciator as long as sufficient current is applied
to the associated pitot/static probe heating element. In the event of a
malfunction or loss of power to the associated pitot/static probe heating
element, the relay releases and completes the PITOT HEAT annunciator
circuit.
Single PITOT HEAT Annunciator

Illumination of the amber PITOT HEAT annunciator indicates there is a
malfunction in either the left or right pitot/static heat system or that at
least one PITOT HEAT switch is off.
Optional Dual L/R PITOT HEAT Annunciators

Illumination of either amber L/R PITOT HEAT annunciator indicates
there is a malfunction in the associated pitot/static heat system or that
the associated PITOT HEAT switch is off.

March 2012
Preflight
During preflight inspection, check that the alcohol reservoir is full;
capacity is 2.35 U.S gallons. Ensure the defog outlets, static ports, pitot
probes, and nacelle inlets are clear. Also check the ports and probes
for heat. Inspect the wing and horizontal stabilizer leading edges for
damage or abnormalities. See the Preflight chapter.
Abnormal Procedures
The following section briefly discusses what happens during abnormal
anti-ice situations. For a list of specific procedural steps, please see
your CAE Operating Handbook.
Anti-Ice System Failure

In the event of anti-ice system failure, resetting the corresponding CB
may re-establish power to those components requiring it. If a wing or
horizontal stabilizer surface is contaminated, adjust speed as necessary
to compensate for possible higher stall speeds.
Stabilizer Heat Failure

The illuminated amber STAB HEAT annunciator in flight indicates
absence of electrical power to the left horizontal stabilizer parting
heating element. Verify the STAB HT CB is set. Be alert for any change
in the aircraft handling characteristics due to ice accumulations on the
stabilizer. Increase the final approach speed (VREF + 20 Kts), set flaps at
8°, and anticipate increased landing distance ( x 1.3).
On the ground, the illuminated STAB HEAT annunciator indicates that
the stabilizer heat switch is on, power has been removed from the system
through the squat switch relay box, the aircraft is in the ground mode.
Wing Heat Failure

When the STAB WING HEAT switch is on and the WING TEMP indicator
pointer remains in the blue segment 1.6°C (35°F), wing heat has failed.
A shutoff/pressure regulator valve malfunction may be preventing bleed
air from flowing through the wing leading edge diffuser tubes. Check
that the WING HT CB is set. Ice accumulation may be present but not
visible; adjust aircraft configuration and approach speed (VREF + 25 Kts)
to compensate for higher stall speeds. Set flaps at 20° and anticipate
increased landing distance (x 1.4). The stall warning system is not
calibrated for contaminants on the wing.

March 2012
Wing and Stabilizer Heat Failure
If both wing and stabilizer heat systems fail, verify that STAB HT and
WING HT CBs are set. If ice is present, modify the aircraft configuration
and approach speed (VREF + 30 Kts) to compensate for higher stall
speeds. Set flaps at 8° and anticipate increased landing distance
(x 1.4). The stall warning system is not calibrated for contaminants on
the wing.
Heavy Ice Accumulation

Heavy ice accumulations affect engine operation; engine flameout is
possible. In addition, flight characteristics deteriorate because the
ice load increases aircraft weight and disrupted airflow over the wing
reduces lift coefficient. Turn on the air ignition switches to prevent a
flameout; use the lowest thrust setting available for safety of flight.
Select one nacelle heat switch on at a time to prevent a dual flameout;
thus, if nacelle heat application creates one engine flameout, the second
engine continues to operate.
WARNIN
Even small accumulations of ice on the wing leading edge can
cause aerodynamic stall prior to a stick shaker/pusher stall
warning. With such accumulations, the stall margin indicator
information is unreliable.
After the first engine is stabilized, turn on the second engine’s nacelle heat,
then set the STAB WING HEAT switch and other anti-ice systems on.
Engine Ice Ingestion

If an engine ingests ice, flameout and/or damage may occur. Turn the air
ignition switches on; make slow and deliberate thrust lever adjustments
and reduce engine RPM to prevent a flameout. Avoid abrupt attitude
changes to prevent breaking more ice off the airframe that might be
ingested. See the CAE Operating Handbook for specific procedural
steps.
Windshield Overheat
If the WSHLD OV HT annunciator illuminates, bleed air at the windshield
outlet nozzles has exceeded safe temperature limits. The low-limit or
high-limit thermoswitches have shut down the windshield anti-ice system
by closing the anti-ice overheat shutoff valve. After the windshield
cools down, if the WSHLD HT switch is set to ON or HOLD, the valve
automatically opens so bleed air can flow to the windshield again.

March 2012
Data Summaries
Wing and Stabilizer Anti-Ice System

Battery Charging bus: Stabilizer heat
Distribution Bleed air

Bleed air manifold
Wing anti-ice regulator control valve
Wing leading edge diffuser tubes
Left and right wheels
DC power
Stab heat controller/timer
Stab heat elements
Control STAB WING HEAT switch
STAB HEAT
WING OV HT
WING TEMP indicator
Windshield Heat Anti-Ice System

Power Source Bleed air manifold
Right Main bus
Distribution Bleed air manifold

Overheat shutoff valve
Windshield heat modulating valve
Heat exchanger
Windshield diffuser outlets
Control WSHLD HT switch
WSHLD HT
WSHLD OV HT
Protection Automatic overheat shutoff
In flight – high-limit thermal switch
Ground – low-limit thermal switch

March 2012
Engine Anti-Ice System
Nacelle inlet lip
Fan spinner
Pt2/Tt2 probe heat
Pt2/Tt2 probe heat
Distribution Bleed air mixing valve
Nacelle inlet anti-ice control solenoid valve
Spinner anti-ice control solenoid valve
Control NAC HEAT L/R switches
Amber ENG ICE L/R
Green NAC HT L/R (if installed)

March 2012
5I
Landing Gear Systems
Contents


Schematic: Landing Gear System Electrical Logic......................... 5I-5

Schematic: Landing Gear System.................................................. 5I-7
Landing Gear System
Squat Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-9
Squat Switch Relay Box........................................................................5I-9
Main Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Main Gear Strut and Torque Arms....................................................... 5I-11
Main Gear Wheels and Tires............................................................... 5I-11
Hydraulic Actuator............................................................................... 5I-12
Nose Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-13
Nose Gear Strut................................................................................... 5I-14
Nose Gear Wheel/Tire......................................................................... 5I-14
Nose Gear Doors................................................................................. 5I-14
Hydraulic Actuator............................................................................... 5I-14
Uplatch Hooks..................................................................................... 5I-14
Nosewheel Centering.......................................................................... 5I-14
Landing Gear Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-15
Landing Gear Control Lever................................................................ 5I-15
Retraction............................................................................................5I-15
Extension.............................................................................................5I-16
Landing Gear Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-17
Visual Indication................................................................................... 5I-17
Landing Gear Alternate Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-19
Shuttle Valves...................................................................................... 5I-19
Landing Gear Blow Down.................................................................... 5I-20
Landing Gear Free-Fall........................................................................ 5I-21

Schematic: Brake System............................................................ 5I-22
Brake System
Wheel Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-23
Power Brake Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-24
Parking Brake Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-24
Hydraulic Fuses................................................................................... 5I-25
Learjet 55 For Training Purposes Only 5I-1

March 2012
Shuttle Valves......................................................................5I-25
Brake Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-25
Schematic: Nosewheel Steering Limits........................ 5I-26
Schematic: Nosewheel Steering.................................. 5I-27
Schematic: Emergency Braking................................... 5I-28
Nosewheel Steering
Anti-Skid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-31
Anti-Skid Operation..............................................................5I-31
ANTI-SKID GEN Lights........................................................5I-32
Anti-Skid Switch...................................................................5I-32
Emergency Braking.............................................................5I-33
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-35
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-35
Tire Inflation.........................................................................5I-35
Strut Inflation........................................................................5I-36
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-36
Landing Gear Does Not Extend...........................................5I-36
Anti-Skid System Failure.....................................................5I-37
Emergency Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-37
Emergency Braking.............................................................5I-37
Data Summaries
Landing Gear and Brake Systems. . . . . . . . . . . . . . . . . . . . . 5I-39
Landing Gear System..........................................................5I-39
Brake System......................................................................5I-40
Squat Switches....................................................................5I-41
5I-2 For Training Purposes Only Learjet 55

March 2012

The landing gear system on the Learjet 55 is a conventional tricycle
configuration with air-hydraulic shock strut-type nose and main gear.
The gear is electrically controlled and hydraulically operated.
The main gear consists of a dual wheel and brake assembly, and the
nose gear utilizes a single wheel. The nose gear has a chined tire to
prevent splashing water or slush into the engine inlets.
The brake system on the Learjet 55 has rudder-pedal-operated multiple
disc brakes on the main gear wheels. The system is mechanically
controlled and hydraulically actuated. A pneumatic backup system
provides air pressure for braking if the hydraulic system fails.
An anti-skid system provides maximum braking efficiency on all runway
surfaces. Speed sensors in each wheel provide electrical signals to the
anti-skid valves that release brake pressure when an impending wheel
lock and skid occurs.

March 2012

March 2012
Landing Gear System Electrical Logic

Aircraft on Ground
FROM WARNING
LANDING GEAR LIGHT POWER 6
UP
UP CLOSE
UP 7 DOOR
10 13 NOT CONTROL
NOT DOWN UP VALVE
9 8 12 11 OPEN
11 NOT UP
12 NOT
UNSAFE LOCKED DN DOWN
DOWN NOT DOWN DOWN
UP 2 AIR UP
1
AIR OPEN OPEN
GEAR
DOWN CONTROL
GND GND 3 VALVE
5
DOWN DOWN
DOWN
4 NOT
NOT OPEN
OPEN
R R
E GEAR E GEAR
M TO GEAR M
E POSITION E
2A INDICATORS 2A
R R
B B
U U
S EMER BAT S EMER BAT
#2 #1
28 VDC 28 VDC
LEARJET 55B/C LEARJET 55
1 R SQUAT SWITCH 8 R DOOR CLOSED SWITCH

2 L SQUAT SWITCH 9 L DOOR CLOSED SWITCH
3 R GEAR DOWN SAFETY SWITCH 10 NOSE GEAR UPLOCK SWITCH
4 R DOOR OPEN SWITCH 11 R GEAR DOWNLOCK SWITCH
5 L DOOR OPEN SWITCH 12 L GEAR DOWNLOCK SWITCH
6 L GEAR UP SWITCH 13 NOSE GEAR DOWNLOCK SWITCH
7 R GEAR UP SWITCH

March 2012

March 2012
Landing Gear System
RELIEF TO BRAKE
VALVE SYSTEM
LANDING GEAR
SELECTOR VALVE
FILTER
GEAR BLOW-DOWN CHECK

CONTROL VALVE VALVE
AIR 14
BOTTLE LANDING GEAR DOOR
1 SELECTOR VALVE
OVERRIDE
CHECK VALVE
PRIORITY
VALVE
CHARGING
VALVE
SHUTTLE
VALVE RESTRICTOR
ARD
FREE FALL FORW
CONTROL NOSE GEAR

VALVE ACTUATOR
UPLATCH MAIN GEAR
ACTUATOR L MAIN GEAR
ACTUATOR
3,500 PSI 13 UPLATCH
EMERGENCY 10 ACTUATOR 6
BRAKE 3
R MAIN
SELECTOR GEAR 7 5
VALVE 4
UPLATCH
11 8 9
DOOR 12
FILTER ACTUATOR
CHARGING NOSE ACTUATOR
FREE FALL UPLATCH FREE FALL
VALVE GEAR 1
UPLATCH
2
UPLATCH
FREE FALL ACTUATOR GEAR DOOR ACTUATOR
1,800 TO 3,000 PSI UPLATCH
TO EMERGENCY ACTUATOR
BRAKE SYSTEM
R 1 R SQUAT SWITCH 8 R DOOR CLOSED SWITCH S/N 55-140 AND HYDRAULIC PRESSURE
AIR 1 SUBSEQUENT;
4 E 2 L SQUAT SWITCH 9 L DOOR CLOSED SWITCH
G B PRESS PRIORITY VALVE HAS EMERGENCY AIR
E R S BEEN REMOVED
A A IND 3 R GEAR DOWN SAFETY SWITCH 10 NOSE GEAR UPLOCK SWITCH
R
3
K S HYDRAULIC RETURN
E 4 R DOOR OPEN SWITCH 11 R GEAR DOWN LOCK SWITCH
A 2 A
I A 1A VENT
R I 5 L DOOR OPEN SWITCH 12 L GEAR DOWN LOCK SWITCH
1 R B 6 L GEAR UP SWITCH 13 NOSE GEAR DOWNLOCK SWITCH EXTEND
PSI x
1000 U
S 7 R GEAR UP SWITCH 14 FREE FALL HANDLE MUST BE RESET TO RESTORE RETRACT
HYDRAULIC PRESSURE TO GEAR AND BRAKES.

March 2012

March 2012
Landing Gear System
Squat Switches
The squat switches, one on each main gear, provide verification of the
aircraft’s status. When the struts are compressed on the ground, the
squat switches close and place the relay box in the ground mode. As the
main gear struts extend on takeoff, the squat switches open and send a
signal to the relay box, placing it in the air mode.
Either of the squat switches can indicate that the aircraft is on the ground;
however, both squat switches must indicate that the aircraft is in the air
before the squat switch relay box is in the air mode.
The individual left or right squat switches affect the aircraft systems in
either mode (ground or flight) as shown in Table 5I-1.
Squat Switch Relay Box

The relay panel receives electrical power from the 7.5 A squat switch
CB on the Left Main bus (power bus on the L55B/C) to initiate ground
mode signals. The relay panel is powered to the ground mode when an
electrical ground is present through either squat switch.
System Component/Mode Notes

Affected
Flight Controls Stall Warning System The left and right squat switches operate their respective stall system
testing.
Fuel System Amber Fuel Filter Light Upon rotation, the right squat switch changes the fuel filter light
indication from its secondary to primary function. In the ground mode,
either function is represented.
Ice and Rain Protection Stabilizer Heat When the right squat switch places the aircraft in the ground mode,
stabilizer heat is disabled and its light illuminates.
Landing Gear and Brakes Anti-skid system Left squat switch disables the outboard brakes; the right squat switch
disables the inboard brakes. Both squat switches in the air mode
disable the brakes in flight through the anti-skid control valve. Recover
the brakes in flight by turning the anti-skid switch OFF for testing
purposes. The switch must be turned back ON prior to landing to
regain anti-skid protection.
Gear Control Valve Either or both squat switches in ground mode disable the gear
retraction circuitry and prevent a possible retraction on the ground. To
retract the gear, both squat switches must be in the air mode.
Squat Switch Relay Both squat switches must open (air mode) to move the squat switch
relay panel to the air mode.
Powerplant Ground Idle Mode The left squat switch places the left engine in ground idle mode, and
the right squat switch places the right engine in the ground idle mode.
Table 5I-1: Squat Switch Interface

March 2012
The squat switch relay panel connects to various aircraft systems and
activates depending on aircraft mode. The aircraft systems affected by
the squat switch relay panel include the following:
Cabin pressurization
Flaps 25° spoileron (airborne only)
Nosewheel steering (ground only)
Mach trim test mode (ground only)
Windshield heat low limit thermoswitch (ground only) and 10 second
timer for red overheat light on landing
Amber pitch trim light indicating out of the takeoff range (ground only)
Single generator current limiting (ground only)
Green wing full lights (airborne only)
3° flap input to the yaw damper
Autospoilers (ground only)
Hobbs meters (optional, airborne only)
Radio transmitter (L55B/C ground only)
Safety valve vacuum shutoff solenoid (ground only)
Stall warning lights and shakers (L55C airborne only)
Cabin and cockpit temp sensor motors
Fuel transfer switch latch (L55B/C, or if installed).
If an abnormality occurs or for maintenance purposes, put the aircraft
into the air mode by pulling the 7.5A squat switch CB on the Left Main
bus (Power bus on the L55B/C). Pulling the CB removes electrical power
from the relay box, which moves into the air mode, however, the left and
right squat switches and related systems remain in the ground mode.

March 2012
Main Gear
The main gear assembly mounted to the wings consists of dual wheels Landing Gear Limitation
and brakes attached to a conventional air/hydraulic shock strut . Other VLO . . . . . . . . . . . . . . . 200 KIAS
components include: VLE . . . . . . . . . . . . . . . 260 KIAS.
Strut and torque arms
Dual wheels with multiple disc brakes (see Brakes section, this chapter)
Gear doors
Hydraulic actuator
Squat switches on both main gear.
INBOARD BRAKE
PRESSURE LINE
OUTBOARD BRAKE
PRESSURE LINE
MAIN GEAR
ACTUATOR
GEAR DOWN AND UPPER

LOCKED SWITCH TORQUE
ARM
GEAR
RETRACTION
LINE
GEAR
EXTENSION
LINE
LOWER
TORQUE
ARM
Figure 5I-1: Main Gear Assembly
Main Gear Strut and Torque Arms

Each strut has an isolation piston with hydraulic fluid on one side and a
nitrogen pressure charge on the other so that the piston floats within a
cylinder for shock absorption during taxi, takeoff, and landing. Torque arms
connect the strut cylinder to the piston and axle assembly; they hold the
wheel in alignment and limit the maximum extension of the strut.
Main Gear Wheels and Tires

Each main landing gear wheel consists of two wheel halves bolted
together. Two fusible plugs release tire pressure if brake energy is
exceeded by hard braking. Wheel fuse plugs are installed on S/Ns 003 to
76, without AAK 55- 82-6. The fuse plugs release tire pressure at 182ºC
(360°F), and have a quick turn limitation. On S/N 77 and subsequent,
and prior aircraft with AAK 55-82-6, the fuse plugs release at 199ºC
(390°F) and have no quick turn limitation.
Aircraft with a 21,500 lbs takeoff weight have 14-ply main gear tires
with a pressure of 201 ±5 PSI loaded.
NOTE: AAK 55-82-6; Replacement of Main Wheel Assembly
Fuse Plugs with High Temperature Fuse Plugs, S/Ns
001 to 076.

March 2012
Main Gear Doors
Two doors enclose the entire main gear assembly after retraction.
Linkage connected to the main gear struts mechanically operate the
outboard doors; when the gear retracts, the outboard door is pulled
closed. The inboard doors operate hydraulically. Both doors are attached
to the structure by continuous-type hinges.
Figure 5I-2: Main Gear Assembly
Hydraulic Actuator
A hydraulic actuator assembly attached directly to the strut assembly
hydraulically actuates and extends the main gear. As the actuator piston
rod retracts, it pulls the gear to the retracted position; as the actuator
extends, it pushes the gear to the extended position with hydraulic
pressure.
On retraction, a striker on top of the gear strut de-actuates a gear down
safety switch on the right main gear.
GEAR DOWN
(SAFETY SWITCH)
STRIKER
OUTBOARD
DOOR
RIGHT GEAR UP
OUTBOARD
DOOR
RIGHT GEAR DOWN
Figure 5I-3: Gear Down Safety Switch

March 2012
The safety switch supplies continuous voltage to the up solenoid on

the gear selector valve, which holds the gear in the selected position
by maintaining continuous hydraulic pressure in the gear actuators. If
hydraulic power is lost, the nose gear uplock mechanism holds the nose
gear up; the main gear sag and rest on the inboard door uplatch hook
and door assembly. The gear doors also have uplatches to prevent them
from opening inadvertently.
The hydraulic actuator has an internal gear down-and-locked switch
and associated downlock ball that engages during gear extension.
Additionally, the gear down safety switch sends continuous voltage to the
down solenoid of the gear selector valve to maintain hydraulic pressure
to the gear actuators. If hydraulic pressure is lost after extension, the
internal downlock ball housing maintains the gear in the locked position.
The right main gear down safety switch also sends electrical signals to
the anti-skid system when the striker makes contact on gear extension
(see Anti-skid section, this chapter).
Nose Gear
The nose gear is used for steering and towing the aircraft as well as its
primary functions. In addition to a shock strut similar to that of the main
gear and a torque arm, nose gear components include:
Single wheel and tire
Gear doors (mechanically operated)
Hydraulic actuator
Nose gear downlock switch
Self-centering cams.
Figure 5I-4: Nose Gear Figure 5I-5: Nose Gear Components

March 2012
Nose Gear Strut
The nose gear strut is a conventional air-hydraulic unit, similar to that of
the main gear. Like a main gear strut, it acts as a shock absorber during
takeoff, landing, and taxiing. A filler valve provides access for servicing
(see Servicing section, this chapter).
Nose Gear Wheel/Tire

The nose landing gear wheel consists of inboard and outboard wheel
halves. An 18 x 4.4 inch, 10-ply, type VII chined, tubeless tire is mounted
on the wheel. Chines deflect water and slush away from engine inlets
to permit takeoffs with up to 3/4 inch of water or slush on the runway.
Tire pressure is kept at 104 to 114 PSI with the crew on board and the
aircraft loaded.
Nose Gear Doors

Two doors cover the nosewheel well when the nose gear is retracted.
The doors are mechanically linked to the nosewheel strut; they open
and close with extension and retraction of the nose gear.
Hydraulic Actuator
The actuator piston rod on the nose gear operates the same as that
on the main gear. As the rod retracts, it pulls the gear to the retracted
position; as the rod extends, it pushes the gear to the extended position.
Once down and locked, hydraulic pressure is not necessary to hold the
nose gear in position; a locking system similar to that on a main gear
physically locks the nose gear in the down-and-locked position. Hydraulic
pressure is required, however, to unlock the internal downlock.
Uplatch Hooks
Hydraulic pressure performs the primary uplatch function of holding the
landing gear in place. An uplatch device on the nose gear assembly
holds the nose gear up.
Nosewheel Centering
The nose wheel must center on retraction or it could jam in the wheel
well. Strut pressure actuates two internal cams in the strut to center the
nose wheel. On liftoff, the nose gear strut extends and the nose wheel
centers.
The strut must be properly inflated for nosewheel centering; the amount
of inflation depends on aircraft weight (see Servicing, this chapter).
On preflight, assure that the gear uplock roller is facing forward so the
cams can center the nose wheel properly on takeoff.

March 2012
Landing Gear Operation

Landing Gear Control Lever
The LANDING GEAR control lever on the center instrument panel is
a lever-lock type switch; it must be pulled aft before selecting the UP
or DOWN position. The switch controls the position of the gear and
door selector valves through gear and door position switches. Electrical
circuits for the gear control valve is routed through the left and right squat
switches; electrical power for the control circuits is 28 VDC supplied
through the 2 Amps GEAR CB on the copilot’s Essential B bus. The gear
valve will not energize unless the aircraft is in the air mode.
Figure 5I-6: Landing Gear Control Lever

If the landing gear is extended through alternate systems (e.g., blowdown,
free-fall), both the gear and door selector valves are pneumatically actuated.
On S/N 003 to 126, the gear can also be operated with the emergency
battery No. 1 switch in the ON position if an electrical failure occurs.
On S/N 127 and subsequent, the gear must be extended through an
alternate means or by energizing the Emergency Battery bus while
experiencing electrical failure. On aircraft 127 and subsequent, the
indicator lights receive power from Emergency Battery No. 2.
Retraction
Setting the landing gear control switch to UP energizes the gear door
control valve to the down position.
System pressure enters the gear door control valve and is directed to
the door uplock actuators and door actuators. Pressure unlatches the
gear door up-locks and opens the inboard main gear doors. When the
inboard main gear doors open, the door down switches actuate and the
landing gear selector valve energizes to the up position.
The two main gear UNSAFE lights illuminate and, when the inboard
main gear doors are fully open, the gear selector valve energizes. With
the gear off the ground, the squat switches are in the air mode.

March 2012
Pressure flows through the landing gear selector valve to the nose gear
and main gear actuators; the landing gear retracts. Mechanical linkages
from the landing gear struts pull the nose gear and outboard main gear
doors closed. When the gear retracts fully, strikers on top of the left and
right landing gear struts actuate the gear up switches. These switches
energize the gear door selector valve to the up position; pressure flows
to the door actuators and the inboard main gear doors close. In addition,
the right main gear down safety switch sends electrical voltage to the
up solenoid of the gear selector valve to maintain continuous hydraulic
pressure in the actuators.
The nose gear and main gear inboard door uplatches engage and hold
the doors closed. When the gear is fully retracted with all doors closed,
the door up switches and nose gear up and locked switch extinguish the
red UNSAFE lights.
Extension
Placing the landing gear control switch to DN energizes the open solenoid
on the gear door control valve to the down position. The door control
valve directs hydraulic system pressure to the door uplatch actuators
and door actuators; the inboard main gear doors open.
When the door uplatches open, the door up switches cause the red
UNSAFE lights to illuminate.
When the inboard main gear doors open fully, the door open switches
complete a circuit from the gear switch to the down solenoid on the gear
selector valve. Hydraulic pressure flows through the valve to extend
the landing gear. The outboard main gear and nose gear doors open
through mechanical linkages connected to the gear struts.
On S/N 003 to 139 without AMK 5591-1, a priority valve is in the nose
gear extend line. During gear retraction, the priority valve offers no
restriction to fluid flow; on gear extension, however, the priority valve
initially stops fluid flow to the nose gear and allows full hydraulic flow to
the main gear. When system pressure exceeds 500 to 550 PSI (main
gear fully extended), the priority valve opens and allows fluid flow to
extend the nose gear.
On S/N 003 to 139 with AMK 5591-1 and S/N 140 and subsequent,
there is no priority valve; however, the system operates with very little
difference from aircraft with the valve.
NOTE: AMK 55-91-1; Removal of Landing Gear Hydraulic
Priority Valve, S/Ns 003 to 139.
Once the nose gear is down and locked, the nose gear down-and-locked
switch illuminates the green nose gear. LOCKED DN annunciator and
extinguishes the red UNSAFE light. When both main gear are down
and locked, the main gear down-and-locked switches energize the gear
door control valve to the up position and illuminate the green main gear
LOCKED DN lights. Pressure routes to the inboard main gear door
actuators, and the inboard main gear doors close.

March 2012
Once the main gear door uplock mechanism engages, the door up
switches actuate and the left and right main gear red UNSAFE lights
extinguish.
Mechanical locks in the nose and main gear actuators hold the gear in
the down and locked position.
Landing Gear Indication

Visual Indication
Three green LOCKED DN and three red UNSAFE lights are above the
gear control switch on the copilot’s instrument panel. The three green
LOCKED DN lights, which are arranged in a tricycle gear pattern,
indicate the gear is down and locked as each individual gear locks down.
The three red UNSAFE lights indicate an unsafe gear condition; a gear
assembly is in transit, a door is not locked in position, or a gear is not
down and locked. The UNSAFE lights illuminate when the gear switch is
moved out of the UP detent and the internal downlocks in the actuators
disengage; the red main gear lights remain illuminated until all main gear
assemblies are down and locked. At retraction, each light illuminates
when the respective downlock releases; it remains illuminated until the
respective gear assembly is up and locked and the inboard gear doors
close.
If a main or nose gear is not down and locked, the appropriate green light
does not illuminate, although the red light does. It is possible to have
one or all gear down and locked (green lights on) while an illuminated
red light indicates a main gear door is not locked.
Normal visual indications with the gear down are all three green lights
illuminated. When the gear is properly retracted, all six lights should be
extinguished.
Each main gear downlock switch completes a circuit for its respective
landing light; if a main gear is not down and locked, its landing light does
not illuminate. The nose gear downlock switch is also tied to the ENG
SYNC annunciator; if the nose gear is down and locked with the engine
synchronizer on, the ENG SYNC light illuminates.
On S/N 003 to 126, the dimming rheostat has no effect on the light
dimming when the NAV LT switch is OFF. Selecting the NAV LT to
ON automatically dims the landing gear lights and provides additional
dimming through the rheostat. On S/N 127 and subsequent, the landing
gear lights dim automatically when the navigation lights illuminate.

March 2012
The lights test at anytime by holding the TEST-MUTE switch adjacent to
the dimmer knob in the TEST position. When the switch is held to TEST,
both sets of lights illuminate and the landing gear warning horn sounds.
Figure 5I-7: TEST-MUTE Switch

The landing gear position indicator lights operate on 28 VDC, supplied
through the 2 A GEAR CB on the copilot’s Essential B bus. When the
NAV LT switch is in the OFF position, the lights also receive power
through the 7.5 A NAV LTS CB on the pilot’s CB panel. An additional
power source is through the warning light control circuits. This additional
power source powers the lights when the GEAR CB is open (emergency
gear extension) and the NAV LT switch is in the ON (NAV LT) position. If
a complete DC electrical failure occurs, the landing gear position lights
receive power through the GEAR CB from the emergency power system
when the EMER BAT1 switch is in the ON position.
On S/N 127 and subsequent, the indicator lights receive power through
the GEAR CB from the Right Emergency bus when the EMER PWR
switch is ON.
Gear Warning Horn

Two conditions set off the horn. The warning horn sounds when the
gear is retracted, thrust levers are retarded below 60% N1, altitude is
less than 14,500 ±500 ft (15,300 ft for Learjet 55B/C), and indicated
airspeed is less than 170 ±5 Kts.
To silence the horn, move the TEST MUTE switch to MUTE or press the
horn silence button in the recess of the right thrust lever. When the horn
is silenced by either of these methods, the UNSAFE lights turn red as a
reminder of the unsafe condition.
The warning horn also sounds when the gear is retracted and flaps
extended more than 25°. In this case, the horn cannot be silenced unless
the gear is extended or the flaps retracted above 25°.

March 2012
Landing Gear Alternate Extension

In the event of a main hydraulic system failure or an electrical system
malfunction, extend the landing gear pneumatically. Accomplish
pneumatic gear extension using either the alternate blow down system or
the alternate free-fall system; however, to ensure adequate emergency
air supply for emergency braking (hydraulic system failure) or to ensure
hydraulic pressure can be regained (electrical malfunction), select blow
down first. If an attempt to blow down the gear is unsuccessful, select
alternate gear free-fall.
The GEAR AIR emergency air bottle in the right side of the nose aft
avionics compartment supplies air pressure to operate the blow down
system. The EMERGENCY BLOW DOWN GEAR lever on the right side
of the pedestal controls the GEAR AIR emergency air bottle.
The BRAKE AIR emergency air bottle, also in the right side of the nose
aft avionics compartment, supplies air pressure to operate the free-fall
system. The EMERGENCY FREE-FALL GEAR lever on the right side of
the pedestal, forward of the blow down lever controls the BRAKE AIR
emergency air bottle. When selecting alternate gear extension, place
the LANDING GEAR selector switch in the DN position and pull the
GEAR CB to prevent inadvertent gear retraction if electrical or hydraulic
power to the system is restored.
Both the GEAR AIR and BRAKE AIR bottles are charged to 1,800 to
3,000 PSI.
Shuttle Valves
Many air-to-hydraulic shuttle valves are installed to isolate the hydraulic
system from the blow-down system. The valves allow the systems with
the highest pressure to prevail.
An air-to-air shuttle valve is in the blowdown system just aft of the
override check valve. This valve allows either the blowdown system or
the free fall system to pneumatically position the door selector valve to
open the doors, and the gear selector valve to extend the gear.

March 2012
Landing Gear Blow Down
If the hydraulic system fails or an electrical fault exists in the landing
gear system, use the blow down extension system to pneumatically blow
the gear down. The emergency gear extension handle on the center
pedestal is recessed to prevent unintentional actuation.
r
ve
Le tc
h
n La
ow e
w
D
e as
lo el ve
r
B R
l Le
Fal
ee
Fr
Figure 5I-8: Emergency Gear Extension Handle

Pushing the EMERGENCY BLOW DOWN GEAR lever on the right side
of the pedestal down admits air pressure from the GEAR AIR emergency
air bottle to the blow down system through the lever-actuated blow down
valve. If the air pressure is greater than the landing gear system hydraulic
pressure, shuttle valves in the landing gear system reposition to admit
air pressure to the landing gear system inboard main gear door and door
uplock actuators, the main gear actuators, the nose gear uplock and
gear actuators, the gear control valve, and the door control valve. The
gear and door selector valves move to DOWN to prevent inadvertent
gear retraction.
When the landing gear is down and locked, the three green LOCKED DN
lights illuminate. The two outboard red UNSAFE lights remain illuminated
after gear extension because the inboard main gear doors remaining
open. When emergency gear blow down is selected, the EMERGENCY
BLOW DOWN GEAR lever need not be returned to the UP position prior
to landing; however, the lever must be returned to the UP position prior
to servicing either the GEAR AIR bottle or the hydraulic system.
Return the EMERGENCY BLOW DOWN GEAR lever to the UP position
by lifting the lever ratchet release (small metal tab available through a
small hole immediately forward of the lever) and pulling the lever to the
full UP (latched) position.
NOTE: The free-fall lever must be returned to the UP position to
prevent a leak of the remaining emergency brake air in
the BRAKE AIR bottle; this air is also used in emergency
braking.

March 2012
Landing Gear Free-Fall

Pushing the EMERGENCY FREEFALL GEAR lever on the right side of
the pedestal down admits air pressure from the BRAKE AIR emergency
air bottle to the free-fall system through the lever-actuated free-fall valve.
The air pressure applies directly to an uplock actuator for each inboard
main gear door. In addition, air is applied to the nose gear up lock, the
door selector valve, and the override check valve.
The uplock actuators open the gear doors and release the nose
gear uplock; the gear free-falls. The free-fall (BRAKE AIR) system
pneumatically repositions the gear and door selector valves to the
DOWN position, preventing inadvertent gear retraction. Full gear
extension occurs within 15 seconds.
When the landing gear is down and locked, the three green LOCKED
DN lights illuminate. The two outboard red UNSAFE lights remain
illuminated after extension because the inboard main gear doors remain
open.
When emergency gear free-fall is complete, return the EMERGENCY
FREEFALL GEAR lever to the UP position to retain BRAKE AIR bottle
pressure for emergency braking (hydraulic system failure) or to allow the
hydraulic override check valve to reposition, which allows the hydraulic
system to regain pressure (electrical malfunction).
To return the EMERGENCY FREEFALL GEAR lever to the UP position,
move the release latch (see Figure 5I-8) for the free-fall lever and pull
the lever to the full UP (latched) position.
CAUTIO
The free-fall lever must be returned to the UP position for the
hydraulic shunt to reposition and allow hydraulic pressure to
return (electrical malfunction) to the landing gear system so
normal braking can take place on landing.
Override Check Valve

The override check valve in the Emergency Free-Fall System dumps
hydraulic system pressure when the Free-fall lever is in the DOWN
position. This allows the system to dump Landing Gear and Landing
Gear Door valves preventing free-fall sequencing by hydraulic lock if not
dumped. This is particularly important in electrical failure alternate gear
extension.

March 2012
Brake System
TO
RESERVOIR
FROM NOSE
GEAR DOWN LINE
LEARJET 55B/C
PILOT PILOT COPILOT COPILOT
PARK BRAKE BRAKE BRAKE BRAKE
BRAKE
VALVE VALVE VALVE VALVE
ANTI-SKID
L R
SHUTTLE
VALVE
SHUTTLE
R VALVE
M ANTI PARKING
A SKID BRAKE
I
N
P PARKING BRAKE
W ANTI-SKID FROM
R DISCONNECT EMERGENCY
SWITCH AIR BOTTLE
B
U
S
SERVO SERVO HYDRAULIC

TO FUSE
RESERVOIR
ANTI-SKID ANTI-SKID
CONTROL CONTROL
VALVE VALVE
SQUAT SQUAT
SERVO SOLENOID SWITCH SERVO
SWITCH SHUTOFF
28 VDC 28 VDC
LH RH
MAIN GEAR MAIN GEAR
ANTI-SKID
CONTROL
BOX
T 1
E
S
T WARNING
SUPPLY PRESSURE ANTI-SKID LIGHT
GEN CONTROL
BRAKE PRESSURE
L R RH GEAR
RETURN DOWN SAFETY
SWITCH
EMERGENCY AIR
1 LEARJET 55 ONLY (LEARJET 55B/C TEST IS OPERATIVE IN FLIGHT)

March 2012
Brake System
The brake system incorporates four power-boosted disc brakes with an
integral anti-skid system. The system also incorporates a parking brake.
Rudder-pedal controlled power brake valves hydraulically actuate the
disc-type brake in each main landing gear. The hydraulic brake system
consists of the following components:
Four multiple disc brake assemblies
Four power brake valves
Six shuttle valves
Four hydraulic fuses
Two parking brake valves.
A main gear brake anti-skid control system prevents skidding and
provides maximum braking efficiency on wet, dry, or icy runways.
An emergency pneumatic braking system provides braking if the
hydraulic system fails. S/N 101, 105, 107, and subsequent and those
modified with AAK 55-84-2 have larger brakes than the earlier models,
non-modified models. Later and modified brakes are thicker, can absorb
13% more energy, and have a 50% longer brake life.

NOTE: AAK 55-84-2; Brake Replacement Performance Improvement
(Phase 1A), S/Ns 003 to 106 except 101 and 105.
Wheel Brakes
There is one brake assembly for each main gear wheel. Each multiple
disc brake assembly consists of:
Two rotating discs
One stationary disc
One back plate
One torque tube
A brake housing.
Radial tangs, which engage slots in the wheel, drive each multiple disc
brake assembly. The tangs rotate on either side of a stationary disc keyed
to the torque tube. The stationary disc, pressure plate, and back plate
provide a friction surface for the rotating disc. The back plate, pressure
plate, and torque tube are bolted to the brake housing.
The brake housing contains five brake pistons, four return springs,
automatic adjustment units, and an inlet and bleeder port. Cavities
interconnect each piston to provide simultaneous brake actuation with
equalized pressure.

March 2012
Power Brake Valves
Power brake valves below each rudder pedal control hydraulic pressure
to the brake assemblies. The valves mechanically connect through
linkages to the rudder pedals.
Hydraulic fuses in each wheel well adjacent to the anti-skid valves close
to prevent the loss of hydraulic system pressure if fluid flow exceeds
normal brake actuation rate. The fuses close when 5.5 fluid ounces of
hydraulic fluid pass through them in one second.
Two shuttle valves in the pressure lines prevent fluid feedback between
the pilot’s and copilot’s pedals. Additional shuttle valves connect the
pneumatic system to the brake system for emergency braking.
Parking Brake Valves

The manually operated parking brake valves are interconnected.
Actuating the parking brake valves with brake pressure applied closes
the brake lines and maintains pressure on the brake assemblies. Actuate
the parking brake valves by pressing the brake pedals and pulling
the PARKING BRAKE handle to the locked position, or by pulling the
PARKING BRAKE handle and pressing the brake pedals.
Figure 5I-9: Parking Brake Handle

Pulling the parking brake handle out removes power from the anti-skid
system; the handle must be pushed in completely to restore power to
the anti-skid system. Pulling the PARKING BRAKE handle also sends a
signal to close a shutoff valve in each anti-skid control valve to prevent a
loss of pressure. On S/N 127 and subsequent, and those aircraft with
AAK 55-86-1, pulling the handle activates a switch on the right brake
pressure line; the switch activates the amber PARKING BRAKE light on
the anti-skid panel.
NOTE: AAK 55-86-1; Replacement of Landing Gear Control
Panel, S/Ns 001 to 122.

March 2012
Hydraulic Fuses
Two hydraulic fuses monitor the brake lines fluid flow from the fuse outlet
to the brake assemblies. The fuses are attached to each out port on the
anti-skid control valve.
The fuse automatically closes to seal off the line if 5.5 ±1.1 ounces of
hydraulic fluid pass through the fuse. Hydraulic fuses that have closed
automatically reset after approximately one minute. Fuses that do not
reset must be removed. Take care when bleeding the brakes to avoid
closing the fuse.
Shuttle Valves
The brake system has six shuttle valves. Two under the cabin center
floorboard are hydraulic-to-hydraulic that allow either pilot to operate the
brakes.
Whoever exerts the higher pressure has control of the brakes.
The four air-to-hydraulic shuttles are in the main gear wheel wells. They
allow the normal hydraulic system or emergency air system to operate
the brakes.
Brake Operation
Pressing the brake pedals opens the power brake valves and directs
hydraulic pressure through the anti-skid system, brake fuses, and shuttle
valves to the brake assemblies.
An integral brake snubber in the gear retraction system stops main gear
wheel rotation before full retraction. During gear retraction, hydraulic
fluid passes through a restrictor in a return line common to the brakes.
The snubber creates a back pressure of 100 to 180 PSI in the brake
system to lightly apply the brakes. When the landing gear reaches the
full up-and-locked position, brake pressure is removed and the brakes
release.

March 2012
Nosewheel Steering Limits
8° 0° 8°
45 KTS
20 KTS
10 KTS
0 KTS
55° 0° 55°
Figure 5I-10: Nosewheel Steering Limits

March 2012
Nosewheel Steering
PARKING BRAKE LIGHT
OPTIONAL ON 55, STANDARD ON 55B/C
RH OUTBOARD ANTI-SKID GEN

RH INBOARD ANTI-SKID GEN ANTI-SKID
GEN
LH INBOARD ANTI-SKID GEN
R L R
M STEER 2
A ON
I
N
P NOSE
W STEER
R 1
STEER LOCK
B
U COMPUTER
S WHEEL MASTER AMPLIFIER
BUTTONS
2
SQUAT
1 SWITCH
RELAY
PANEL
FOLLOW UP
L
A
C
NOSE
B STEER
U
S PEDAL
SYNCHRO
CLUTCH
MOTOR
AND GEAR
COPILOT'S
RUDDER
PEDAL
LINKAGE
1 LH MAIN GEAR DOWNLOCK SWITCH
2 NOSE GEAR DOWNLOCK SWITCH
1 LOCATED ON THE PILOT'S AND NOSE

COPILOT'S SUB-PANEL GEAR
2 LOCATED ON THE CONTROL YOKES

March 2012
Emergency Braking
EMERGENCY AIR BOTTLE
(1,800 TO 3,000 PSI)
RELIEF VALVE
(3,500 PSI)
R
AIR PRESS
E IND FILTER FILLER
S PORT
S
RET
A PRESSURE
S
P
O
SENSOR I
B
L
E
U EMER EMERG
R
EXT
S BRAKE BRAKE
HANDLE
GEAR FREE
FALL AIR
CUTOFF U
P
ENG SYNC
G 4 B SYNC N2
E R
A 3 A 8
R
K OFF N1
A 2 E
I A P
R A 20
1 I R
K
PSI x
R I
1000 N D
G N
B
R
A
OVERBOARD K
E
VENT
SHUTTLE SHUTTLE
VALVES VALVES
SUPPLY PRESSURE
BRAKE PRESSURE
VENT
HYDRAULIC PRESSURE

March 2012
Nosewheel Steering
The Learjet 55 has a variable authority electrically controlled nosewheel
steering system. When taxi speeds are 10 Kts or less, the steering system
turns the nosewheel 55° either side of center. As speeds increase above
10 Kts, the steering authority travel is reduced. At and above 20 Kts, the
travel is 8° left or right of center (Figure 5I-10, on 5I-26). The nosewheel
steering system consists of:
Steering position sensor (followup)
Steering actuator assembly
Rudder pedal position sensor (followup)
Steering computer
Steering relays and a squat switch relay
Wheel master switch on each control wheel
STEER LOCK switch on the pilot’s and co-pilot’s sub-panel
Wheel speed transducers (left inboard, right outboard, and right
inboard).
Power for the nosewheel steering system is from the Main bus through
the 7.5 A NOSE STEER CB on the copilot’s CB panel; pull the CB before
towing the aircraft to disable the nosewheel steering system. With the
CB pulled (or in the case of DC failure), the nose gear swivels 360°. Use
asymmetric braking/power to accomplish steering with the nosewheel
steering system disengaged.
The nosewheel steering system uses the squat switch relay panel to
provide the rudder pedal position sensor with excitation voltage.
On the ground, rudder pedal movement drives the rudder pedal sensor
that applies a voltage displacement signal to the nose steering computer.
The computer applies a clockwise or counterclockwise signal to the
steering actuator that causes the actuator clutch to engage the actuator
motor.
The clutch drives the actuator gear train and positions the nose wheel
in the selected position. A position sensor on the nose gear steering box
applies a feedback signal to the computer. Inputs from the wheel speed
transducers modify the rudder pedal position sensor to vary available
steering deflection with aircraft groundspeed. The steering actuator acts
as a shimmy damper to eliminate nose wheel shimmy during takeoff,
taxi, and rollout.

March 2012
The right three anti-skid generators supply velocity information to the
nosewheel steering system. If two of the right three ANTI-SKID GEN
lights are on, do not use nosewheel steering above 10 Kts. The wheel
master switch on the control wheels or the STEER LOCK switches on
the pilot’s and co-pilot’s sub-panel activates nosewheel steering.
Figure 5I-11: Steer Lock Switches

The STEER ON annunciator on the glareshield illuminates when
nosewheel steering is active. Without AC power, the annunciator
illuminates but steering is inoperative, as AC power controls the systems
and DC power actuates it. STEER LOCK is released by depressing the
control wheel master switch. The control wheel master switch is normally
used on takeoff for nosewheel steering.
Figure 5I-12: Control Wheel Master Switch

March 2012
Anti-Skid
The anti-skid system on S/Ns 003 to 126 consists of:
Four wheel speed transducers Anti-Skid Limitation
Two anti-skid pressure control valves If takeoff is made without anti-skid,
One anti-skid control box imit gross weight to 18,500 lbs.
One anti-skid light panel Recompute V1 speed and takeoff
distance.
One anti-skid shutoff switch
One system control switch.
S/N 127 and subsequent add a parking brake switch and an amber
parking brake annunciator to the anti-skid system.
Anti-Skid Operation
Each anti-skid control valve is a dual unit capable of individually
modulating brake pressure for both associated brakes. As the main
wheels drive the transducers, they induce a frequency proportional to
the wheel speed and forward that frequency to the control box. The
control box converts the wheel speed frequency to an analog signal and
compares the analog to a reference that represents normal deceleration
limits.
The anti-skid system becomes operational at 7 to 10 Kts groundspeed,
or 150 RPM wheel spin-up. If the wheel speed deviates from the normal
deceleration limits, the control box signals the affected wheel’s control
valve and reduces braking pressure on that wheel. Some of the hydraulic
system pressure bypasses into a return line via a servo-controlled valve
in the control valve. Normal braking pressure is restored as wheel speed
increases.
To ensure full manual control of the hydraulic braking system and to
prevent pressure loss when the parking brake is set, a solenoid-operated
shutoff valve at each control valve return port de-energizes closed when
the ANTISKID switch is OFF or the parking brake is set. Electrical power
for the anti-skid system control circuits is 28 VDC supplied through the
7.5 A ANTISKID CB on the pilot’s CB panel.
The gear down safety switch makes contact (right main gear) on gear
extension and sends electrical signals to the anti-skid control box to
allow anti-skid testing only when the gear are down and locked. Testing
cannot be accomplished in flight with the gear retracted. The squat
switches provide locked wheel protection on landing. There will be no
brake action until 1 to 1.5 seconds after touchdown. This will allow time
for the anti-skid generators to spin up.
On Learjet 55B/C, power supplied to relays within the park brake
annunciator control box removes the ground circuit from the park
brake switch to the anti-skid annunciators. A relay within the park brake
annunciator control box that completes a test circuit to the anti-skid
control box de-energizes. This circuit provides for continuous testing of
the anti-skid system in flight.

March 2012
ANTI-SKID GEN Lights
Four red ANTI-SKID GEN lights on the pilot’s subpanel provide a
continuous cockpit indication of the anti-skid system control circuits.
The two lights that are labeled L represent control circuits for the left
main gear brakes, and the two lights that are labeled R represent control
circuits for the right main gear brakes.
The anti-skid control box continuously monitors the system circuits and
illuminates the applicable light(s) if any of the following conditions occur:
loss of input power, open or short transducer circuits, open or short
control valve circuits, and failure of control box circuits. The lights also
illuminate any time the strut is extended, power is on in the aircraft and
the anti-skid switch is OFF. The strut may not be locked, however.
On S/N 003 to 126, the anti-skid lights illuminated in flight only if the
gear is down and the anti-skid switch is OFF. This illuminates the anti-
skid lights, but does not test the system. On S/N 127 and subsequent,
push the glareshield annunciator test button to illuminate (test) the lights
in flight.
Anti-Skid Switch
CAUTIO
The anti-skid system is inoperative during emergency brake
system operation.
The anti-skid switch on the pilot’s switch panel has two positions: ON
(anti-skid) and OFF. When the switch is in ON (anti-skid), the anti-skid
system control circuits receive 28 VDC. Normally, the switch remains in
ON (anti-skid) for all operations.
NOTE: If an unsafe condition occurs, use the anti-skid lights as
an additional verification of right gear extension through
the right main gear down safety switch.
Figure 5I-13: Anti Skid Switch

March 2012
Emergency Braking
In the event of main hydraulic system failure, apply the wheel brakes
pneumatically. The red EMERG BRAKE handle on the pedestal to the
left of the thrust levers initiates and controls emergency (pneumatic)
braking. Pull the handle out of the recess and push it down to initiate
emergency braking.
Figure 5I-14: Emergency Brake Handle

Pushing the EMERG BRAKE handle down ports air pressure from the
BRAKE AIR emergency air bottle to the wheel brake shuttle valves
through the lever-actuated emergency brake valve. If the emergency
air pressure is greater than the hydraulic system pressure, the wheel
brake shuttle valves reposition to admit air pressure to apply the brakes.
After brake handle release, excess air vents overboard and the brakes
release. The emergency air lines are in the hydraulic brake system
between the anti-skid control valve and the wheel brakes. The parking
brake is inoperable when using the emergency air brake.

March 2012

March 2012
Preflight
During the exterior preflight inspection, accomplish the following checks
of the landing gear and brake system (see SOP chapter for details).
Visually inspect the nose gear assembly for fluid leaks, door condition
and security, tire wear, chine (minimum of 3/4 inch from ground),
nose gear lock condition, and tire pressure
Check the main gear and doors for general security, fluid leaks, strut
extension, brake condition, and main gear tire pressure.
During cockpit preflight inspection, test the landing gear annunciators
with the gear TEST/MUTE switch on the landing gear control panel. Test
the anti-skid annunciators with the annunciator panel test switch. When
the annunciator panel test switch on the left or right of the glareshield is
pressed, all four anti-skid annunciators should illuminate.
Check that the landing gear control handle is down; check for three
gree LOCKED DN lights. Select the TEST position of the landing gear
TEST/MUTE switch; the horn should sound, and the three red UNSAFE
lights should illuminate. Test horn silencing with the MUTE switch and
the right thrust lever GEAR MUTE switch.
Ensure that GEAR AIR bottle and BRAKE AIR bottle pressure is between
1,800 and 3,000 PSI.
Servicing
Arrange service for the GEAR AIR and BRAKE AIR emergency air
bottles when their pressure gauges read below 1,800 PSI. Maintenance
personnel should perform the servicing with high pressure nitrogen. Refill
the bottles to 1,800 to 3,000 PSI. Charging valves for the air bottles are
on the right side of the avionics nose compartment.
Tire Inflation
Manufacturer-recommended tire inflation specifications are:
Nose wheel – 105 ±5 PSI (unloaded); 109 ±5 PSI (loaded)
Main gear wheels on aircraft NOT certified for 21,500 lbs TOGW –
180 ±5 PSI (unloaded); 187 ±5 PSI (loaded)
Main gear wheels on aircraft certified for 21,500 lbs TOGW – 193 ±5 PSI
(unloaded); 201 ±5 PSI (loaded).

March 2012
Strut Inflation
Service the landing gear struts with MIL-H-5606 hydraulic fluid and dry
air or nitrogen. Landing gear strut static deflection limits, depending on
takeoff weight, are:
Nose strut – 1.3 to 8.16 inches
Main strut – 1.0 to 7.50 inches.
Figure 5I-15: Landing Gear Struts

Due to static friction, do not service the landing gear struts with wheels
on the ground; this could cause incorrect readings leading to low inflation
and the strut bottoming out when the aircraft is moved. Use dry air or
nitrogen to inflate the strut as shown below:
Nose strut – normal inflation 75 ±3 PSI)
Main strut on aircraft NOT certified for 21,500 lbs TOGW – 392 ±10 PSI
Main strut on aircraft certified for 21,500 lbs TOGW – 405 ±10 PSI.
Abnormal Procedures
The following provides a brief discussion of what happens to the landing
gear system during abnormal conditions. For a list of specific procedural
steps, please refer to your CAE Operating Handbook.
Landing Gear Does Not Extend

When the red GEAR UNSAFE lights remain illuminated and the three
green LOCKED DN lights fail to illuminate, hydraulic or electrical
problems may be present. After ensuring that the control handle is
positioned correctly and that the CB is engaged, extend the landing gear
using the alternate gear extension procedures, as appropriate.

March 2012
Anti-Skid System Failure

If any one of the ANTI-SKID GEN lights illuminates, a malfunction exists in
the anti-skid system. Ensure that the CBs are set and that the ANTI-SKID
switch is on. If the light(s) remain illuminated, use landing performance data
adjusted for anti-skid off operations. Use caution, because anti-skid may be
inoperative on the wheel with the illuminated light.
Emergency Procedure
The following provides a brief discussion of what happens to the landing
gear system during emergency braking conditions. For a list of specific
procedural steps, please refer to your CAE Operating Handbook.
Emergency Braking
In the event of normal brake system failure, use emergency brakes
to stop the aircraft. During emergency braking, the anti-skid system
is inoperative. Landing distance corrections must be determined with
anti-skid system inoperative.
Pull the EMERG BRAKE handle out of its recess, then push it downward
to apply brake pressure. Expect to push the EMERG BRAKE handle
down approximately two inches before braking action begins.

March 2012

March 2012
Data Summaries

Landing Gear System
Power Source Hydraulic system
Right Emergency bus/right main battery
(Learjet 55B/C emergency mode)
Distribution Door control valve
Gear control valve
Door actuators
Gear actuators
Nose gear uplock release
Inboard door uplock releases
Air-only uplock releases on nose gear and inboard doors
Control LANDING GEAR control lever
EMER BLOW DOWN GEAR EXTEND lever
EMER FREE FALL GEAR EXTEND lever
GEAR CB (pulled for emergency extension)
TEST/MUTE switch
Monitor Pressure gauges
HYD PRESS
BRAKE AIR
GEAR AIR
Indicator lights
3 green LOCKED DN
3 red UNSAFE
Gear warning horn
Squat switch

March 2012
(Continued)
Brake System
Power Source Rudder pedals – power brake valves

Hydraulic system – disc brake actuation
Emergency brake air bottle
Distribution Hydraulic pressure
Power brake valves
Anti-skid system
Brake fuses
Shuttle valves
Brake assemblies
DC power
Parking brake
Anti-skid computer
Anti-skid control valve
Emergency brake air
Emergency brake valve
Pneumatic-hydraulic emergency brake shuttle valves
Brake actuators
Control Rudder pedals
PARKING BRAKE handle
Monitor ANTI-SKID GEN lights
HYD PRESS LOW annunciator
Amber PARKING BRAKE light (S/N 127 and subsequent; aircraft
with AAK 55-86-1)
Protection Squat switches
Hydraulic fuses

March 2012
Squat Switches
Power Source Left Main bus (Learjet 55)

Distribution Nosewheel steering
Ground Mode Mach trim test mode
Windshield heat low-limit thermoswitch/10 second timer for
WSHLD OV HT annunciator (on landing)
Amber PITCH TRIM annunciator (out of takeoff range)
Single generator current limiting
3° flap input to yaw damper
Autospoilers
Radar transmitter (Learjet 55B/C)
Safety valve vacuum shutoff solenoid
Stabilizer heat disabling/amber STAB HEAT annunciator
Powerplant system – ground idle mode
Left engine – left squat switch
Right engine – right squat switch
Distribution Flaps 25° spoileron
Airborne Mode WING FULL green lights
Hobbs meters (optional)
Stall warning system testing
Stall warning lights and shakers (Learjet 55C)
Cabin/cockpit temperature sensor motors
Distribution Cabin pressurization
Ground and/ Fuel transfer switch latch (Learjet 55B/C)
or Airborne FUEL FILTER annunciator
Modes Anti-skid system – ground mode
Outboard brakes disabling (left squat switch)
Inboard brakes disabling (right squat switch)
Anti-skid system – airborne mode
All brakes disabling (via anti-skid switch)
Gear retraction circuitry disabling (on ground)
Squat switch relay

March 2012

March 2012
5J
Miscellaneous Systems
Contents


Schematic: Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-4
Oxygen System
Oxygen Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-5
Pressure Indicator Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-6
Oxygen Pressure Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-6
Overboard Discharge Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-7
Oxygen Aneroid Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-7
Crew Distribution System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-7
Eros Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-8
Microphone Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-10
Oxygen Control Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-10
Passenger Distribution System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-11
Oxygen Masks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-11
Passenger Mask Solenoid Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-11
Manual/Auto Aneroid Bypass Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-11
Manual Passenger Oxygen Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-12
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-12
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-13
Useful Consciousness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-13
Oxygen Duration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-14
Data Summary
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-17
Emergency Equipment
Life Vests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-19
First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-19
Emergency Tool Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-20
Emergency Hatchet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-20
Smoke Detector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-20
Drag Chute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-20
Master Warning Systems
Rotary SYS TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-24
ADC Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-24
Learjet 55 For Training Purposes Only 5J-1

March 2012
CAB ALT Position................................................................5J-25
FIRE DET Position...............................................................5J-25
L and R STALL Positions ....................................................5J-26
MACH Position....................................................................5J-26
MACH MON Position...........................................................5J-26
MACH TRIM Position...........................................................5J-27
TRIM SPD Position..............................................................5J-27
Takeoff Warning Horn.............................................................5J-27
Glareshield Annunciator Panel..............................................5J-28
Light Dimming......................................................................5J-28
Schematic: Lights and Annunciators............................5J-29
Annunciator Cross Reference
5J-2 For Training Purposes Only Learjet 55

March 2012
The Oxygen system provides supplementary oxygen for the crew and
passengers.
Emergency equipment on the aircraft includes life vests, a first aid kit,
and optional drag chute.
The master warning system provides warning of aircraft equipment
malfunctions, indication of a condition requiring immediate attention, or
indication that a system is operating.
On Learjet 55C, the takeoff warning horn provides a warning with the
aircraft on the ground and the right thrust lever at 82% or above N1,
indicating the aircraft is not ready for takeoff.

March 2012
Oxygen System
OXYGEN CYLINDER
(INSTALLED IN NOSE
MANUAL SHUTOFF VALVE OR DORSAL FIN)
AND REGULATOR
(NORMALLY OPEN)
DISCHARGE
INDICATOR
2 O
P X COCKPIT
S
I Y PRESSURE GAUGE
x
1 P
1 R
FILLER
0
E
PRESSURE 0
0 S
VALVE SENSOR 0 S
CREW OXYGEN PASSENGER OXYGEN CREW OXYGEN

MASK VALVE MASK
SOLENOID
VALVE
(N.C.) PASSENGER MASK
MANUAL DEPLOYMENT
VALVE
L
E OXY
S VAL
S
B 7.5A DOOR RELEASE VALVE
B DOOR RELEASE MANUAL

U P
S LANYARD
ANEROID SWITCH
(14,000 FT CABIN OXYGEN FLOW
ALTITUDE) PASSENGER MASK
VALVE ASSEMBLY
L
(TYPICAL 10 MASKS)
M
A
I
N CABIN
LIGHTS
P UPPER CENTER
W PANEL LIGHTS
R
B
U
S
TRANSISTOR
CONTROL
L
E
S OXY
VAL OXYGEN
S SOLENOID
VALVE
B 7.5A
B
U ANEROID SWITCH OXYGEN SUPPLY PRESSURE
S P (14,000 FT CABIN
ALTITUDE) OXYGEN DISTRIBUTION

March 2012
Oxygen System
Oxygen is available to the crew at all times and is available to the
passengers either manually through cockpit control or automatically at
14,000 ±750 ft. cabin altitude.
The oxygen system consists of:
Oxygen cylinder
Crew oxygen system
Passenger oxygen system
Oxygen selector
Pressure indicator gauge
Oxygen pressure transducer
Oxygen masks
Oxygen aneroid switch
Manual aneroid bypass valve
Manual passenger oxygen valve.
Oxygen Cylinder
The oxygen cylinder in the nose baggage compartment or the vertical
stabilizer has a capacity of 38 cubic ft. at 1,850 PSI.
Figure 5J-1: Oxygen Cylinder

The bottle assembly consists of a shutoff valve and regulator assembly,
which regulates pressure at 60 to 80 PSI for the crew and passenger
distribution systems. The shutoff valve and regulator assembly
incorporates connections for the oxygen pressure gauge capillary line,
oxygen distribution line, overboard discharge indicator, and service
valves.

March 2012
An optional emergency portable oxygen cylinder on the forward lavatory/
baggage wall provides oxygen for cabin altitudes of less than 40,000 ft.
The cylinder supplies a minimum of 67 minutes of oxygen. A plate on
the oxygen bottle provides system operating instructions. The system
includes a mask, a pressure gauge, and a combination regulator and
ON/OFF control handle.
Pressure Indicator Gauge

On S/N 003 to 046 except 027 and 039, the pressure indicator gauge in
the center switch panel displays oxygen pressure (OXY PRESS in PSI)
in the cylinder. On S/N 027, 039, and 047 and subsequent, the display
is in the lower, center section of the instrument panel above the center
switch panel. The pressure gauge displays a fully charged cylinder’s
pressure, regardless of oxygen cylinder shutoff valve position.
Figure 5J-2: Center Switch Panel

Oxygen Cylinder Pressure A fully serviced system should read between 1,550 and 1,850 PSI
Gauge Limitations (green arc). Service the system when the gauge indicates out of the
Yellow Arc . . . . . . . . . 1,300 PSI green arc.
Green Arc . . .1,550 – 1,850 PSI
Red Arc . . . . . . . . . . .2,000 PSI An optional low oxygen pressure warning system on S/N 92 and
subsequent, consists of a low pressure switch and an amber LOW
OXYGEN PRESS warning annunciator.
NOTE: Oxygen pressure continues to be displayed on the OXY
PRESS indicator in the cockpit even with the cylinder
regulator/shutoff valve closed.
Oxygen Pressure Transducer

The oxygen pressure transducer converts oxygen pressure to a calibrated
electrical signal. The transducer sends the signals to the oxygen pressure
indicator on the instrument panel. Power for the transducer comes from
the OXY VAL CB on the pilot’s CB panel.

March 2012
Overboard Discharge Indicator

On aircraft with the nose-equipped oxygen system, the indicator is
on the right side of the nose. On aircraft with the vertical-fin equipped
oxygen cylinder, the indicator is on the left side of the vertical stabilizer.
Figure 5J-3: Overboard Discharge Indicator

When the bottle pressure exceeds 2,700 to 3,000 PSI, the green disc
blows out and the bottle empties. If the disc bursts, perform maintenance
prior to the next flight.
Oxygen Aneroid Switch

The oxygen aneroid switch in the cockpit senses cabin pressure. When
cabin pressure reaches approximately 14,000 ft. ±750 ft. the switch
signals the passenger mask solenoid valve to open, which supplies
oxygen to the passenger mask valves.
Crew Distribution System

The crew oxygen system provides oxygen in the event of pressurization
failure, flight altitudes that require oxygen masks at all times, or smoke in
the cabin. With the oxygen storage cylinder shutoff valve and regulator
assembly open, oxygen flow is available anytime.

March 2012
Eros Masks
The Eros oxygen mask/oxygen regulator supplies the crew with oxygen.
Figure 5J-4: Eros Oxygen Masks

The three-part Eros mask consists of a mask, microphone, and hose
assembly. The mask subassembly is a plastic shell that covers the
nose and mouth. A flexible pad of foam filled elastomer tubing on the
edge of the mask, protects the face. An opening in the lower section of
the pad allows the pressure inside to equalize with prevailing external
pressures. An opening in the lower section of the mask directly connects
to the regulator.
The Eros mask uses a pneumatic harness, allowing single-handed mask
donning. Depressing the inflation control plate expands the harness so
the mask may slip over the head. Disengaging the control releases air
and the harness tightens. Inhaling and exhaling controls the flow of
oxygen. Inhaling opens the main valve in the mask, allowing oxygen to
flow through the mask; exhaling closes the valve and vents breath to the
atmosphere.
The regulator dilution nozzle holds the microphone capsule in place.
A microphone protector fitted for passage of the intermediate radio
cord enables regulator uncoupling from the mask without removing the
microphone. The hose assembly consists of a radio cord and oxygen
supply hose of silicone tubing equipped with a flow indicator. One end
of the tube contains a male quick-disconnect coupling and the other a
coupling that connects to the mask regulator. The radio cord attaches to
the regulator with lugs. The face end of the radio cord contains a locking
electrical connector plug.

March 2012
A two-position rocker switch (N/100%) controls oxygen supply to the

mask. In N (normal), an air-oxygen mixture supplied by the mask
depends on the cabin altitude. As cabin altitude increases, the ratio of air
to oxygen decreases until at 30,000 ft. the mixture level is 100% oxygen.
With the rocker in 100%, the mask distributes pure oxygen. An aneroid
capsule controls the rate of air to oxygen dilution supplies by the mask.
Figure 5J-5: Two-Position Rocker Switch

An aneroid capsule within the Eros mask supplies automatic positive
pressure to the crew member at 37,000 ft.
Rotating the PRESS TO TEST knob on the mask provides positive
pressure for any altitude less than 37,000 ft. The switch also allows
mask testing on the ground with the rocker switch in 100%.

March 2012
Microphone Controls
The crew oxygen/microphone controls on the pilot’s and copilot’s side
panels provide selection of between the NORM MIC and OXY MIC. The
NORM MIC connects the crews microphones to its associated audio
control system via the normal microphone jack. In OXY MIC, normal
communications pass through the microphone switch on the pilot’s or
copilot’s control yoke from the oxygen mask. The OXY MIC connects
the respective crew members oxygen mask microphone to its respective
audio control system via the oxygen microphone jack.
Figure 5J-6: NORM MIC and OXY MIC

Communication between the pilots can be accomplished by switching to
INPH on the audio panel and listening on the overhead speakers.
NOTE: After removing and stowing the oxygen masks, reset
the OXY MIC switch back to NORM MIC so that normal
transmit functions can be regained.
Oxygen Control Selector

The two-position oxygen control selector labeled N/100%/EMERGENCY
allows pilot selection of oxygen flow rate. The N (normal) selection
supplies oxygen at a rate that varies with cabin altitude. N selection
provides three modes of oxygen delivery.
Automatic oxygen dilution from sea level to a cabin altitude of 30,000 ft
100% Oxygen delivery above a cabin altitude of 30,000 ft
Automatic pressure breathing above 37,000 ft. cabin altitude.
Selecting 100% supplies a continuous on-demand 100% flow of oxygen
at any cabin altitude.
Clockwise rotation of the EMERGENCY knob supplies a continuous
100% oxygen flow. Rotating the knob counter-clockwise allows the
oxygen flow to be determined by the oxygen selector.
To test the flow of oxygen push and hold the PRESS TO TEST center
button. The system should supply oxygen at 100%.

March 2012
Passenger Distribution System

The passenger oxygen system provides oxygen automatically in the
event of pressurization failure. Oxygen flow starts automatically, above
14,000 ft. ±750 ft. cabin altitude. The supply oxygen to the passengers is
available by manually opening the manual/auto passenger mask valve.
Oxygen Masks
The passenger masks stowed in the overhead containers drop manually
or automatically via PASS MASK DROP MAN/AUTO valve, depending
upon control switch positioning. Pulling the lanyard releases oxygen flow
to the mask. An orifice in the mask provides a constant flow of 4.1 liters
per minute to the passenger.
Passenger Mask Solenoid Valve

The passenger mask solenoid valve occupies a space above the left
CB panel, behind the upholstery. The normally closed valve, which is
activated by the oxygen aneroid switch provides oxygen flow to the
passenger distribution system.
Manual/Auto Aneroid Bypass Valve

The manual/auto passenger mask valve is on the left side of the cockpit.
The valve is in a bypass line, which passes around the passenger
mask solenoid valve. Manual opening of the valve provides oxygen to
the passenger masks if the oxygen aneroid switch or passenger mask
solenoid valve malfunctions. Manual operation occurs by selecting MAN
on the PASS MASK DROP MAN – AUTO shutoff valve.
Figure 5J-7: Manual/Auto Passenger Mask Valve

March 2012
Manual Passenger Oxygen Valve
The bypass manual passenger mask valve on the left side of the
cockpit above the CB panel is normally open. To supply only the crew
oxygen close the valve upstream of the passenger mask solenoid and
manual/ automatic passenger mask. To display the status of the valve
select AUTO or OFF on the PASS OXY AUTO – OFF shutoff valve.
Figure 5J-8: PASS OXY AUTO – OFF Shutoff Valve

On S/N 137 and subsequent an optional dual oxygen system is
available. The system consists of the crew oxygen distribution and
passenger distribution systems. System components are as follows:
Two high-pressure oxygen cylinders
Two oxygen pressure transducers
An oxygen pressure indicator and selector switch
A shutoff valve and regulator assembly on each cylinder
Two overboard discharge indicators
An oxygen aneroid switch
A passenger mask solenoid valve
A manual auto passenger mask solenoid valve
A passenger oxygen manual shutoff valve
Lanyard actuator valves
A check valve.
Preflight
Check the oxygen discharge indicator for condition and verify the oxygen
supply valve is open during the exterior inspection of the aircraft. In the
cockpit, verify that oxygen pressure gauge shows 1,550 to 1,850 PSI.
Set the PASS MASK valve and the PASS OXY valve to AUTO (commonly
referred to a thumbs in). Verify that the flight crew oxygen masks are
receiving oxygen and adjusted to 100%.

March 2012
Remove the Eros masks from their storage cups. Place the mask on
the head while inflating the harness. Check for oxygen demand flow by
breathing with regulator in normal, then at 100%; leave in 100% position.
Rotate the emergency knob and check for constant flow by taking a
few breaths, which should be free and unrestricted. Momentarily press
the TEST knob and observe the flow indicator (if installed), for free
and unrestricted flow. Test the mask microphone. Stow the mask in the
storage cup.
Servicing
The oxygen filler valve is in the nose baggage compartment floor. Access
to the vertical fin cylinder is through the oxygen service door on the left
side of the dorsal assembly.
Servicing is accomplished by maintenance personnel using
MIL-O-27210, Type I, breathing oxygen.
Check the oxygen pressure gauge(s) while servicing to prevent overfill.
Maximum pressure is 1,850 PSI.
Useful Consciousness
The Average Time of Useful Consciousness chart (Table 5J-1) sets forth
the average time of useful consciousness from onset of hypoxia until
loss of effective performance at various altitudes.
Actual Altitude (ft.) Time

15,000 to 18,000 30 minutes or more
22,000 5–10 minutes
25,000 3–5 minutes
28,000 2–3 minutes
30,000 1–2 minutes
35,000 30–60 seconds
40,000 15–20 seconds
Table 5J-1: Actual Time of Useful Consciousness

March 2012
Oxygen Duration
The oxygen supply duration in emergency descent and continued
cruise after cabin depressurization is given in Tables 5J-2 and 5J-3,
following pages. Emergency descent from any altitude and continued
cruise between 10,000 and 20,000 ft. with two 750 liter oxygen cylinders
initially full (1,800 PSI).
CABIN 2 Crew 2 Crew 2 Crew 2 Crew 2 Crew 2 Crew 2 Crew
ALT –– 2 Pass 4 Pass 6 Pass 8 Pass 9 Pass 11 Pass
40,000 261 82 50 36 28 26 22
251 79 48 35 27 25 21
35,000 192 75 47 35 28 25 22
182 71 45 33 26 24 20
30,000 145 68 45 34 27 25 22
135 64 42 32 26 24 20
25,000 153 70 46 34 28 25 22
105 56 39 30 25 24 20
20,000 203 78 49 37 29 27 23
84 50 36 29 24 23 20
15,000 261 86 83 39 32 29 25
67 45 34 28 24 23 20
10,000 253
54
8,000 153
PASSENGER OXYGEN NOT REQUIRED
50
7,000 148
48
Table 5J-2: Oxygen Duration Chart – Single Bottle System

Bold-faced numbers indicate 100% oxygen; light-faced numbers indicate diluter demand.
Prior to overwater flights, plan flights so that enough oxygen will be available for all occupants, in
the event of pressurization flight.
For cabin altitudes of 10,000 ft and above, oxygen duration includes cabin altitude ascent
time from 8,000 ft to final stabilized cabin altitude.
The oxygen duration chart for the 7,000 ft. and 8,000 ft. cabin altitude provides information
for flight planning for supplemental oxygen usage.
To calculate oxygen duration for less than fully charged system the following formula
may be used: Duration = Duration from chart x (system pressure/1850).

March 2012

CABIN 2 Crew 2 Crew 2 2 Crew 2 Crew 2 Crew 2 Crew 2 Crew
ALT –– Pass 4 Pass 6 Pass 8 Pass 9 Pass 11 Pass
40,000 558 172 102 74 58 52 44
524 160 96 70 54 50 42
35,000 392 152 96 70 56 52 44
366 144 90 66 52 48 42
30,000 436 158 98 72 58 52 44
274 128 84 64 52 48 40
25,000 504 166 100 74 58 52 44
210 112 78 60 50 46 40
20,000 456 162 100 74 60 54 46
164 100 72 58 48 44 40
15,000 384 154 100 74 62 56 48
132 90 68 56 48 46 40
10,000 326
108
8,000 302 PASSENGER OXYGEN NOT REQUIRED
102 (See Note Below)
7,000 296
96
Table 5J-3: Oxygen Duration Chart – Single Bottle System

Bold-faced numbers indicate 100% oxygen; light-faced numbers indicate diluter demand.
Prior to overwater flights, plan flights so that enough oxygen will be available for all occupants, in
the event of pressurization flight.
For cabin altitudes of 10,000 ft and above, oxygen duration includes cabin altitude as-
cent time from 8,000 ft to final stabilized cabin altitude.
The oxygen duration chart for the 7,000 ft. and 8,000 ft. cabin altitude provides information
for flight planning when supplemental oxygen is required.
To calculate oxygen duration for less than fully charged system the following formula
may be used: Duration = Duration from chart x (system pressure/1850).

March 2012

March 2012
Data Summary
Oxygen System
Control Oxygen control selector
PRESS TO TEST knob
NORM MIX/OXY MIC switch
Passenger manual shutoff valve
MAN/AUTO PASS MASK DROP
Crew mask selectors
Pressure-demand – DILUTE/100% and NORM/EMER
Diluter-demand – NORMAL/100%
Monitor Oxygen pressure gauge(s)
Visually scan passenger masks
Crew oxygen flow indicator (if installed)
Pressurization system annunciators, gauges
Depressurization lighting

March 2012

March 2012
Emergency Equipment
Emergency equipment in the flight and passenger compartments
consists of:
Life vests
First aid kit
Emergency tool kit
Emergency hatchet.
Installation of a drag chute is an option.
Life Vests
Life vests for the crew stored in the seat pocket behind the pilot’s and
copilot’s seats provide life support for over the water flying. Passenger
life vests are in a compartment under each seat and in the service
cabinet.
Life vests, due to aging and chafing during storage, are subject to
deterioration. Inspect all vests and CO2 cartridges annually for condition
and cartridge charge.
First Aid Kit

A first aid kit stored under a crew seat, in the service cabinet, or in the
baggage compartment contains medical supplies. Location varies with
individual aircraft.
Figure 5J-9: First Aid Kit

The kit usually consists of a standard industrial first aid kit with a bottle of
aspirin, assorted bandages, splints, ammonia inhalant, and antiseptic.

March 2012
Emergency Tool Kit
The emergency tool kit supplied with the aircraft contains a screw driver,
ratchet, and socket.
The tool kit is in the left hand service cabinet.
Emergency Hatchet
An emergency hatchet is stowed on the cabin baggage bulkhead near
the emergency exit/baggage door or on the bulkhead aft of the rear seat
on the left side.
Figure 5J-10: Emergency Hatchet

Stowing of the emergency hatchet varies from aircraft to aircraft. Consult
your AFM for exact position.
Smoke Detector
A cabin smoke detection system provides the crew with visual warning
of a possible cabin fire. If the smoke detector, on the aft cabin baggage
bulkhead, senses smoke in the aft cabin baggage or lavatory area, a
signal transmits to an amplifier, turning on CAB FIRE annunciator. When
the smoke clears, the light extinguishes.
Drag Chute Limitations

Drag Chute
Do not deploy drag chute in flight. The optional drag chute is very effective at higher ground speeds for
Do not deploy drag chute at providing additional drag during ground operations. Use of the chute
speeds greater than 150 KIAS. reduces the possibility of overheating the brakes during a no flap landing
Do not deploy chute and thrust
or aborted takeoff. The chute also shortens stopping distance and is
reversers simultaneously.
beneficial on slick runways or when normal braking fails.

March 2012
The drag chute canister is aft of the aft compartment access door and
contains the pilot chute canopy, pilot chute risers, main chute canopy,
suspension lines, and main chute riser. The control mechanism is at the
aft edge of the aft compartment access door opening.
Figure 5J-11: Drag Chute Canister
NOTE: Do not jettison the drag chute until the runway is clear if
possible. Jettison the chute any time after deployment.
Taxi on the upwind side of the taxiway. Use caution to
prevent snagging on ground obstacles.
Coordinate chute jettison with control tower.
Do not use the drag chute to improve normal braking
performance in order to supersede runway length
requirements published in the AFM.
NOTE: The drag chute should be deployed on landing at least

once during each six-month interval. The drag chute
should then be inspected and repacked per maintenance
manual instructions
NOTE: If drag chute deployment occurs above 150 KIAS, or

if jettison or failure occurs above 100 KIAS, the drag
chute system and adjacent structure must be thoroughly
inspected for damage before the next flight.

March 2012
The drag chute control handle on the right side of the pedestal has two
safeties. Squeeze the two safeties before the chute deploys or jettisons.
The control cable for the drag chute routes under the floorboard and the
fuselage fuel tank to the drag chute control mechanism.
Figure 5J-12: Drag Chute Control Handle

After depressing both safeties, pull the control handle to deploy position
to engage the control cable and operate the control mechanism in the
aft compartment. The control mechanism overcenters the chute riser
hook, locks it closed, and rotates the unlatching ring. The canister lid
rotates slightly and disengages from the canister. The canister lid and
pilot chute are spring ejected from the canister. The pilot chute inflates
and drags the main canopy out of the canister.
Squeezing the control handle firmly while pushing it all the way down
jettisons the drag chute. The chute riser hook moves off center, causing
it to unlock while spring pressure holds it closed. Sufficient tension on
the chute riser overcomes the spring pressure, and the drag chute
separates from the aircraft. The addition of a manual hook release aids
in the removal and installation of the canister and lid assembly.
A demonstrated crosswind of 15 Kts allows adequate control of the
aircraft during and after drag chute deployment.
NOTE: The limiting crosswind velocity is 15.0 Kts (reported
winds measured at a 20 ft. height) and is the velocity of
the cross-wind component for which adequate control of
the aircraft on the ground with the drag chute deployed
was actually demon-strated during certification tests.

March 2012
Master Warning Systems

The MSTR WARN lights and annunciator panel provide visual indication
of conditions and/or functions of selected systems. Red lights indicate
a malfunction that requires immediate corrective action; amber lights
indicate a malfunction that requires attention, but not necessarily
immediate action; green lights indicate system operation.
The MSTR WARN lights couple with the red warning annunciators in the
glareshield. When any red annunciator illuminates, both MSTR WARN
lights start to flash; they extinguish with the pressing of the lens. Two
photocells on the left and right edges of the annunciator panel control
the annunciator light intensity.
To test the aircraft warning lights and annunciators, press the warning
light TEST switch under the glareshield. This illuminates the following:
Glareshield annunciators
MSTR WARN lights
FIRE PULL T-handle lights
Thrust reverser lights
ANTI-SKID GEN lights
AIR IGN lights
Starter engages lights
Fuel panel lights
Avionics indicator lights.
Figure 5J-13: Warning Light TEST Switch

Pressing the TEST/MUTE switch on the landing gear control panel
illuminates the red UNSAFE and green LOCKED DN lights and sounds
the landing gear warning horn.

March 2012
Rotary SYS TEST Switch
The rotary SYS TEST switch on lower center panel differs
depending on aircraft model. Switch configurations are shown in
Table 5J-4 on the following page. Test positions are explained in
alphabetical order.
Figure 5J-14: Rotary SYS TEST Switch
ADC Position
Learjet 55B
For the ADC (Stick Puller/Mach Warning) position, press and hold the
TEST button. The ADC FAIL lights illuminate and then extinguish. At
the same time, the puller activates and the overspeed warning horn
sounds briefly and then ceases. The puller then activates again and
the overspeed warning sounds and continues until the TEST button
is released. While the TEST button is depressed, the pilot and copilot
instruments flag and test as follows:
Airspeed/Mach – pointers and barber pole zero; Mach display blank
Altimeters – altitude at nearest 250 ft. mark
VS – 6,000 FPM DN
SAT/TAT/TAS – all 8s
Altitude alerter flag.
Release the TEST button to extinguish the ADC FAIL lights. TEST
buttons on the airspeed/Mach indicators, altimeters, and vertical speed
indicators may be used to test the individual indicators.

March 2012
Learjet 55C
For the ADC (Mach Warning) position, press and hold the TEST button.
The ADC FAIL lights illuminate and then extinguish. The overspeed
warning sounds briefly and then ceases. The overspeed warning then
sounds again and continues until the TEST button is released. While the
TEST button is depressed, the pilot and copilot instruments flag and test
as follows:
Airspeed/Mach – pointers and barber pole zero; Mach display blank
Altimeters – altitude at nearest 250 ft. mark
VS – 6,000 FPM DN
SAT/TAT/TAS – all 8s
Altitude alerter flag.
Release the TEST button to extinguish the ADC FAIL lights. TEST
buttons on the airspeed/Mach indicators, altimeters, and vertical speed
indicators may be used to test the individual indicators.
Learjet 55 Learjet 55B Learjet 55C
OFF OFF OFF
CAB ALT FIRE DET FIRE DET
MACH CAB ALT CAB ALT
MACH TRIM/MACH TRIM ADC (Stick Puller/ ADC (Mach Warning)
MONITOR Mach Warning)
FIRE DET MACH TRIM/MACH MACH TRIM/MACH
TRIM MONITOR TRIM MONITOR
L STALL L STALL L STALL
R STALL R STALL R STALL
MACH MON MACH MON MACH MON
TRIM SPD TRIM SPD TRIM SPD
Table 5J-4: Rotary SYS TEST Switch Positions
CAB ALT Position

The CAB ALT position on the rotary test switches functions the same
for the Learjet 55/55B/C. The cabin altitude warning horn sounds.
Pressing the horn silence switch quiets the horn for approximately 60
to 90 seconds.
FIRE DET Position

The FIRE DET position checks the fire protection circuit for a continuity
test. The MASTER warning lights on the pilot and copilot instrument
panels flash. Both ENG FIRE PULL lights on the glareshield illuminate
to verify electrical operation of the system.

March 2012
L and R STALL Positions
Learjet 55/55B
The STALL positions test the left or right stall warning systems. The
nudger monitor horn sounds for approximately one second to indicate
proper operation of the horn and the applicable 0.5 G accelerometer.
The corresponding stall margin indicator pointer begins to sweep from
the green segment toward the red segment. As the pointer passes the
green-yellow margin, the stick shaker actuates, the nudger actuates,
and the L or R STALL annunciator flashes. As the pointer passes the
yellow-red margin, the pusher replaces nudger action and the L or R
STALL annunciator goes steady. After a brief interval of full pusher
force, the needle sweeps back to the yellow or green segment. If the
needle remains in the yellow segment, the shaker and nudger continue
to operate until release of the test button.
The final test includes pressing either control wheel master switch and
verifying that the stall margin indicator needle moves through the arc
while the failure warning tone sounds. This verifies the nudger and
pusher do not actuate with the control wheel master switch pressed.
Learjet 55C
The STALL positions test the left or right stall warning systems. Press
and hold the TEST button. The pilot stall margin indicator needle should
begin to sweep from the green segment to the red segment. As the
needle moves past the green-yellow margin, the shaker actuates, the
red MASTER WARNING lights illuminate, and the red L or R STALL
annunciator flashes. The control column vibrates with the shaker
activation.
MACH Position
The MACH position tests the over-speed warning system and stick
puller when the left stall warning switch is in the ON position and the test
button pressed. The test sequence checks the pilot overspeed warning
circuits, and then the copilot warning circuits. The overspeed warning
horn sounds and the control column moves aft. After one second,
the overspeed warning horn and puller activate again for the copilot
system.
MACH MON Position

The MACH MON test position simulates continuous Mach trim operation.
The Mach monitor detects the continuous trim signal as a Mach trim
computer error and opens a primary pitch trim disable relay; the MACH
TRIM and PITCH TRIM annunciators illuminate.

March 2012
MACH TRIM Position

The MACH TRIM/MACH TRIM MONITOR position checks Mach
trim/overspeed warning circuits and sounds overspeed warning horn
when disengagement of Mach trim occurs. The MACH TRIM position
causes the horizontal stabilizer to trim in nose-up direction while test
button is held. The stabilizer should trim slowly in nose-up direction for
one to three seconds and then stop. With no corresponding airspeed
change, the Mach trim monitor senses a Mach/horizontal stabilizer
position error and disengages Mach trim; the MACH TRIM annunciator
illuminates and the overspeed warning horn sounds due to the simulated
Mach trim failure above 0.74 M. Trim-in-motion audio clicker may or may
not sound.
In flight, pressing the SYS TEST switch synchronizes the Mach trim
system to the horizontal stabilizer position and existing Mach speed.
TRIM SPD Position

The TRIM SPD position tests the trim speed monitor. Prior to beginning
the trim speed monitor test, set the pitch trim within the takeoff segment
on the high trim rate (N UP) side of the index on the pitch trim indicator.
Pressing the SYS TEST button generates a false low trim rate horizontal
stabilizer position signal applied to the trim speed monitor. With the trim
speed monitor in the low trim rate watch mode, running the primary pitch
trim at the high trim rate causes the trim speed monitor to illuminate the
PITCH TRIM annunciator.
Takeoff Warning Horn

On the Learjet 55C and subsequent, a takeoff warning horn alerts
the crew that the aircraft is not ready for takeoff. With the aircraft on
the ground and the right thrust lever at or above 82% N1 the system
activates a warning horn when:
Flaps not set for takeoff (0° or 40°)
Either spoiler extended
PITCH TRIM outside of the TAKEOFF trim range
Either thrust reverser unlocks
Parking brake handle is pulled.
Test horn by advancing right thrust lever above 82% N1 with one of
the above conditions present. Retarding the thrust lever below 82% N1
silences the horn. The squat switch relay box disables warning horn
inflight.

March 2012
Glareshield Annunciator Panel
The glareshield annunciator panel receives power from the left
WARN LTS CB and the right WARN LTS CB on the ESS A busses on
S/N 003 to 126. On S/N 127 and subsequent, the annunciators receive
power from the Emergency buses.
Light Dimming
Two photo-electric cells adjacent to the TEST buttons automatically adjust
the intensity of the glareshield annunciators in reference to the existing
cockpit lighting level. Various instrument panel and pedestal annunciators
dim whenever the navigation light is selected. Intensity of the remainder of
lights in the cockpit are controlled with dimmer rheostats.

March 2012
Lights and Annunciators
LEARJET 55
CUR LOW L FUEL R FUEL CAB PITOT AUG UNLOCK FUEL L FUEL R FUEL L R L.V.G. R.V.G. MACH
LH ENG SPOILER
ENG ENG CHIP LIM FUEL PRESS PRESS FIRE HT AIL TEST FILTER CMPTR CMPTR GEN GEN MON MON TRIM BAT 140 ENG ENG
EXT EXT DEPLOY THR REV EXT EXT
RH ENG PRI SEC AUX PITCH STAB WSHLD BLEED BLEED STEER CABIN WING WSHLD ALC L OIL R OIL ENG BAT 160
ARMED ARMED CHIP INV INV INV TRIM HEAT OV HT AIR L AIR R BLEED ON ALT OV HT HT AI PRESS PRESS SYNC ARMED ARMED
TRK ARM ROLL PITCH IAS ARM ARM FNL
TEST ENG FIRE L R FUEL
ON ON CAPT ON ON PWR SOFT MACH ON CAPT CAPT ON
EXT EMER DUCT ENG FIRE TEST
STALL STALL CFLO DOORS PRESS OV HT
PULL PULL
HDG
12
NAV BC LVL TST ENG SFT SPD V/S G/S ALT ALT
MON BNK SEL HLD G/A
LEARJET 55B/C
CUR LOW L FUEL R FUEL SPOILER SPOILER PITOT UNLOCK FUEL L FUEL R FUEL L R L AHS R AHS MACH ENG NAC
ENG ADC APR ON LIM FUEL PRESS PRESS
SPOILER
MON ARMED HEAT TEST FILTER CMPTR CMPTR GEN GEN BASIC BASIC TRIM CHIP HEAT ENG
EXT DEPLOY THR REV EXT
L R APR ARM PRI SEC CABIN PITCH STAB WSHLD BLEED BLEED STEER CABIN WING WSHLD ALC L OIL R OIL ENG L R L R
ARMED INV INV FIRE TRIM HEAT OV HT AIR L AIR R BLEED ON ALT OV HT HT AI PRESS PRESS SYNC ARMED
ICE ICE PRESS DOOR DOOR IDLE
HDG 1 2B ALS ALT CLM SEL
SFT TRIM AP TRIM L R HDG 1 2B ALS ALT CLM SEL
TEST ENG FIRE L R FUEL EXT EMER DUCT ENG FIRE TEST
STALL STALL X'FLO DOORS PRESS OV HT
MSTR
WARN PULL PULL MSTR
WARN
SFT AP ENG XFR
NAV APR VS DES SPD NAV APR VS DES SPD

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March 2012
Annunciator Cross
Reference
Lights and annunciators with brief explanations follow. Specific
information about what causes each light to illuminate is described in
the appropriate system chapter. Lights and annunciators are listed in
alphabetical order disregarding left and right (L/R).
Light Description
AFT CAB A flashing red AFT CAB DOOR annunciator indicates one of the following:
DOOR –– The red streamer pin not removed
–– The locking pins not fully extended
–– The door handle not latched.
A steady illumination of the red AFT CAB DOOR annunciator indicates the handle is at the full open
position.
ALC The illumination of the amber ALC AI annunciator indicates a low alcohol supply in the reservoir exists.
AI
NAC The green NAC HEAT L/R annunciator (when installed) indicates the engine anti-ice system is ON.
HEAT
L/R
ANTI-SKID The red ANTI-SKID GEN L/R lights illuminate when the ANTI-SKID switch is OFF or a malfunction to the
GEN corresponding brake occurs.
AUG The amber AUG AIL/SPOILER MON illuminates when a malfunction occurs in the aileron augmentation
AIL system, a spoiler/aileron split of 6° or more occurs in the augmentation mode, or a split of 6° between
SPOILER spoilers occurs in the spoiler mode. When the annunciator illuminates, the spoiler mode is inoperative in the
MON air, the augmentation mode is inoperative in the air, and the spoilers are functional on the ground.
BAT 140 On aircraft equipped with ni-cad batteries: the red BAT 140 illuminates when the temperature of one or
both of the Main electrical batteries reaches (60ºC) 140°F.
BAT 160 On aircraft equipped with ni-cad batteries: the red BAT 160 illuminates when the temperature of one or
both of the Main electrical batteries reaches (71ºC) 160°F.
BLEED Illumination of the red BLEED AIR L/R indicates an overheat condition on the corresponding pylon area
AIR L/R (121ºC) (250°F) and/or bleed air ducting (341ºC) (645°F).
BLEED Illumination of a green BLEED PRESS light indicates that the circuit which protects against an uncommanded
PRESS stow of the corresponding thrust reverser has been activated. The BLEED PRESS light illuminates when the
corresponding thrust reverser is deployed and reverse thrust is increased above approximately 55% Fan
Speed (N1). The BLEED PRESS light will remain illuminated until a stow command to the corresponding
thrust reverser is initiated.
CAB The red CAB FIRE light flashes when the smoke detector senses smoke in the aft cabin baggage or
FIRE lavatory area. It extinguishes when smoke clears.
CABIN Illumination of the amber CABIN ALT indicates the cabin altitude has reached 8,750 ±250 ft., and
ALT pressurization control has been automatically placed in manual mode.
FUEL The green FUEL C FLO light illuminates when the CROSS FLOW valve is open.
C FLO
FUEL On S/N 127 and subsequent, the light is amber FUEL X’FLO.
X’FLO

March 2012
Light Description
CUR The red CUR LIM illuminates when one or both 275 amps current limiters fail.
LIM
The white DEPLOY light illuminates with full deployment of the thrust reversers.
DEPLOY
DUCT Illumination of the amber DUCT OV HT indicates excessive bleed air duct temperature of 149ºC (300°F) in
OV HT either the cabin or crew distribution system. The temperature control valve(s) close to the full cold position
automatically in the auto mode when the duct overheat light illuminates. If it does not, select manual, and
full cold on the affected side.
EMER The illumination of the amber EMER PRESS annunciator indicates one or both emergency pressurization
PRESS valves are open. In addition, the light illuminates whenever the FIRE T-handle has been pulled.
EMER The amber EMER PWR 1 or 2 illuminates when normal electrical power fails and the associated emergency
PWR 1 battery only is supplying power.
EMER
PWR 2
EMER Illumination of the EMER STOW light indicates that EMER STOW has been selected. The EMER STOW
STOW light will remain illuminated as long as the NORMAL-EMER STOW switch is in the EMER STOW position.
ENG The amber ENG SYNC illuminates when the nose landing gear is down and locked with the engine
SYNC synchronization switch in SYNC.
ENG The amber ENG EXT ARMED lights (two) for the associated engine illuminate after pulling the ENG FIRE
EXT PULL T-handle. The armed circuit does not test the fire extinguisher system; the armed lights come on even
ARMED if the fire extinguisher is inoperative or previously discharged. S/N 127 and subsequent have a single light
for each engine.
ENG FIRE The red ENG FIRE PULL T-handle light flashes when sensing elements in the nacelle and pylon indicate
PULL overheating in the associated engine.
Pulling the associated fire protection system T-handle stops the flow of fuel, hydraulic fluid, and bleed air
to the associated engine.
ENTRY A flashing red ENTRY DOOR annunciator indicates the locking pins have not fully engaged or the key lock
DOOR is in the locked position or the door handle is not fully locked. A steady illumination of the red ENTRY DOOR
annunciator indicates the door is full open.
EXT Illumination of the red EXT DOORS annunciator indicates that the nose baggage door, tailcone access
DOORS door, or the aft baggage door not closed and latched.
FUEL Illumination of the amber FUEL FILTER annunciator on the ground indicates a clogged primary or secondary
FILTER fuel filter. In flight the illumination indicates either a primary filter has clogged or ice in the fuel has developed
and caused a filter block.
FUS Illumination of the amber FUS CAP light indicates a fuselage fuel tank cap is not secure.
CAP
FUSELAGE The white FUSELAGE EMPTY light illuminates to indicate the fuselage fuel tank is empty or a transfer
pump failure.
EMPTY
FUSELAGE The green FUSELAGE FULL light indicates the fuselage tank is full with XFR/FILL switch in the FILL
FULL position.
GND The amber GND IDLE annunciator illuminates indicating activation of the ground idle system. This is normal
IDLE through the fuel computer when the throttle is at IDLE.
JET PUMPS The amber JET PUMPS L/R lights (disagreement lights) illuminate with an ON or OFF L/R selection of the
L/R respective JET PUMPS switch, verifying motive flow valve movement. The light extinguishes when the
valve finishes repositioning.
Continuous illumination of the light indicates a possible failure of the valve to move to the correct position.
If the light fails to illuminate, check bulb and CBs.

March 2012
Light Description
L/R ENG The amber L/R ENG ICE annunciator illuminates when nacelle heat switch is ON if there is insufficient
ICE bleed air pressure (less than 2 PSI to the nacelle or 6 PSI to the fan spinner) in the engine anti-ice system,
or that the associated anti-ice valve is not the position selected.
Increase engine RPM by 60% N1 to see if the light with extinguish. With the switch OFF the annunciator
illuminates when more than 2 PSI to the nacelle or 6 PSI to the fan spinner occurs.
L/R FUEL The amber L/R FUEL CMPTR annunciators illuminate when there is a failure or a loss of DC power to the
CMPTR associated fuel computer.
L/R FUEL Illumination of the red L/R FUEL PRESS annunciator indicates that a low fuel pressure condition of less
PRESS than 2.75 PSI to the engine-driven pump exists to the respective engine. Extinguishing of the annunciator
occurs at 3.75 PSI.
L/R OIL The respective red L/R OIL PRESS annunciator illuminates when the pressure in the associated engine
PRESS drops below 25 PSI.
L/R PITOT The amber L/R PITOT HT (when installed) illuminates when there is a loss of electrical power to the
HT associated pitot system or when the associated pitot heat switch is OFF.
L/R The amber L/R GEN annunciator illuminates when the associated generator fails, when the generator is not
GEN on-line, or when the associated generator switch is in OFF or START.
L/R A steady illumination of the red L/R STALL annunciators indicate a malfunction or loss of power to the
STALL associated stall warning system or stick pusher actuation in the 55/55B. In the 55C the annunciator indicates
the shaker is in the red margin.
A flashing red L/R STALL annunciator indicates the actuation of the associated system shaker in all models.
With the pusher system actuated, the flash rate is faster, giving indication of steady red on the 55/55B.
L.V.G. The illumination of the amber L.V.G. MON or R.V.G. MON annunciator indicates one or both of the respective
MON gyro motors have failed.
R.V.G.
MON
LANDING GEAR Illumination of the red LANDING GEAR UNSAFE lights indicate the gear is in transition mode or not fully
UNSAFE down and locked and the main gear door is not closed.
LOCKED DN The illumination of the green LOCKED DN lights verifies gear down and locked.
LH/RH ENG The amber LH/RH ENG CHIP (if installed) indicates the presence of magnetic (ferrous metal) particles in
CHIP the corresponding engine oil system.
LO HYD The amber LO HYD PRESS illuminates when hydraulic system pressure falls below 1,000 PSI.
PRESS
LOW On S/N 001 to 052 and 057 the illumination of the amber LOW FUEL annunciator indicates FUEL the fuel
FUEL quantity in either wing tank has decreased to 250 lbs.
On S/N 053, 056, 058, and subsequent, the illumination indicates the fuel quantity in either wing tank has
decreased to 350 lbs. The scavenge pumps are energized whenever the low fuel annunciator illuminates.
The scavenge pumps are tested through the glareshield annunciator test, which illuminates the LOW FUEL
annunciator.
MACH The red MACH TRIM indicates the Mach trim monitor or Mach monitor has disengaged the Mach trim
TRIM system. With the Mach trim system disengaged and Mach above 0.74 MI, the overspeed warning horn
sounds if the autopilot is inoperative or not engaged.
MSTR The red MSTR WARN light on the pilot and copilot panel flashes to indicate a red warning light on the
WARN glareshield has illuminated.
PITCH The amber PITCH TRIM illuminates when the trim speed monitor detects a trim rate fault; the pitch trim
TRIM selector switch selected to OFF and battery switches ON; the wheel master switch pressed; or attempting
to trim, using the control wheel trim switch when the pitch trim selector switch is in SEC.
GROUND mode: The annunciator indicates the pitch trim is more than 1/2° outside the takeoff segment on
the pitch trim indicator.
FLIGHT mode: The illumination of both of the PITCH TRIM and MACH TRIM annunciators concurrently
indicate a Mach trim computer output error.

March 2012
Light Description
PITCH The illumination of both the amber PITCH TRIM and the red MACH TRIM annunciator indicates the Mach
TRIM monitor has disengaged the Mach trim system and disabled the primary pitch trim system.
MACH
TRIM
PITOT Illumination of the amber PITOT HT annunciator indicates a malfunction in either pitot HT system (loss of
HT electricity) or that the pitot heat switch is OFF.
PRI INV The amber PRI INV and/or SEC INV annunciators illuminate when the associated inverter falls below
SEC INV 90 volts (or 10 volt-amps), an electrical fault has occured, or the switch is turned OFF.
AUX INV The amber AUX INV annunciator illuminates if the AUX INV switch is ON and the inverter fails.
SPOILER A steady illumination of the amber SPOILER annunciator indicates that either or both spoilers have not
locked down (spoiler mode) when flaps are less than 3, and they are extended normally.
The flashing amber SPOILER annunciator indicates that either or both spoilers have not locked down
(spoiler mode) with flaps extended 3 or more. This is a normal indication on the ground with flaps and
spoilers extended.
STAB The illumination of the amber STAB HEAT annunciator indicates the horizontal stabilizer parting elements
HEAT are not receiving electrical power. In flight, the illumination indicates a system failure, and on the ground
indicates the stabilizer heat switch is ON.
STARTER The red STARTER ENGAGED lights illuminate when the starter relays engage on the respective engine for
ENGAGED starting. If a light remains illuminated, a starter is still engaged.
L/R
STEER Illumination of the green STEER ON annunciator indicates the engagement of the nose wheel steering
ON system.
UNLOCK The amber UNLOCK light illuminates if the thrust reversers are not fully deployed or stowed or a pneumatic
latch has disengaged. The light extinguishes when the thrust reverser fully deploys or stows.
The unlock light flashes if the blocker doors do not fully stow or a malfunctioning D.P.I. switch.
Simultaneous illumination of both the UNLOCK and DEPLOY lights signal a failure in the thrust reverser
system, but reverse is available on landing.
WING Illumination of the red WING OV HT annunciator indicates the wing’s leading edge has reached 102ºC
OV HT (215°F).
WING FULL The illumination of the green WING FULL L/R light indicates the wing fuel tank is full. This L/R light functions
L/R only in flight.
WSHLD The red WSHLD HT annunciator illuminates indicating an overheat condition exists at the windshield anti-ice
OV HT overheat thermoswitches. During ground operation, the WSHLD HT annunciator illuminates at the low limit
of 121ºC (250°F). The high limit for both ground and flight is 175ºC (347°F). The system automatically shuts
off bleed air flow. The annunciator extinguishes when the temperature in the ducts return to normal.
XFR VALVES The amber XFR VALVES L/R lights (disagreement lights) illuminate with the selection of the respective
L/R switch to ON verifying valve positioning. The light extinguishes when the valve finishes repositioning. If light
remains on, the respective valve did not move. If the light fails to illuminate, check the bulb and the CBs.
WSHLD The green WSHLD HT annunciator illuminates when the switch is placed on, and the windshield heat
HT anti-ice modulating valves start to drive to the open position.
SPOILER The green spoiler armed light illuminates whenever the EXT-ARM-RET switch has been placed in the arm
ARMED position.
PARK BRAKE On S/N 127 and subsequent and aircraft modified with AAK 55-86-1, the amber PARK BRAKE
illuminates to indicate the parking brake is pulled.

March 2012
Light Description
APR ON The amber APR ON light indicates activation of the APR by a split in N2 exceeding 5% with the APR switch
APR ARMED in ARMED. Illumination of the green APR ARMED annunciator indicates the APR switch is in ARMED.
ADC The red ADC L/R indicates a failure of the respective air data computer on S/N 127 and subsequent.
L/R
L AHS The illumination of the amber L AHS BASIC or the R AHS BASIC annunciator indicates the AHS system
BASIC has reverted back to basic. An ADC failure will cause the associated L or R amber AHS BASIC annunciator
R AHS to illuminate.
BASIC

March 2012

March 2012
5K
Pneumatic Systems
Contents

Pneumatic Systems

Schematic: Pneumatic System.....................................................5K-7

Schematic: Pneumatic Distribution...............................................5K-9
Pneumatic System
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-11
Bleed Air Sources..............................................................................5K-11

Schematic: Temperature Control System.................................. 5K-12
Bleed Air Mixing Valves.....................................................................5K-13
HP Shutoff Solenoid..........................................................................5K-13
Pressure Regulator Shutoff Valve.....................................................5K-13
Emergency Press Valve....................................................................5K-14
Bleed Air Switches.............................................................................5K-14
CABIN Air Switch...............................................................................5K-15
Temperature Control..........................................................................5K-16
Miscellaneous Users..........................................................................5K-16
Pylon Overtemp Sensor.....................................................................5K-17
Bleed Air Ground Port........................................................................5K-17
Schematic: Cabin Air Distribution.............................................. 5K-19
Air Conditioning System
Schematic: Freon Cooling System............................................ 5K-22
Refrigeration System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-23
Compressor and Motor......................................................................5K-23
Condenser and Dehydrator...............................................................5K-24
Evaporator, Blower, and Pressure Regulator....................................5K-24
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-24
FREON ON Light...............................................................................5K-25
Cabin/Cockpit Air Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-25
Cockpit Blower...................................................................................5K-25
Cabin Blowers....................................................................................5K-26
Dual Temperature Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-26
Temperature Control Valves..............................................................5K-27
AUTO/MAN Operation.......................................................................5K-28
Cabin Temperature Gauge................................................................5K-29
Learjet 55 For Training Purposes Only 5K-1

March 2012
Duct Overheat....................................................................................5K-29
Windshield AUX DEFOG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-30
AUX DEFOG Switch..........................................................................5K-30
Auxiliary Cabin Heater.......................................................................5K-31

Schematic: Pressurization System............................................ 5K-33
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-35
Air Source..........................................................................................5K-35
CABIN AIR Switch.............................................................................5K-36
Flow Control Valve.............................................................................5K-36
Cabin Air Exhaust Valve....................................................................5K-37
Cabin Altitude and Rate Controller....................................................5K-37
AUTO-MAN Switch............................................................................5K-37
Manual Control..................................................................................5K-38
Cabin Safety Valve............................................................................5K-38
Differential Pressure Relief Valves....................................................5K-39
Pneumatic Relay, 82% Switch...........................................................5K-39
Pressurization Filters.........................................................................5K-40
Normal Operation..............................................................................5K-40
Abnormal Operations.........................................................................5K-40
Cabin Altitude Warning......................................................................5K-41
Emergency Pressurization.................................................................5K-41
Cabin Altitude Limiters.......................................................................5K-42
Passenger Masks Auto Drop.............................................................5K-43
Emergency Pressurization Override Switches...................................5K-43
Servicing and Preflight
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-45
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-45
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-45
Bleed Air Warning Light Illuminated...................................................5K-45
Failure to Depressurize on the Ground..............................................5K-45
Overpressurization.............................................................................5K-46
Inadvertent Emergency Airflow Activation.........................................5K-46
Pressurization Loss at Altitude..........................................................5K-46
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-47
Emergency Descent..........................................................................5K-47
Smoke and Fumes Elimination (Bleed Air)........................................5K-47
Smoke and Fumes Elimination (Electrical)........................................5K-48
5K-2 For Training Purposes Only Learjet 55

March 2012
Pneumatic Systems
Data Summary
Pneumatic Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-49
Air Conditioning/Heating System.......................................................5K-49
Auxiliary Heating System (Ground Mode Only).................................5K-49
Bleed Air System...............................................................................5K-50
Freon Cooling System.......................................................................5K-50
Pressurization System.......................................................................5K-51

March 2012

March 2012
Pneumatic Systems
Pneumatic Systems
This chapter describes the systems that extract, distribute, and control
engine bleed air. The pneumatic, pressurization, and air conditioning
systems are combined in this chapter to present the flow of engine bleed
air and its use throughout the aircraft.
The pneumatic system extracts bleed air from the engines, collects it,
and then transfers it to various systems (ie., air conditioning, ice and rain
protection, and pressurization). The section describing the pneumatic
system begins on page 5K-11.
The air conditioning system routes engine bleed air collected by the
pneumatic system through a heat exchanger for cooling. The air
conditioning section also discusses aircraft heating, the refrigeration unit,
and the auxiliary cabin heater. The section covering the air conditioning
system begins on page 5K-21.
The pressurization system utilizes engine bleed air to provide cabin
pressurization. The section covering the pressurization system begins
on page 5K-35.

March 2012

March 2012
Pneumatic Systems
Pneumatic System
1 HIGH PRESSURE BLEED AIR SOURCE (L&R) 19 CABIN TEMP CONTROL VALVE TORQUE MOTOR
55B/C TO COCKPIT
(R BLEED R 2
SENSOR FAN LOW PRESSURE BLEED AIR SOURCE (L&R) 20 CABIN TEMP CONTROL VALVE
VALVES)
M 3 BLEED AIR MIXING VALVE (L&R) 21 COCKPIT TEMP CONTROL VALVE
10 A 26
I 4 HIGH PRESSURE SHUTOFF SOLENOID (L&R) 22 CABIN DUCT TEMP SENSOR
R ECS N R
VALVE CABIN 5 THRUST REVERSER AIR MOTOR (L&R) 23 CABIN DUCT OVER TEMP SENSOR (300¡F)
AIR ON
2 P E
1 6 FAN SPINNER ANTI-ICE (L&R) 24 COCKPIT DUCT OVER TEMP SENSOR (300¡F)
4 W S
BLEED R S 55B/C 7 NACELLE ANTI-ICE (L&R) 25 COCKPIT DUCT TEMP SENSOR
AIR R 3 (CAB OFF
5 B B AIR) 8 PYLON OVER TEMP SENSOR (250¡F) (L&R) 26 10 SECOND DELAY TIMER
U 9 27 CABIN TEMP CONTROL
7 6 S B RAM
DUCT OVER TEMP SENSOR (645¡F) (L&R)
8 U BLEED AIR 10 EMERGENCY PRESSURIZATION VALVE (L&R) 28 COCKPIT CONTROL
10 S AIR
R FW SOV T
E
HOT T
11 BLEED AIR REGULATOR SHUTOFF VALVE (L&R) 29 LEFT OR RIGHT ESC CONTROL
E
M 5 M
9
P
C 4
P
C 12 WING ANTI-ICE 30 EMERGENCY PRESS ANEROID
SWITCH AT 9,500 FT CABIN ALTITUDE
O O
N 3 N
13 WINDSHIELD ANTI-ICE (ALCOHOL)

T T
C
2
C
R 1 A
E B
W COLD
24 25 16A 14 HYDRAULIC RESERVOIR PRESSURIZATION

DUCT 21
OV HT 15 WINDSHIELD ANTI-ICE ( BLEED AIR)
10 11 RAM AIR
23 16 BLEED AIR GROUND SERVICE PORT
COLD CONDITIONED AIR
16A FLOW CONTROL VALVE
22 HOT BLEED AIR
30 17 SERVO PRESSURE REGULATOR
20 CONDITIONED AIR
18 COCKPIT TEMP CONTROL VALVE TORQUE MOTOR
13 15 16A HEAT RAM AIR VENTILATION
EXCHANGER
SERVO AIR
12
AUTO TEMP CONTROL AIR
14 16 18 CONTROL
19 27 OVERBOARD (IND.) FORCED AIR
MAN
CABIN
10 AUTO TEMP
17
28 AUTO
TEMP
TO COCKPIT AIR SENSOR
MAN
R 29
11
COLD HOT
TO COCKPIT SKIN TEMP SENSOR E CABIN
TO CABIN TEMP SENSORS S TEMP L EMER LEFT OR ECS VALVE
TO CABIN SKIN TEMP SENSOR MAN S (IND) 10 RIGHT
PRESS NORM
TEMP TO CABIN E L
BLEED 9 A TEMP S LEFT/RIGHT
AIR L GAUGE S M 11
CREW
TEMP ECS
L B A VALVE OVERRIDE
U B I EMER
8 CONTROL
E S N 10
7 6 S B 55 B/C BOX ON
10 P
LEFT OR
COLD HOT S L FW U (L BLEED RIGHT
5 S VALVES) W
SOV
3 A R OFF
ENG FIRE
4 1 10 PULL
B B FW SOV
2 U L ECS U
S VALVE S

March 2012

March 2012
Pneumatic Systems
Pneumatic Distribution
CABIN AIR COCKPIT AIR CABIN AIR
DISTRIBUTION DISTRIBUTION DISTRIBUTION
EMERGENCY
EMERGENCY PRESSURIZATION VALVE
PRESSURIZATION VALVE
645 BLEED-AIR 645

SHUTOFF
VALVE
NACELLE HEAT NACELLE HEAT
BLEED 250 250 BLEED

LP ENGINE BLEED AIR WING AIR LP ENGINE BLEED
MIX ANTI-ICE MIX
VALVE WINDSHIELD VALVE
BLEED ANTI-ICE BLEED
HIGH PRESSURE
AIR L ALCOHOL AIR R
GROUND HIGH PRESSURE
SHUTOFF SOLENOID ANTI-ICE SHUTOFF SOLENOID
SERVICE
FAN SPINNER
FAN SPINNER ANTI-ICE
ANTI-ICE PRESS
SYSTEM TEMP
CONTROL
SYSTEM
HYD
SYSTEM
FLOW
CONTROL
HP ENGINE BLEEDS VALVE HP ENGINE BLEEDS
RIGHT
LEFT LEFT THRUST RIGHT
ENGINE THRUST REVERSER ENGINE
REVERSER
TEMP TEMP
CONTROL CONTROL
SYSTEM SYSTEM
RAM AIR RAM AIR

BLEED AIR
EXCHANGER OUTPUT
CONDITIONED AIR
RAM AIR HEAT

PLENUM EXCHANGER

March 2012

March 2012
Pneumatic Systems
Pneumatic System
Each engine provides high and low pressure engine bleed air for various
aircraft systems and components. This bleed air or pneumatic system
consists of two independent distribution systems connected to a common
point. Two bleed air switches control the system.
High Pressure (HP) air operates the following systems:
Thrust reversers
Engine spinner anti-ice
Windshield alcohol anti-ice.
In addition, HP air moves the cabin and cockpit temperature control
valves after flowing through servo pressure regulator.
Low Pressure (LP) provides emergency pressurization air. In addition, it
can be supplemented by HP air to power the following systems:
Cabin and cockpit air conditioning and heating
Wing anti-ice
Engine nacelle anti-ice
Normal cabin pressurization.
Power for the pneumatic system is 28 VDC from the left and right MAIN
bus on the Learjet 55, and from the left and right PWR bus on the
Learjet 55B and 55C. The L or R Environmental Control System (ECS)
box regulates 28 VDC for all pneumatic functions, the bleed air regulator
shutoff valve, the emergency pressurization valves, the emergency
pressurization aneroids, and the amber EMER PRESS annunciators.
Components
A diagram of components is on page 5K-7. Each component is numbered
to relate it to the written description that follow.
Bleed Air Sources

HP bleed air (#1) is extracted from three ports around the high pressure
compressor at the 3,9, and 12 o’clock positions. LP bleed air (#2) is
extracted from a single port at the fourth stage of the low pressure
section.

March 2012
Temperature Control System
HEAT EXCHANGER
TORQUE
RAM MOTOR CABIN SKIN CABIN
AIR TEMP
COLD HOT
CABIN
TEMP
CABIN CONTROL C
AUTO
TEMP A
BI
CONTROL N
MAN
VALVE CABIN
TEMP CABIN CABIN
TEMP
FAN
COLD HOT
TEMP
CONTROL SKIN CREW
GAGE TEMP
COCKPIT
TEMP COLD HOT
CONTROL AUTO
MAN
COCKPIT
TEMP
COCKPIT
LIMITER COCKPIT FAN
SUPPLY SENSOR
PRESSURE
REGULATOR
FROM RAM AIR PNEUMATIC SUPPLY LINE

HP
FLOW AIR BLEED AIR ELECTRICAL
CONTROL CONDITIONED AIR CHECK VALVE
VALVE

March 2012
Pneumatic Systems
Bleed Air Mixing Valves

Each engine has a bleed air mixing valve (#3) on the lower left side. The
BLEED AIR switches control the valves.
Each mixing valve regulates and blends the flow of LP and HP bleed air
from the engine. Bleed air normally flows from the mixing valves through
the regulator and shutoff valves to the bleed air manifold assembly. The
manifold assembly is a series of connecting airlines with additional
regulator and shutoff valves attached to the manifold at various points.
These regulator valves control the flow of air to individual subsystems.
The mixing valve primarily supplies LP bleed air. If the BLEED AIR switch
is in the ON position, the valve also can automatically augment LP air
with HP air to maintain a constant air supply.
Figure 5K-1: BLEED AIR Switches
HP Shutoff Solenoid
Each mixing valve contains a high pressure bleed air shutoff solenoid
(#4) that shuts off HP air if the BLEED AIR switch is placed in the OFF
position or the bleed air system goes into emergency mode. High
pressure bleed air shutoff solenoid (#4) receives power from ECS valve
control box. if BLEED AIR switch: OFF or EMER when system is in
emergency mode.
The HP shutoff solenoid also closes when the ENG FIRE PULL T-handle
is pulled. The bleed air mixing valve still receives LP air, but the regulator
and shutoff valve closes to ensure no bleed air is available from that
engine to the cabin. Bleed air engine nacelle anti-ice, engine spinner
anti-ice, and windshield alcohol anti-ice is still available.
Pressure Regulator Shutoff Valve

The left and right bleed air pressure regulator shutoff valves (#11) control
the airflow from the bleed air mixing valve to the bleed air manifold.
Normally open, the bleed air pressure regulator shutoff valves (#11), are
powered closed by ECS valve control using OFF, Emergency, or FIRE
PULL T-handle.

March 2012
Emergency Press Valve
The left and right emergency pressurization valves (#10) open to route
air flow from the engine bleed air mixing valve directly into the cabin.
Normally closed, the emergency pressurization valves (#10), receive
power to open through the ECS control box, when above 9,500 ft, or
EMERG is selected.
The following conditions activate the valves:
Cabin loses pressure and reaches an altitude of 9,500 ±250 ft. The
emergency pressurization aneroid switch (#30) senses the altitude
and energizes the valves open. The EMERG PRESS annunciator
illuminates. In addition, the high pressure bleed air source (#4) to
the mixing valve is powered closed and the LH and RH pressure
regulator shutoff valves (#11) close. The emergency pressurization
system cannot be reset until cabin pressure returns to an altitude of
8,350 ft or less. Cycling the BLEED AIR switches to OFF and then
ON resets the system to normal.
Selecting either bleed air switch in EMERG. Cycle the appropriate
BLEED AIR switch to OFF and then ON to reset the system to normal.
Pulling either FIRE PULL T-handle activates the emergency
pressurization valve. Reset the valve by pushing the T-handle back in.
The left and right Environmental Control System (ECS) boxes (#29)
control all functions of the bleed air regulator shutoff valves and
emergency pressurization valves through the various controls (BLEED
AIR switches, FIRE PULL T-handle, and emergency pressurization
aneroid switch.
Bleed Air Switches
The left and right BLEED AIR switches are on the lower center portion of
the switch panel in the cockpit (Figure 5K-1, see previous page). These
switches control the HP shutoff solenoids, the bleed air regulator and
shutoff valve, and the emergency pressurization valves.
With the BLEED AIR switch in the ON position, the HP shutoff solenoid is
de-energized open. The emergency pressurization valve is de-powered
closed while the regulator and shutoff valve is de-powered open. LP and
HP air is available for normal operation.
With the BLEED AIR switch in the OFF position, the HP shutoff solenoid
is powered closed. The regulator and shutoff valve is energized closed
while the emergency pressurization valve is de-energized closed. No
HP air is available to the mixing valve. LP air is available to the mixing
valve and nacelle heat.
With the BLEED AIR switch in the EMER position, the HP shutoff
solenoid is powered closed. The emergency pressurization valve is
powered open while the regulator and shutoff valve is powered closed.
The valve positions allow only LP air to flow into cabin. No air flows into
the manifold. This provides a much larger volume of air into the cabin to
sustain pressurization.
NOTE: If the BLEED AIR switches are in the OFF position, the
emergency pressurization valves cannot be activated
by the aneroid switches.

March 2012
Pneumatic Systems
CABIN Air Switch

The two-position CABIN AIR switch on the pressurization and temperature
control panel manipulates the flow control regulator and shutoff valve
(#16A). This valve controls all normal air flow in the cabin and cockpit.
When the valve is open (CABIN AIR switch in ON), it modulates based
on the volume of air passing through it. Power for the valve comes from
a 2 Amp BLEED AIR CB (Learjet 55) or CAB AIR CB (Learjet 55B/C)
on the right ESS B bus.
On S/N 019 and subsequent, a delay timer (#26) causes a 10 second
delay in the startup of the cabin and cockpit temperature sensor blower
motors. The timer also delays closing the flow control valve when the
CABIN AIR switch is placed in OFF to prevent pressure bumps.
CAUTIO
Do not operate with the CABIN AIR switch ON for extended periods
on the ground with the engines above idle. Without the cooling
of engine bleed air with ram air, damage to the air conditioning
components and tailcone overheating could occur.
Figure 5K-2: CABIN AIR Switch

March 2012
Temperature Control
The cabin temperature control rheostats (#27 and #28) control positioning
of the cabin and cockpit temperature control valves (#20 and #21). These
valves modulate the amount of hot bleed air reblended with air that has
passed through the heat exchanger. If the air is overcooled, the valves,
which are spring-loaded closed, open to allow hot air into the overcooled
air to bring the temperature up to what is selected at the cabin or cockpit
rheostat.
The cockpit and cabin temperature control valve torque motors (#18 and
#19) precisely control the airflow to these temperature control valves.
The servo pressure regulator (#17) regulates the HP air pressure to
each torque motor.
There are two temperature ducts or supply lines that provide
pressurized bleed air to the cabin and cockpit. Each of these lines has
two temperature sensors. One sensor (#22) provides a temperature
signal to its temperature control box. The other sensor (#25) in each
line is a duct over-temperature sensor that illuminates a single amber
DUCT OVERHEAT annunciator if temperature reaches 149°C (300°F).
The sensor also triggers the temperature control valve to the full cold
position.
Miscellaneous Users
Bleed air that passes through the mixing valve and the bleed air manifold
is routed to the following users.
The left and right air supply valves for the thrust reverser air motor
(#5) route air to unlock the reversers and drive the reverser air motor
to deploy when deploy is selected. Bleed air also drives the reverser
air motor to stow when stow is selected.
The left and right spinner anti-ice valves (#6) open when the nacelle
heat switch is in the ON position. This valve routes HP bleed air to
the spinner.
The left and right nacelle heat anti-ice valves (#7) open when the
nacelle heat switch is in the ON position.
The left and right wing anti-ice valves (#12) control bleed air flow to
the wing leading edges. The wing and stabilizer heat switch controls
this valve.
The windshield anti-ice pressure regulating and shutoff valve (#13)
controls HP bleed air flow into the windshield alcohol tank. The bleed
air forces the alcohol to spray on a portion on the pilot windshield
only. The windshield ALC switch controls this valve.
The windshield heat switch controls the windshield anti-ice valve
(#15) that routes bleed air to the outside of the pilot and copilot
windshield.

March 2012
Pneumatic Systems
The hydraulic system automatically controls bleed air (#14) into the
hydraulic reservoir. This bleed air prevents bubbles and foaming.
#18 and #19 meter pressure to open or close temperature control
valves (#20 and #21).
#17 regulates high pressure to standard lower valve.
Temperature control boxes (#27 and #28) have five inputs: rheostat,
air sensor, skin sensor, AUTO/MAN switch, duct temperature sensor,
duct temperature overheat limiter.
Pylon Overtemp Sensor

Inside each pylon external to the bleed air line is a sensor (#8 and #9).
The sensor detects when hot bleed air is leaking from the bleed air
line as it passes from the engine to the fuselage. The sensor activates
at 121°C (250°F). A second sensor inside the bleed air line is set at
341°C (645°F). If either sensor activates, the red BLEED AIR annunciator
illuminates.
Bleed Air Ground Port

The bleed air ground service port (#16) allows an external air supply to
connect to the bleed air system. Maintenance personnel use this to test
systems without running an engine.

March 2012

March 2012
Pneumatic Systems
Cabin Air Distribution
1 R CABIN BLOWER CONTROL CONDITIONED AIR

2 L CABIN BLOWER CONTROL DEFOG HEATED AIR
3 HIGH HT CONTROL FREON
4 LOW HT CONTROL GROUND: FREON OR HEATED AIR

FLIGHT: CONDITIONED AIR COCKPIT CABIN CABIN TAILCONE
5 CABIN AIR CUT-OUT
6 GPU OR GEN ON SIDE WINDOW DIFFUSER
7 AC ON / START-DISABLE
FLOOR DIFFUSER
8 BLOWER OVERLOAD AND CONTROL
9 HEAT CONTROL CABIN TEMP A R
SENSORS HI U HI L 7 AUX CAB
X HEAT
O M
S/N 019 AND SUBSEQUENT; CABIN LO A B
1 TEMP H OFF I A
SENSOR FANS ARE TIMED 1 CABIN T 7.5A N T
(10 SEC) THROUGH SQUAT CABIN
90
0
SENSOR 10
80 FANS
SWITCH RELAY PANEL. OVERHEAD FAN LO P C
W H
LIGHT HI
R A
FOOT WARMER GASPER OVERHEAD DIFFUSER R
INTERNAL B G
DEFOG OUTLET DIFFUSER TEMP SENSORS 3 4 U AUX I
125° - 150° S HT HI N
6 LO R CABIN G
1 BLOWER
HI B
U
S
OVERHEAD VARIABLE- THERMAL 15A
B AUX
B COCKPIT FREON L HT LOW
EVAPORATOR OPENING AIR OUTLETS FUSE L CABIN O
A 430°F BLOWER W
T E
LO
2 R
C TEMP 15A
H HI B
SENSOR INTERNAL
A INTERNAL DEFOG COCKPIT 5 U
R DEFOG OUTLET 125°-150° BLOWER DOOR S
BLOWER OVERHEAD DIFFUSER
G
I
N THERMAL 9 6
G FUSE 430°F
INTERNAL CABIN SKIN
B TEMP SENSOR CABIN FREON
U DEFOG BLOWER EVAPORATOR
S
8
FLOOR DIFFUSER
7
AUX VARIABLE-OPEN
B DEFOG AIR OUTLET AFT
L SIDE WINDOW COCKPIT 1
HI DIFFUSER SENSOR PRESSURE
O BULKHEAD
W L FAN
E O COCKPIT SKIN
R TEMP SENSOR COCKPIT AIR
OFF TEMP SENSOR
B
U
S

March 2012

March 2012
Pneumatic Systems
Air Conditioning System

A Freon refrigeration system and auxiliary cabin heater system
supplement the normal air-conditioning system. These systems are
independent of the bleed air system and can be used without engine
operation.
The climate control box in the left side of the aft compartment contains
relays that control the operation of the refrigeration and auxiliary cabin
heating systems. It contains:
A generator relay that completes a circuit from the cooling system
switch to the compressor motor relay
An external power relay that energizes when external power is
connected with both Battery switches on. The relay completes two
circuits: one to the cooling system switch to bypass the generator
relay, and one to the auxiliary heat CB.
A start cutout relay that cuts power to the compressor motor during
engine start
A cabin blower relay that energizes when the cooling system switch
is in COOL or FAN
A cabin blower relay that trips when the CABIN AIR switch is in ON
An auxiliary heat cutout relay that energizes to prevent the heater
and refrigeration system from operating at the same time.

March 2012
B
A
T
C
H CABIN
FANS COOL R 3
A LO
F
R LEFT CABIN A M
G BLOWER HI N A
POWER 1 FREON
I OFF I
HI CONTROL N
N
G HI
RIGHT CABIN LO P
B BLOWER W
U POWER R
S
1 B
U
6 S
5
FREON
LO PRESSURE
SWITCH
MOTOR
2
COCKPIT 4 1
AUX FAN
OFF
CABIN COMPRESSOR
BLOWER
EXPANSION
VALVE
CONDENSER
COCKPIT EVAPORATOR
EVAPORATOR PRESSURE RECEIVER /
REGULATING DRYER
VALVE
CABIN
BLOWER
CABIN
EVAPORATOR
1 ENERGIZED WHEN GENERATOR IS ON

OR GPU IS CONNECTED
EXPANSION 2 COCKPIT BLOWER ON LOW WHEN
VALVE FREON AC IS POWERED
COCKPIT
BLOWER 3 OPEN WHEN CABIN TEMP CONTROL
VALVE IS OPEN 15° OR MORE
HIGH PRESSURE VAPOR 4 ENERGIZED WHEN STAB HEAT IS
LOW PRESSURE VAPOR POWERED AND DURING ENGINE STARTS
HIGH PRESSURE LIQUID 5 OPEN WHEN CABIN AIR IS ON
LOW PRESSURE LIQUID 6 ENERGIZED OPEN DURING START

March 2012
Pneumatic Systems
Refrigeration System
The refrigeration system provides ground cooling, inflight cooling at
lower altitudes, and cabin dehumidification. The Freon cooling system
requires DC power and can only be used if an APU, or at least one
generator is powering the aircraft. The Freon control relay does not close
on battery power alone. System operation is inhibited during engine
starts and when stabilizer anti-ice is operating to prevent an excessive
generator demand or Freon overload. The Freon system also shuts off
automatically if the cabin temperature control valve opens more than
15° (HOT). If the valve returns to less than 15°, power is restored and
the Freon system resumes normal operation. The cockpit indication is
1 to 1-1/2 units on the cabin temperature control indicator with a drop or
rise in DC Amp.
On aircraft prior to S/N 089 without AAK 55-83-6, the Freon compressor
receives 28 VDC power from the Battery Charging bus through a
175 Amp current limiter and power relay any time the system is in
operation.
On S/N 089 and subsequent, a 5 hp motor replaces the 3-3/4 hp
compressor motor. The motor receives 28 VDC power from the Battery
Charging bus, a 175 Amp current limiter, and power relay whenever the
aircraft is on external power. When the generator(s) is operating, the
compressor motor receives 28 VDC power from both Generator buses
and the Battery Charging bus. The 28 VDC power passes through a
175 Amp current limiter and power relay from each Generator bus to
the compressor motor. The system includes a Freon control box. A
differential current sensor removes power from the compressor should
a fault occur to cause the compressor load to be unequally shared
between the generators (except during single generator operation on
the ground). If the system shuts down automatically because of a fault,
the system may be restored by placing the COOL/FAN/OFF switch to
OFF and then back to COOL. This should reset the system back to
normal operation. The Freon control relay receives 28 VDC power from
the 5A FREON CONTROL CB on the pilot Main bus (Power bus on the
55B/C).
NOTE: AAK 55-83-6; Replacement of Air Conditioner
Compressor Motor and Installation of Improved
Electrical Control, (S/N 003 through 088).
Compressor and Motor

The compressor is a five-cylinder wobble- plate unit in the tailcone, aft of
the condenser and ram air plenum. The compressor motor is a 28 VDC
unit that drives the compressor through a V-belt. A noise-suppression
capacitor on top of the compressor motor terminal cover prevents
electrical interference with navigation equipment.

March 2012
Condenser and Dehydrator
The refrigerant condenser is a plate and- fin type unit cooled by a
fan on the compressor motor shaft. The condenser connects to the
compressor’s discharge port through a flexible high pressure hose and to
the dehydrator’s inlet port through metal tubing. A sight glass on the top
of the dehydrator assembly allows maintenance personnel to observe
refrigerant flow. An additional sight glass is in the dehydrator outlet
tube. At temperatures above 21°C (70°F), the sight glass may indicate
whether the refrigerant level is sufficient for operation; bubbles or an
interrupted stream of refrigerant indicates that servicing is necessary.
Evaporator, Blower, and Pressure Regulator

A cabin evaporator and two cabin blowers (cabin fans) cool, dry, and
clean the air in the cabin. A cockpit evaporator and cockpit blower (cockpit
auxiliary fan) perform the same functions. The pressure regulator in the
low pressure vapor line provides back pressure to the evaporator to
prevent any evaporator condensation from freezing.
Operation
The COOL/FAN switch controls the cooling system operation. Putting
Freon Cooling System the switch to COOL applies 28 VDC to the Freon control relay through
Limitations
the energized generator relay and de-energized starter relay. A ground
The Freon air conditioner must
be OFF during takeoff or landing
circuit to the freon control relay is completed when the Freon pressure
or the CABIN TEMP CONTROL switch senses normal system pressure. With the compressor operating
knob must be manual and FULL and the CABIN AIR switch in the OFF position, Freon is compressed
COLD. and circulated throughout the system while the cabin blowers circulate
air across the cabin evaporator to the overhead diffusers.
With the CABIN AIR switch in ON, the cockpit blower (AUX FAN)
circulates freon cooled air to the variable outlets (wemacs) in the cockpit
and cabin. If the cockpit AUX FAN switch is in OFF and the COOL/FAN/
OFF switch is in COOL, the cockpit blower automatically operates at low
speed. This ensure proper airflow across the cockpit evaporator when
the system is in operation. With the CABIN AIR switch in ON, pneumatic
bleed air flows through the cabin evaporator for cooling.
The compressor pistons draw low-pressure Freon vapor into the suction
port on the intake stroke; on the compression stroke, the Freon becomes
a high-pressure, high-temperature vapor released into the discharge
line to the condenser. As the vapor passes through the condenser,
it becomes a low-temperature liquid as it gives up its heat to the air
passing through the condenser.
The liquid enters the evaporator in a high-pressure, low-temperature
state and vaporizes as it absorbs heat from the air passing through the
evaporator fins. Heat transfer occurs to lower the temperature of the air
passing through the fins. Moisture in the air condenses and is vented
overboard. The vapor is routed back to the compressor and the cycle
begins again.
While the cooling system is operating under high humidity conditions,
additional cabin heat may be required to maintain the desired cabin
temperature.

March 2012
Pneumatic Systems
The cabin blowers can be operated independently of the freon system

by placing the cooling system switch in FAN whenever the CABIN AIR
switch is in OFF.
A refrigerant pressure switch plumbed to the compressor discharge
port provides system overpressurization protection. If the compressor
discharges pressure reaches approximately 335 ±10 PSI, the Freon
control relay de-energizes and cuts power to the compressor motor.
When the pressure drops to approximately 205 ±40 PSI, the Freon
control relay energizes and the motor starts.
After servicing, the dehydrator removes moisture that may remain after
purging and evacuating.
NOTE: The FREON cooling system cycling on takeoff and
landing can often interfere with operation of the anti-skid
system causing momentary loss of brake pressure.
FREON ON Light
The optional green FREON ON light on the glareshield illuminates when
the Freon cooling system is energized. The light extinguishes whenever
the system is de-energized.
Cabin/Cockpit Air Distribution

The cabin air supply duct is split into ducts for left and right sides of the
aircraft; air is ducted to floor diffusers and to the blower housing overhead
in the aft cabin. The blower assembly in the aft cabin contains two cabin
blowers, the cabin Freon cooling system evaporator, the auxiliary cabin
heating elements, and ducting for the left and right overhead diffusers.
The cockpit air supply is split left and right to the side window diffusers,
foot warmers, pedestal diffusers, four eyeball wemacs, and the forward
windshield diffusers.
Cockpit Blower
A cockpit blower (cockpit auxiliary fan) under the floor beneath the
pilots’ seat provides additional air circulation in the cockpit and cabin.
The COCKPIT AUX FAN switch on the copilot lighting panel has an ON/
OFF detent; the switch is rotated clockwise to increase the speed of the
blower. Air is distributed to the cockpit by two over head wemacs and to
the cabin by the overhead adjustable wemacs.
The cockpit blower can be used in flight or on the ground for air circulation.
It also operates as a function of the Freon cooling system. The Freon
cockpit evaporator is downstream from the blower and is enclosed in the
ducting. Air from the cockpit blower is cooled and dehumidified across
the evaporator whenever the Freon cooling system is operating.
The blower receives 28 VDC power through a 50 Amp current limiter
and the 15 Amp COCKPIT BLOWER CB on the copilot ESS B bus
(Blower bus). It also can be operated through the rheostat whenever the
aircraft’s main batteries are on. The blower motor, however, must be off
during the start checklist.

March 2012
Cabin Blowers
Two cabin blowers (cabin fans) on the left and right sides of the aft cabin
admit air across the evaporator when the CABIN AIR switch is off. When
the CABIN AIR switch is ON, the pneumatic bleed air flows across the
evaporator for cabin cooling and heating. Only one source of air passes
through the evaporator/heater unit. Two flapper valves in the evaporator
unit prevent reverse flow of air to the system not operating.
The cabin blowers are used to circulate air in the cabin through the
overhead diffusers. The COOL/FAN/OFF switch or the AUX HT switch
on the copilot pressurization and temperature control panel controls the
blowers. Variable blower speeds can be selected with the CABIN FANS
switch on the copilot lighting control panel. With the CABIN AIR switch in
OFF and the COOL/FAN/OFF switch in FAN, the blowers operate in low
speed unless power is available from a generator or ground power unit.
With the CABIN AIR switch in OFF, the cabin blowers automatically
energize whenever the AUX HT is placed to HI or LO, or the freon cooling
system is placed to COOL.
The cabin fans receive 28 VDC power through a 50 Amp current limiter
and the left or right 15 Amp CABIN BLOWER CB on the ESS B bus
(Blower bus).
NOTE: The cabin blowers are inoperative whenever the CABIN
AIR switch is in ON.
Dual Temperature Control System

The dual-zone temperature control system automatically controls
the temperature of the aircraft cockpit and cabin at levels selected
by manually positioning temperature selectors on the temperature
control panel. The cockpit and cabin temperature control systems are
independent and parallel except for a shared pressure regulator. The
system consists of the following components:
Two temperature control system mode switches
Two temperature selectors
A dual-pointer temperature control indicator
Two temperature controllers
Two temperature sensors
Two skin temperature sensors
Two pneumatic temperature control valves
Two torque motors
A pressure regulator
Two pressure regulator check valves
Two air distribution check valves
Two duct temperature sensors
Two duct overheat thermostats
Cabin climate control box.

March 2012
Pneumatic Systems
Both temperature control mode switches are two-position, toggle types;

they are labeled AUTO/MAN and installed on the pressurization control
panel below the temperature selector the switch controls.
The crew and cabin temperature selectors are dial-mounted pointers
that can be rotated clockwise from COLD to HOT; temperatures range
from 16 to 32°C (60 to 90°F).
The CREW/CABIN TEMP control indicators are on the copilot center
instrument panel. The indicator is a dual-pointer, vertical reading
dial with COLD at the bottom and HOT at the top. The indicators are
electrically controlled by an external potentiometer mechanically
connected to a pneumatic temperature control valve; they receive
28 VDC from the 5 Amp TEMP CONTROL CB on the pilot Main bus
(Power bus on the 55B/C).
Figure 5K-3: CREW/CABIN TEMP Control Indicators
Temperature Control Valves

Cockpit and cabin temperature is regulated by controlling the temperature
of the pressurized bleed air as it enters the distribution systems. Bleed
air is cooled in the heat exchanger by ram air that enters the dorsal inlet,
passes through the exchanger, and then exits into the tailcone.
Conditioned air passes out of the exchanger into the cockpit and cabin
distribution ducts. The temperature control valve in each duct controls
the temperature of the conditioned air. Each valve controls the amount
of bleed air to be mixed with cooled bleed air to maintain the desired
temperature in the cockpit or cabin.
NOTE: If a total DC power failure occurs, both the cockpit and
cabin temperature control valves go to the full cold
position.

March 2012
If the temperature control valves are fully open, the pressure in the
supply duct causes a check valve to cut off the airflow from the heat
exchanger; this provides maximum heating. With the temperature
control valves closed, all of the air entering the cabin ducts is cooled
in the heat exchanger by the ram air. The temperature control valves
actuate pneumatically; they are held closed by spring pressure. An
electric torque motor applies pressure to the valve in proportion to the
signal it receives from the temperature control unit to override the spring
pressure. The torque motor positions the individual valves to bypass the
required amount of hot bleed air around the heat exchanger.
AUTO/MAN Operation
With the temperature control system in AUTO mode, the temperature
control system automatically maintains the selected temperature with
the (CREW or CABIN) temp selector. The cabin or cockpit temperature
controller adjusts the opening of the respective valve to maintain the
desired temperature. Duct temperature sensors in each system close
the affected temperature control valves and illuminate the amber DUCT
OV HT annunciator when excessive high temperatures are sensed in
either duct supply line.
When MAN mode is selected with either system AUTO/MAN switch,
rotate the CREW or CABIN TEMP selector knob to position the
temperature control valve position. The rheostat varies electrical current
to the affected torque motor that pneumatically positions the temperature
control valve. The valves stay in the position selected and only respond
when manually moved or re-selected to AUTO. Duct overheat protection
is also available in the manual mode.
On aircraft prior to S/N 019, the cabin and cockpit temperature sensor
blowers becomes operational when the CABIN AIR switch is placed to
ON. On S/N 19 and subsequent, the sensor blowers have a 10 second
time delay before becoming operational. When the mode selector is in
MAN, the manual temperature selector knob removes the cabin and
cockpit temperature sensors from the system and controls pressure to
the bypass valves.
On S/N 127 and subsequent and as an option on prior aircraft, an
AUTO/CABIN/MAN three-position switch below the CABIN TEMP selector
knob provides an additional operation – automatic remote. The AUTO
mode performs the same function as previously detailed. The CABIN
mode operation is identical to AUTO except the cabin temperature is set
using a CABIN TEMP HOT/COLD selector in the cabin. The passengers
can adjust their own desired temperature using the HOT/COLD selector.
When the cabin temperature control valve is adjusted through the cabin
selector, it can be observed on the CABIN TEMP indicator by vertical
needle movement. When MAN is selected, the HOT/COLD selector
is bypassed and the cabin temperature is adjusted with the cockpit
HOT/COLD selector knob. The CABIN TEMP HOT/COLD selector is
normally in the mid cabin sidewall area with the Flitephone.
The 1A AUTO TEMP CB on the copilot ESS A bus (AUTO mode) and
the 1 Amp MAN TEMP CB on the pilot ESS A bus (MAN mode) supply
28 VDC power to the temperature control circuits.

March 2012
Pneumatic Systems
Cabin Temperature Gauge

The gauge on the center pedestal or copilot’s instrument panel includes
a temperature sensor. A 2 Amp CB supplies 28 VDC power. Color bands
indicate the following temperatures:
Blue – 16 to 21°C (60° to 70°F)
Green – 21 to 27°C (70° to 80°F)
Orange – 27 to 32°C (80° to 90°F).
Figure 5K-4: Cabin Temperature Gauge
Duct Overheat
The cabin and cockpit temperature controllers limit duct temperature to
below 121°C (250°F). Duct temperature overheat sensors in each duct
supply line close the associated temperature control valve and illuminate
the amber DUCT OV HT light whenever excessive high temperatures
149°C (300°F) are sensed.
If an overheat occurs, the sensor removes electrical power from the
torque motor(s) and closes the associated temperature control valve.
The temperature indicator needle moves to the full cold position to
signify which duct supply line is overheating.

March 2012
Windshield AUX DEFOG
Windshield internal defogging is normally accomplished with the normal
air circulation system. If additional defogging is required, an auxiliary
defogging system utilizes airflow forced across heating elements and
ducted to diffusers on the bottom inboard side of the windshield.
The system consists of a blower under the center pedestal cockpit floor,
an electric heater slightly forward of the blower, thermoswitch, thermal
fuse, system switch, windshield diffusers, and associated wiring. The
auxiliary defogging system requires electrical power from either a
ground power unit or an operating engine generator because the control
circuits are wired through the start cutout relay; the system, therefore, is
inoperative during engine start.
AUX DEFOG Switch

The AUX DEFOG switch on the center switch panel controls the
windshield defogging system. The switch has three positions:
OFF/LO/HI. When the switch is set to LO or HI, power energizes the
defog heater and activates the defog blower. Airflow from the defog
blower is forced across heater elements and ducted to two windshield
diffusers on the lower inboard side of the windshield.
A 50 Amp current limiter and a 2 Amp AUX DEFOG CB on the copilot
ESS B bus (Blower bus) supply 28 VDC power to the blower and control
circuits.

March 2012
Pneumatic Systems
Auxiliary Cabin Heater

An auxiliary cabin heater in the cooling system ducting provides additional
heating for the cabin only. The heater assemblies are secured to the
evaporator and blower assembly. The heater operates independently
of the engine bleed system; an APU or engine generator powers the
heater. The heater consists of two heater coil assemblies, a three-
position system switch, and a thermal switch and fuse for each heating
assembly. Each coil assembly has two heating elements. With the AUX
HT switch set to HI, all four heating elements in the ducts energize. With
the switch set to LO, only two heater elements energize (one in each
coil assembly).
The thermoswitches and thermal fuses wired in series provide overheat
protection to the heater coils. Should either coil become overheated,
power is disconnected to both coils. The thermoswitches cycle the
heating coils to maintain a constant 49 to 66°C (120 to 150°F) airflow
temperature. If a malfunction occurs, the thermal fuses melt at
approximately 221°C (430°F) to disconnect electrical power from the
heater coils.
The thermoswitches also prevent the cabin blowers from operating
during initial startup until the airflow across the heater coils reach
66°C (150°F). The AUX HT system shuts down automatically during
engine start, and is not available when the CABIN AIR switch is in ON or
the COOL/FAN/OFF switch is in COOL.
A 7.5 Amp AUX CAB HT CB on the copilot Main bus (Power bus on
55 B/C) supplies 28 VDC power for the auxiliary heater control circuits.
A 50 Amp current limiter from the Battery Charging bus provide
28 VDC power for the heater coils. A 15 Amp L or R CABIN BLOWER
CB on the copilot ESS B bus (Blower bus) powers the cabin blowers
with 28 VDC.

March 2012

March 2012
Pneumatic Systems
MANUAL CONTROL 2
VALVE
N.C.
VACUUM
REGULATOR
1
N.O. DIFFERENTIAL
PRESSURE RELIEF 3
(9.4 PSI) (TO CABIN CLIMATE
CONTROL SYSTEM) N.C.
P
N.C.
4
FWD
PRESSURE
BULKHEAD PNEUMATIC
CABIN AIR RELAY
EXHAUST CABIN CABIN
MAXIMUM ALTITUDE
CONTROL ALTITUDE DIFFERENTIAL
VALVE LIMITER LIMITER
PRESSURE
P
11,500 FT N.O. 11,500 FT
RELIEF
5 (9.7 PSI)
AUTOMATIC
CABIN AIR CABIN ALTITUDE
CONTROLLER
6
6 <82% >82% 7 5
AL
N.O. 40 T-
AFT
FT N
5 FT
AC ABI
x
10
PRESSURE
C
00
BULKHEAD
1 MANUAL MODE SOLENOID RH CABIN
THRUST INCR CONTROLL
2 DEPRESSURIZATION SOLENOID LEVER
SWITCH
3 CABIN AIR DEPRESS SOLENOID
RATE
4 RELAY ISOLATION SOLENOID AUTO R R
AIR GROUND LEARJET 55B/C CABIN
5 PRESSURE SURGE CONTROL E E CABIN AIR AIR ON
CAB S
PRESS S SQUAT
6 82% PRESSURE SURGE S S
CONTROL SOLENOID LEARJET 55 SWITCH
A B BLEED AIR AIR
OFF
BLEED AIR
MANUAL B B GROUND
REGULATED VACUUM U U
WARNING S S
CABIN LIGHT
CABIN AIR ALT CONTROL
10,000 FT AURAL CABIN ALTITUDE
OUTSIDE STATIC AIR 8,750 FT ANEROID WARNING WARNING HORN
CONTROL AIR ANEROID SWITCH BOX
SWITCH

March 2012

March 2012
Pneumatic Systems
Cabin pressurization is the result of routing engine bleed air into the
cabin and controlling its escape through the cabin air exhaust valve.
In flight, normal pressurization operation does not require electrical
power because the system uses regulated vacuum from an ejector
pump in the aft equipment bay. The ejector pump is a venturi connected
to a pneumatic system bleed air line prior to the flow control valve. DC
power controls various functions within the pressurization system.
The cabin safety valve provides backup or the cabin air exhaust.
Components
Valve and switch numbers for the following components of the
pressurization system refer to the Pneumatic System schematic
(See page 5K-7).
Pressurization air source and CABIN AIR switch
Low control valve
Cabin air exhaust valve
Jet pump with pressure regulator
Cabin altitude controller and rate
Controller
Auto/manual switch and manual control valve (cherry picker)
Pneumatic relay and 82% switch
Cabin safety valve
Pressurization filters.
Air Source
The air that normally pressurizes the cabin is conditioned air ducted into
the pressure vessel from the engines. The pressure vessel is that area
between the forward and aft pressure bulkhead. Although it includes the
cockpit area, it normally is described simply as the cabin.

March 2012
CABIN AIR Switch
The crew controls the source of air with the CABIN AIR switch
(See Figure 5K-2, page 5K-15). The two-position switch is on the
pressurization control panel. The ON position opens the flow control
valve by de-energizing the valve’s solenoid to allow system pressure
to the controlling chambers. This controls bleed air flow to the heat
exchanger, and subsequently, the cabin.
On S/N 019 and subsequent, setting the switch to OFF energizes the
valve’s solenoid after a 10 second delay to close the valve. On previous
aircraft, there is no delay.
Figure 5K-5: Pressurization Control Panel
Flow Control Valve

The flow control valve maintains a stabilized flow of air to heat and
pressurize the cabin. When the CABIN AIR switch is in ON, the flow
control valve opens to allow bleed air to enter the cabin from the bleed
air manifold.
A venturi downstream of the flow control valve senses system pressure
and modulates the valve to maintain a constant flow. The modulation
compensates for engine power changes, the use of airframe bleed
air anti-icing and for volume loss associated with increasing flight
altitudes.
Power for the valve comes from a 2A BLEED AIR CB (Learjet 55) or
CAB AIR CB (Learjet 55 B/C) on the right ESS B bus.

March 2012
Pneumatic Systems
Cabin Air Exhaust Valve

The cabin air exhaust valve (outflow valve) controls the escape of
air from the cabin. The valve is under the copilot floor on the forward
pressure bulkhead at frame 8. The outflow valve operates in response
to cabin pressure changes. A spring in the valve closes it while regulated
vacuum opens the valve.
A pressurization vacuum regulator and jet pump provides the vacuum.
When an engine is running, bleed air flows through the jet pump to
create vacuum or negative pressure. The vacuum is then routed to the
cabin controller, which further regulates the vacuum as it is applied to
the outflow valve (see Cabin Controller).
Cabin Altitude and Rate Controller

The cabin altitude and rate controller, which is totally mechanical,
constantly and precisely regulates the vacuum controlling the outflow
valve.
Regulating the outflow valve regulates cabin differential pressure, which
determines cabin altitude as compared to the aircraft altitude.
The cabin altitude controller, which includes the rate controller, is on
the pressurization control panel. The controller constantly adjusts for
several changing factors such as the following:
Engine power changes that influence the volume of air flow into the
cabin
Turning on or off anti-ice systems that use bleed air
Placement of the altitude and rate control adjustment knobs.
AUTO-MAN Switch
The AUTO-MAN switch (See Figure 5K-2, page 5K-13) on the
pressurization control panel provides a choice of how the cabin outflow
valve is controlled – automatically or manually.
In AUTO (#1), which is normally open, allows vacuum regulated from the
cabin controller to modulate the outflow valve.
In MAN, DC power closes the normally open valve (#1) to block the
control vacuum from the cabin auto controller to the outflow valve. At
this point, only the manual control valve (cherry picker) can control the
outflow valve. If cabin altitude climbs to 8,750 ft, manual is automatically
activated to close the valve (#1) through the 8,750 ft aneroid switch.

March 2012
Manual Control
The manual control valve on the pressurization control panel provides
an alternate means of controlling cabin pressurization if the automatic
system fails.
The manual control valve is a small lever with a bright red knob on the
end. Because of its appearance, it is called the “cherry picker.” The valve
has three positions: neutral, up, or down. Loaded to neutral, the valve is
protected by a wire guard to prevent accidental bumping.
Push the cherry picker down to descend the cabin. The valve rotates
to connect cabin air to the vacuum control line. Cabin air neutralizes
the vacuum. The internal spring in the outflow valve closes the valve.
Although the outflow valve is now closed, air still flows into the cabin.
Cabin differential pressure goes up so cabin altitude goes down.
When the cherry picker is pushed up, the vacuum control line connects
to the outside static port, which is a powerful vacuum source, to pull
the outflow valve open. More air is allowed to escape from the cabin so
differential pressure is reduced and cabin altitude goes up.
If the cherry picker is moved up or down in the automatic mode, the
manual control valve overrides the automatic system and moves the
outflow valve as long as the cherry picker is held in the up or down
position. Once the cherry picker is released, the control valve springs
back to neutral and the automatic mode takes control.
Cabin Safety Valve

The cabin safety valve, which is mounted on the aft pressure bulkhead,
serves as a back-up to prevent overpressurization if the automatic system
fails by supplying negative pressure relief. It also provides a means to
depressurize the aircraft during ground operation. It is a spring-balanced
poppet valve.
Operation of the cabin safety valve is separate from that of the cabin
altitude controller and outflow valve. When the aircraft is on the ground
(squat switch in the ground mode) with an engine running and the CABIN
AIR switch in OFF, a signal is sent to the bleed air mixing valve (#3) to
open. Regulated vacuum flows through the altitude limiter to hold the
safety valve open. When the CABIN AIR switch is turned to the ON
position, (#3) valve closes to block the vacuum so that an internal spring
closes the valve.

March 2012
Pneumatic Systems
Differential Pressure Relief Valves

The system has two differential relief valves. One is in the pressurization
module and one is on the aft pressure bulkhead next to the cabin safety
valve.
If the cabin reaches the differential setting of the forward relief valve
(9.4 PSI), the relief valve opens. This action allows pressurization static
air (vacuum) from the heated static port on the right side of the nose
section to open the outflow valve. As the cabin differential falls below the
preset level, the outflow valve closes. This safety feature is only available
in automatic operation; it is not available in manual pressurization mode.
The differential pressure relief valve on the aft bulkhead is plumbed to a
static source on the aft pressure bulkhead. When cabin pressure reaches
the differential pressure of the relief valve (9.7 PSI), static pressure or
vacuum opens the cabin safety valve to relieve the excess pressure.
Both relief valves have a spring-loaded diaphragm with an adjustment
screw and metering valve.
Pneumatic Relay, 82% Switch

The pneumatic relay and 82% switch eliminate pressure bumps
associated with takeoff.
During ground operations with one or both engines running, the aircraft
is depressurized because the outflow valve and cabin safety valve are
held open. The squat switch, which is wired to the 82% switch, holds the
outflow valve open. When the right thrust lever is below 82%, a circuit
is completed to hold the low pressure bleed air valve (#2) open. This
allows vacuum to bypass the cabin controller to hold the outflow valve
open.
As the right thrust lever is advanced above 82% during takeoff (squat
switch is in ground mode), the valve (#2) closes, and a signal is sent to
switch #5 that triggers the pneumatic relay to close #6 valve. This, in
turn, causes the outflow valve to close because of reduced vacuum. The
cabin begins to pressurize to 250 ft below field elevation.
During taxi, the CABIN AIR switch, which is also wired to the squat
switch, is in the OFF position. This completes a circuit to open bleed air
mixing valve (#3). Vacuum is now holding the cabin safety valve open.
During taxi or takeoff, the CABIN AIR switch is placed in the ON position
to close the valve (#3). This cuts off vacuum to the spring-loaded safety
valve, which closes. If the right thrust lever is above 82%, the aircraft
pressurizes to 250 ft below ground level.
As cabin altitude approaches 250 ft below field elevation, the pneumatic
relay signals #6 valve to modulate as necessary to hold the cabin at
250 ft below ground level.
The pneumatic relay sense cabin pressure and vacuum to the outflow
valve through its own internal mechanism. When the squat switch goes
to airborne mode after takeoff, the circuit to the #5 valve and pneumatic
relay are disabled. The #6 valve open and pressurization begins normal
operation.

March 2012
After landing, the aircraft depressurizes when the thrust levers are
retarded to below 82% and the squat switch is in ground mode. This
opens the low pressure bleed air valve (#2) to provide vacuum to pull
the outflow valve full open. When the CABIN AIR switch is turned off,
the bleed air mixing valve (#3) valve opens to allow vacuum to pull the
safety valve full open.
Pressurization Filters
Three filters remove contaminants from air that operates control systems.
One is in the pressurization module, one is on the cabin safety valve,
and one is on the aft pressure bulkhead.
Normal Operation
To set pressurization up for takeoff, set the AUTO-MAN switch to
AUTO, the CABIN AIR switch to on, and the cabin controller to cruise
altitude. The rate knob is usually set at the 9 o’clock position to provide a
500 to 600 FPM rate of climb for the cabin even though the aircraft may
be climbing at 4,000 ft per minute.
Monitor the rate of climb with the cabin rate-of-climb indicator that
operates independently of the aircraft rate-of-climb indicator. Set cabin
rate of climb with the RATE control knob. Monitor cabin altitude with
the cabin altimeter (not the aircraft altimeter) which includes a cabin
differential pressure scale. The scale reads from 0 to 10 PSI.
Normal operating differential pressure is 9.4 maximum. This provides a
cabin altitude of about 5,820 ft at FL410 or a sea level cabin at slightly
above FL250. The automatic cabin altitude controller normally controls
the system differential to 9.4 PSI or below.
When above 9.4 PSI and in AUTO mode, the FWD Differential Pressure
Relief Valve backs it up at 9.4. When in MANUAL mode (ie. #1 CLOSED),
the forward Differential Pressure Relief Valve can’t operate but is backed
up by the Aft Max Pressure Relief Valve limit of 9.7 PSI.
Abnormal Operations
During flight, the highest cabin altitude should reach is approximately
7,800 ft at FL 510. If the cabin loses pressurization, built-in warning
and safety features warn the crew and automatically compensate for
pressure loss.

March 2012
Pneumatic Systems
Cabin Altitude Warning

If cabin altitude reaches 8,750 ft, an aneroid switch illuminates the amber
CABIN ALT annunciator. Simultaneous with the warning, pressurization
reverts to manual because the 8,750 ft aneroid switch signals the high
pressure bleed air valve (#1) to close. This cuts off vacuum holding the
outflow valve open so that the spring closes the outflow valve. The flight
crew now controls the vacuum that moves the outflow valve with the
cherry picker.
The system resets itself when the cabin descends to 7,230 ft or lower.
If the cabin altitude reaches 10,100 ft, the cabin altitude warning horn
sounds to signal an emergency descent. Silence the horn with the reset
toggle below the left BLEED AIR switch. The silence feature only lasts a
minute. As long as the cabin altitude remains above 10,100 ft, the horn
sounds again and again and must be reset. Test this feature during the
cockpit preflight.
CAUTIO
Do not operate on the ground with the CABIN AIR switch ON for
extended periods. The heat exchanger components can overheat
from the lack of outside ram air to cool engine bleed air.
NOTE: Should a rapid descent cause a negative pressure in

the cabin, both the outflow valve and the safety valve
open to admit atmospheric pressure into the cabin.
Emergency Pressurization
If the cabin reaches 9,500 ±250, two aneroid switches, forward of the
pilot and copilot CB panels, activate emergency pressurization.
S89
LH ANEROID SWITCH
NORM
ABOVE 9,500 ± 250 FT
BELOW 8,300 FT NC NC
E114
COPILOT SUB PNL
NORM
L EMER
PRESS
OVERRIDE
SWITCH
OVERRIDE
Figure 5K-6: Aneroid Switches

March 2012
The amber EMER PRESS annunciator illuminates. Both #11 bleed air
valves close and both emergency pressurization #10 valves open. The
high pressure shutoff solenoids (#4) close. With both bleed air valves
closed, all the air that previously went into the manifold and sub-systems
is now directed into the cabin. The volume and temperature of air into
the cabin substantially increases.
Reset the emergency system only after the cabin descends to an altitude
of 8,300 ft or less. Cycle both BLEED AIR switches to OFF and then
back to ON to reset.
One or both emergency bleed air systems can be activated any time
by placing one or both BLEED AIR switches in emergency. Once cabin
altitude is 8,300 ft or less, reset the system.
With a loss of DC electric power, the emergency pressurization valve
remains in the closed position. The valve requires electrical power
through the left and right 7.5 Amp ECS VALVE CB on the Main bus
(power bus on the Learjet 55B/C). The CB is labeled BLEED AIR VALVE
on aircraft 127 and subsequent.
If a BLEED AIR switch is turned off or the ground is removed from the
9,500 ft aneroid switch(es) through the override switches, the emergency
pressurization valve(s) cannot be activated.
When both emergencies valves are open, temperature control and bleed
air for wing and windshield anti-ice is unavailable.
NOTE: Be aware that pulling the L or R Fire T-handle causes
the respective EMER PRESS annunciator to activate
and illuminate.
NOTE: Five seconds after setting the CABIN AIR switch to OFF,
the flow control valve closes, reducing the possibility of
cabin “bump” when setting the switch OFF.
Cabin Altitude Limiters

If the cabin reaches 11,500 ft, a back-up system of cabin altitude limiters
close the outflow valve and safety valve.
There are two cabin altitude limiters in the aircraft: one each in the
forward and aft cabin areas. Each limiter consists of an evacuated
capsule, poppet, and valve spring enclosed in a housing. During a loss
of pressurization if the cabin altitude reaches 11,500 ft and the outflow
and safety valves are not closed, the backup system uses one limiter to
close the outflow valve while the other closes the safety valve.
A poppet valve in each limiter opens to allow cabin pressure to connect
to the vacuum control line. This neutralizes any vacuum. The internal
spring in each valve then closes the outflow and safety valves.

March 2012
Pneumatic Systems
Passenger Masks Auto Drop

If cabin altitude climbs to 14,000 ft, another aneroid opens an oxygen
line valve so oxygen flows to each overhead mask compartment.
The passengers’ masks drop from the ceiling as the cabin overhead
lights come on. Each passenger must then pull his lanyard to receive
oxygen.
Emergency Pressurization Override Switches

The EMER PRESS OVERRIDE switches prevent activation of the
emergency pressurization when landing or taking off from airports
with field elevations at or above 9,500 ±250 ft. The AFM recommends
the switches be activated when operating from airports at 8,500 ft or
elevation or higher.
Two two switches, with NORMAL and OVERRIDE positions, are covered
with a red guard that must be lifted to expose the actual toggle switch.
On Learjet 55, the switches are on the upper right corner of the copilot
instrument subpanel. On Learjet 55B/C, they are on the pressurization
control panel.
When the red guards are down, the switches are in NORMAL. Place the
switches in OVERRIDE when landing at airports of 8,500 ft elevation of
higher during the Descent check but before setting the cabin controller
to field elevation. Leave the switches in OVERRIDE until after takeoff
and the cabin descends to 8,300 ft.
When the switches are in OVERRIDE, they electronically isolate the
9,500 ft aneroids so they cannot signal the emergency pressurization
system to activate.

March 2012

March 2012
Pneumatic Systems
Servicing and Preflight
Servicing
Refrigeration servicing consists of checking for leakage, recharging
the system, and servicing the compressor. The compressor and major
components of the refrigeration system can be reached through the aft
compartment access door.
The refrigeration system is charged with 2.9 ±0.1 lbs of refrigerant R12
(Freon).
Checking the oil level in the compressor requires that the vapor system
be dumped of all refrigerant.
Preflight
Inspect the refrigeration system for leakage and security of the
compressor drive belt. The refrigeration system can be reached through
the aft compartment access door.
Abnormal Procedures
The following discusses what happens within the pneumatic,
pressurization, and air conditioning systems during abnormal situations.
For a list of specific procedural steps, please refer to your CAE SimuFlite
Operating Handbook.
Bleed Air Warning Light Illuminated

If either red BLEED AIR annunciator illuminates, an overheat condition
exists in the corresponding bleed air duct or pylon. Set the affected bleed
air switch OFF to isolate bleed air from the overheated area until it cools.
Set the corresponding bleed air switch to OFF to isolate bleed air from
the affected engine.
NOTE: A Bleed Air Ground Service port exists to allow an
external air supply to be connected to the bleed air
system. This enables maintenance to be performed
without running an engine for a bleed air source.
Failure to Depressurize on the Ground

If the cabin fails to depressurize on the ground, bleed air from the bleed
air manifold is pressurizing the aircraft. Set the cabin air switch OFF.

March 2012
Overpressurization
If the differential pressure indicator exceeds the red arc, the pressurization
module is malfunctioning. Cabin altitude is controlled manually through
the AUTO/MAN switch on the pressurization module. Select UP to bring
the cabin altitude to the desired level. If this fails to control the cabin
altitude, set one of the bleed air switches off and adjust power on the
opposite engine to reduce the amount of engine bleed air admitted to
the cabin.
Inadvertent Emergency Airflow Activation

Emergency pressurization valves are part of the bleed air system. If the
emergency pressurization system is activated by a system malfunction,
reduce engine power to 90% or below, if practical, to reduce the amount
of bleed air provided. If this procedure fails set one bleed air switch off.
If flow continues, set the switch to on and turn the other bleed air switch
off. If flow stops, continue the flight with one bleed air switch off.
Pressurization Loss at Altitude

At 8,750 ft cabin altitude, the amber CABIN ALT annunciator illuminates
and the cabin controller goes to manual control. If the cabin altitude
stabilizes, the crew can manually control pressurization and continue
the flight. If the cabin altitude reaches 9,500 ft, the emergency
pressurization system activates and routes all bleed air to the cabin
to maintain pressurization; the flight continues normally. To deactivate
the emergency pressurization system, cabin altitude is brought down
manually to 8,300 ft and each bleed air switch is cycled off then on to
reset the emergency pressurization valves.
If the cabin altitude reaches 10,100 ft, the cabin altitude warning sounds
and an emergency descent is required.
If the cabin altitude reaches 11,500 ft, both the cabin exhaust control
valve (i.e., outflow valve) and the cabin safety valve close.
Once the cabin altitude reaches 14,000 ft, the upper center panel lights
illuminate to indicate depressurization and the passenger oxygen masks
automatically deploy. The crew ensures that the passengers are on
oxygen and makes an emergency descent to a safe altitude.

March 2012
Pneumatic Systems
The following discusses what happens within the pneumatic, pressurization,
and air-conditioning systems during emergency situations. For a list of
specific procedural steps, please refer to your CAE Operating Handbook.
Emergency Descent
If cabin pressurization fails due to structural failure (e.g. cabin window
fails) or complete pressurization system failure, the crew must don
oxygen masks and select 100% oxygen. The passenger oxygen
masks automatically drop once cabin altitude reaches approximately
14,000 ft and the overhead lights in the cabin area illuminate. Procedures
for an emergency descent provide a means of descending the aircraft
to a safe altitude. See the Operating Handbook for exact emergency
descent procedures.
Smoke and Fumes Elimination (Bleed Air)

The first objective is to ensure that the crew and passengers are receiving
oxygen. The crew dons oxygen masks and selects 100% oxygen, then
dons the smoke goggles. The passenger oxygen system is activated
manually by placing the passenger oxygen and mask valves in NORM
and MAN, respectively. Move the OXY MIC switches to ON to facilitate
crew communications through the cockpit interphone system.
If the source of the smoke and fumes is not extinguished or if the aircraft
is damaged, land as soon as possible.
The second objective is to evacuate the cockpit and cabin of smoke and
fumes. Opening the cockpit door/curtain increases ventilation between
the cockpit and cabin. Place the pressurization system in manual, and
bring the cabin altitude up to a 13,000 ft maximum.
The last objective is to isolate the source of the smoke and fumes. Cycle
the bleed air switches on and off one at a time. If the source of the smoke
and fumes is not extinguished, perform an emergency descent. Refer to
the Smoke and Fumes Elimination Procedure (Electrical) procedure for
further steps.

March 2012
Smoke and Fumes Elimination (Electrical)
The first objective is to ensure that the crew and passengers are receiving
oxygen. The crew dons oxygen masks and selects 100% oxygen, then
dons the smoke goggles. The passenger oxygen system is activated
manually by placing the passenger oxygen and mask valves in NORM
and MAN, respectively. The OXY MIC switches to ON to facilitate crew
communications through the cockpit interphone system. If the source of
the smoke and fumes is not extinguished or if the aircraft is damaged,
land as soon as possible.
The second objective is to evacuate the cockpit and cabin of smoke and
fumes. Opening the cockpit door/curtain increases ventilation between
the cockpit and cabin. Move one or both bleed air switches to EMER.
Place the pressurization system in manual, and bring the cabin altitude
up to a 13,000 ft maximum.
The last objective is to isolate the source of the smoke and fumes.
Turn off all non-essential electrical equipment, and pull all the bus tie
CBs. Beginning with the right circuit breaker panel, CBs are pulled
sequentially. If smoke and fumes continue, the problem does not
originate in components on the right panel; reset all CBs on the panel
except the bus ties, which are left open. Continue the procedure on the
left CB panel.
If the source of the smoke and fumes is not extinguished, perform an
emergency descent.
If the source is extinguished, the malfunction is isolated and unaffected
systems can be restored. Leave bus tie CBs open, and all CBs on the
unpowered side are pulled.
Reset DC bus CB, then each of its associated CBs one at a time. Pause
after resetting each to allow the identification of a malfunctioning circuit;
if high electrical loads or smoke and fumes resume, the last CB is pulled.
Repeat the procedure for each DC bus CB and its associated CBs, then
for each AC bus CB and its associated CBs.

March 2012
Pneumatic Systems
Data Summary
Pneumatic Systems
Air Conditioning/Heating System

Essential A/B L/R buses
Distribution Flow control valve
Temperature control valves
Heat exchanger
Air distribution ducts
Control Switches
CAB AIR
COOL/FAN
COCKPIT AUX FAN
CREW TEMP selector
CABIN TEMP selector
Monitor Cabin temperature gauge
CREW TEMP control
CAB TEMP control
Annunciators
DUCT OV HT
FREON ON (optional)
Auxiliary Heating System (Ground Mode Only)

Operation
Distribution Electrical elements in aft cabin blower duct
Control Switches
AUX HT HIGH/LOW/OFF
CABIN AIR
Protection Two temperature thermal switches
Two thermal fuses

March 2012
Bleed Air System
Power Source Left/right engines HP/LP bleed air

L/R Main buses (Learjet 55)
L/R Power buses (Learjet 55B/C)
Right Essential B bus – BLEED AIR switches
Distribution Aeronca thrust reversers
Engine spinner heat
Alcohol anti-ice reservoir pressurization
Pressurization control system (vacuum jet pump)
Bleed air mixing valve
Nacelle inlet heat
Emergency pressurization valves
Pressure regulator/shutoff valves
Bleed air manifold
Air conditioning/heating system
Windshield defog heat
Wing anti-ice
Control Switches
BLEED AIR L/R
CAB AIR
BLEED AIR L/R
EMER PRESS
Power Source Battery Charging bus

Distribution Freon compressor
Condenser
Evaporators
Control Switches
COOL/FAN/OFF
CABIN AIR
Monitor Fault sensor

March 2012
Pneumatic Systems

Outside static air
Emergency pressurization
Main L/R buses (Learjet 55)
Distribution Cabin air exhaust (outflow) valve
Cabin safety valve
Cabin altitude limiters
Pressurization aneroid switches
Control Switches
CAB AIR
AUTO/MAN
EMER PRESS OVERRIDE
Cabin air exhaust manual control knob
(“cherry-picker”)
CABIN RATE CONTROLLER
CABIN ALT
EMER PRESS
Gauges
CABIN ALT
CABIN CLIMB
Cabin altitude warning horn
Protection Cabin altitude limiters to maintain cabin altitude if differential pressure
valves malfunction

March 2012

March 2012
5L
Powerplant
Contents

Powerplant

Schematic: TFE731-3A Engine....................................................5L-7
Turbofan Engines
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-10
Fan ....................................................................................................5L-10
Planetary Gearbox.............................................................................5L-11
Spools and Indicators........................................................................5L-11
Low Pressure Spool (N1)...................................................................5L-11
High Pressure Spool (N2)...................................................................5L-12
Annular Combustor............................................................................5L-13
Turbine Temperature..........................................................................5L-14
Transfer and Accessory Gearboxes...................................................5L-14
Schematic: Engine Oil System.................................................. 5L-15
Schematic: Fuel Pump System
With Motive Flow and Anti-Icing............................................... 5L-17
Powerplant Systems
Engine Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-19
Oil Tank..............................................................................................5L-19
Oil Pump............................................................................................5L-20
Chip Detector.....................................................................................5L-20
Oil Filter.............................................................................................5L-20
Fuel Heater........................................................................................5L-21
Air/Oil Cooler.....................................................................................5L-21
Fuel/Oil Cooler...................................................................................5L-21
Oil Venting.........................................................................................5L-22
Oil Pressure and Temperature Gauges.............................................5L-22
Oil Warning Lights.............................................................................5L-23
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-23
Ignition Unit........................................................................................5L-23
Igniter Plugs.......................................................................................5L-24
Ignition Switches................................................................................5L-24
Fuel Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-25
Fuel Pump.........................................................................................5L-25
Learjet 55 For Training Purposes Only 5L-1

March 2012
Motive Flow Lockout Valve................................................................5L-26
Fuel Control Unit................................................................................5L-26
Fuel Computer...................................................................................5L-27
Surge Bleed Valve.............................................................................5L-30
Fuel Flow Divider Assembly..............................................................5L-30
Fuel Atomizers...................................................................................5L-30
Fuel Flow Indicating...........................................................................5L-31
Power Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-32
Thrust Levers.....................................................................................5L-32
Engine Synchronizer..........................................................................5L-33
Automatic Power Reserve.................................................................5L-34
Ground Idle System...........................................................................5L-35
Engine Bleed Air................................................................................5L-36
Engine Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-36
Engine Starting
Normal Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-39
Cold Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-40
Soft Start Protection...........................................................................5L-41
Cross Start Protection........................................................................5L-41
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-43
Oil Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-44
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-44
Abnormal Engine Operation..............................................................5L-45
Engine Overspeed.............................................................................5L-45
Engine Airstart...................................................................................5L-45
ENG CHIP Light Illuminated..............................................................5L-46
FUEL CMPTR Light Illuminated.........................................................5L-46
OIL PRESS Warning Light Illuminated..............................................5L-46
Schematic: Relight Envelope.................................................... 5L-47
Starter Engaged Light Remains Illuminated During Start..................5L-48
Operation with One Fuel Computer Inoperative................................5L-48
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-49
Engine Failure During Takeoff – Below V1.........................................5L-49
Engine Failure During Takeoff – Above V1.........................................5L-49
Engine Failure – Shutdown in Flight..................................................5L-49
Engine Failure During Approach........................................................5L-50
Engine Fire – Shutdown....................................................................5L-50
5L-2 For Training Purposes Only Learjet 55

March 2012
Powerplant
Thrust Reversers
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-51

Schematic: Aeronca TFE731 Thrust Reverser System............. 5L-52
Translating Structure and Blocker Doors...........................................5L-53
Pneumatic Actuator...........................................................................5L-53
Position Switches...............................................................................5L-54
Thrust Reverser Levers.....................................................................5L-55
Annunciator Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-56
Test Button.........................................................................................5L-56
Armed Condition................................................................................5L-56
Warning Horn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-57
Thrust Reverser Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-57
Deploy Cycle......................................................................................5L-57
Stow Cycle.........................................................................................5L-58
Automatic Stow Cycle........................................................................5L-58
Emergency Stow Cycle......................................................................5L-59
Preflight and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-59
Preflight..............................................................................................5L-59
Abnormal Procedures........................................................................5L-59
Emergency Procedure.......................................................................5L-60
Data Summary
Thrust Reverser System – Aeronca TFE731. . . . . . . . . . . . . . . . . . . . 5L-63

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March 2012
Powerplant
Powerplant
The Powerplant chapter contains information on the following:
The turbofan engine, including its components, instrumentation, and
operation
Engine oil and lubrication
Ignition
Engine fuel and fuel control
Power control
Thrust reversers.
Two Garrett TFE731-3A or TFE731-3AR engines power the Learjet 55.
The TFE731-3A engine produces 3,700 lbs of static thrust at sea level.
The TFE731-3AR engine has Automatic Performance Reserve (APR);
the engine produces 3,700 lbs of static thrust at sea level without the
APR system operating, and 3,880 lbs of thrust with the system operating.
The TFE731-3 is a lightweight, low noise, two-spool, front fan engine
with a medium bypass ration. The engine’s modular design allows for
ease of maintenance and repair.

March 2012

March 2012
Powerplant
TFE731-3A Engine
4-STAGE HIGH-PRESSURE
LOW-PRESSURE COMPRESSOR
COMPRESSOR
PT2/TT2 FUEL MANIFOLD

(PRIMARY/SECONDARY)
HIGH-PRESSURE
TURBINE
3-STAGE
LOW-PRESSURE
TURBINE
FAN
N1 MONOPOLE
PLANETARY
GEARBOX
OIL SCAVENGE
LINE
FUEL
BYPASS NOZZLE
DUCT
TRANSFER
GEAR BOX
ASSEMBLY
ACCESSORY
GEARBOX
N2 MONOPOLE

March 2012

March 2012
Powerplant
Turbofan Engines
Jet engines accelerate air to produce thrust. Thrust output can be
generated two ways: a small volume of air accelerated to a high velocity,
or a large volume of air accelerated to a low velocity.
The turbofan engine uses both methods. The engine compresses, mixes
with fuel, burns, and exhausts only a portion of the incoming air. The fan
compresses and accelerates a large volume of air to a low velocity and
bypasses it around the core of the engine without mixing it with fuel or
using it for combustion.
The relationship of the mass of bypassed air to the mass of air going
through the combustion chamber is the bypass ratio. The basic
TFE731-3A is a high bypass engine with a bypass ratio of 2.76 to 1.0
and a static thrust rating of 3,700 lbs (1681.8 kgs).
There are a variety of TFE731-3 engines on the Learjet 55. Engine
model number varies with the aircraft model and serial number, whether
the engine has fuel heaters, or has an automatic performance reserve
system. Refer to Table 5L-1 for a breakdown of the various engines
found on the Learjet 55. The -2B and -3B engines have fuel heaters;
-2B1 and -3B1 engines do not. Engines with “AR” in their model number
have APR that provides an additional 180 lbs (81.8 kgs) of thrust per
engine.
Engine thrust on the Learjet 55 begins with the acceleration and
compression of inlet air by the front axial fan and the splitting of the air
into two streams. One stream passes around the engine core through
the bypass ducts to the exhaust nozzle. The four-stage Low Pressure
(LP) compressor compresses the second stream; the single-stage High
Pressure (HP) centrifugal compressor further compresses it before the
air enters the combustion chamber.
After entering the combustion chamber, the air forced through a 180°
turn flows forward. Fuel introduced in the combustion chamber mixes
with the air; igniters provide an electrical spark to ignite the fuel/air
mixture. After engine start, the combustion process is self-sustaining.
The hot gases produced leave the combustion chamber and make a 180°
turn before impacting the HP turbine, which drives the HP compressor
and accessory gearbox. Probes measure the temperature of the gases
between the turbine stages (interstage turbine temperature). The high-
velocity, high-temperature gases turn the three-stage LP turbines that
drive the LP compressor and front fan. The hot gases finally mix with
engine bypass air in the exhaust nozzle resulting in forward thrust.
Automatic Performance Reserve and Auto-spoilers
(S/N 003 through 086).

March 2012
Model Serial Numbers Engines
Learjet 55 55-003 through 55-086 except 55-065 TFE731-3A-2B
without AAK 85-83-4 TFE731-3A-2B1
55-065, 55-087 through 55-126 prior TFE731-3AR-2B
aircraft with AAK 55-83-4 TFE731-3AR-2B1
Learjet 55B 55-127 through 55-134 TFE731-3AR-2B
TFE731-3AR-2B1
Learjet 55C 55-135 through 55-139 TFE731-3AR-2B
TFE731-3AR-2B1
55-139A through 55-147 TFE731-3AR-3B

TFE731-3AR-3B1
Table 5L-1: Learjet 55 Engines and Serial Numbers
Components
The TFE731-3 engine consists of six major components:
Fan
Planetary gearbox
Low pressure spool (N1)
High pressure spool (N2)
Annular combustor
Transfer and accessory gearboxes.
Fan
The fan is an axial flow unit that moves large quantities of air into the
bypass stator and low pressure (core) inlet. The low pressure (N1) spool
drives the fan through a planetary gear drive system. Approximately
280% more air passes through the fan bypass duct than through the
engine core. At sea level, the fan produces approximately 70% of
the total thrust; at 40,000 ft., the fan produces approximately 30% of
total thrust.
Figure 5L-1: Fan

March 2012
Powerplant
Planetary Gearbox
The planetary gearbox reduces the rotational speed of the fan in relation
to the speed of the low pressure turbine section (the driving force for
the fan).
The gearbox also causes the fan to turn in the opposite direction of the
turbine section; negating torque effect.
Spools and Indicators

The two spools of the engine are the Low Pressure (LP) spool, also
known as N1, and the High Pressure (HP) spool, also called N2.
N1 consists of a low pressure compressor and turbine connected through
a common shaft. The center section of the N1 shaft passes through
the interior of a much shorter outer shaft. The outer concentric shaft
connects the high pressure compressor and turbine to form the N2 spool.
The N2 is between the LP compressor and LP turbine. The N1 shaft
rotates independently of the N2 shaft.
The forward end of the N1 shaft extends into and drives the planetary
reduction gearbox. A tower shaft, perpendicular to and driven by the
N2 shaft, drives the transfer gearbox. A shaft from the transfer gearbox
drives the accessory gearbox. During start, the starter drives the
accessory section to rotate the N2 spool through the transfer gearbox.
Low Pressure Spool (N1)

The LP (N1) spool consists of a four-stage, low pressure, axial flow
compressor and a three-stage, low pressure turbine. Both the low
pressure compressor and turbine stages mount on a common shaft.
The axial flow compressor accelerates air rearward with increasing
velocity through each stage where kinetic energy translates velocity
into pressure. A stage is a consecutive pair of rotors (rotating blades)
and stators (non-rotating blades). The N1 shaft drives the fan though the
planetary gear assembly.

March 2012
N1 Indicator
A magnetic pickup on the aft end of the low pressure rotor shaft measures
N1 Overspeed Limitations
fan speed (N1). The pickup produces two signals. One signal supplies
Transient
(5seconds). . . . . . . . . . . . . . 103 to 105%
the fuel computer and the other signal drives a fan speed (N1) indicator
Transient
on the center instrument panel.
(1 minute). . . . . . . . . . . . . 101.5 to 103%
Refer to the AFM Takeoff Power Setting

and Maximum Continuous Thrust Table
for those N2 limitations.
Figure 5L-2: Fan Speed Indicator

The indicator uses a pointer moving over a scale and a four-digit digital
display to indicate N1 in percent RPM. A circular scale, marked from 0
to 110% in increments of 5%, has colored arcs that indicate the engine
operating speed ranges. A green arc covers the 24.0 to 101.5% range
and a yellow arc (one minute limit) covers 101.5 to 103.0%. A red radial
line at 103% denotes the maximum transient (five second) operating
speed. The digital display show fan speed to the nearest one-tenth
percent.
The left engine fan speed indicator receives 28 VDC power from the
L ESS A bus; the right engine fan speed indicator receives power
from the R ESS A bus. If the normal aircraft electrical system fails, the
emergency battery system powers the indicators. If an indicator loses
electrical power, a red OFF flag appears.
High Pressure Spool (N2)

N2 Limitations without APR The High Pressure Spool (N2) consists of a single stage centrifugal
Overspeed . . . . . . . . . . . . . . . . . . . . 105% compressor driven by a single stage axial turbine through an outer
Transient concentric shaft.
(5 seconds) . . . . . . . .. . . . . . 103 to 105%
The centrifugal compressor consists of an impeller (rotor), a diffuser,
Transient
(1 minute). . . . . . . . . . .. . . . 100 to 103%.
and a compressor manifold. As in axial compressors, air picked up and
accelerated outward toward the diffuser translates the accelerating
air’s kinetic energy into pressure. The diffuser maintains the maximum
amount of energy imparted by the impeller. The high pressure spool
drives the accessory section through a tower shaft and gear reduction
system.

March 2012
Powerplant
N2 Indicator
A magnetic pickup on the transfer gearbox senses HP compressor (N2) N2 Limitations with APR
speed and provides two independent signals. One signal supplies the Overspeed . . . . . . . . . . . . . . . . . . . .105%
fuel computer and the other signal drives the turbine speed (N2) indicator. Transient
The indicator displays turbine speed (N2) with a moving pointer and a (5 seconds . . . . . . . . . . . . . . .103 to 105%
digital display. Colored arcs cover the operating ranges of the engine. Transient
(1 minute). . . . . . . . . . . . . . . .101 to 103%
A green arc covers 48 to 100% and a yellow arc covers 100 to 103%
Refer to the AFM Takeoff Power Setting
(one minute limit). A red radial line at 103% indicates the maximum operating and Maximum Continuous Thrust Table for
RPM for a five second transient. A four digit digital display shows turbine those N2 limitations.
RPM to the nearest one-tenth percent.
The indicators receive 28 VDC power from the main DC buses through
circuit breakers. If an indicator loses electrical power, a red OFF flag
appears in the lower half of the indicator.
Figure 5L-3: Turbine Speed Indicator
Annular Combustor
The TFE731 has compact, reverse flow, annular combustor that
decreases the length of the engine. On the combustor there are
12 duplex atomizers that introduce fuel upstream of the primary ignition
zone to allow air and vaporized fuel to combine. After the air and fuel
mix, two igniter plugs ignite the mixture.
The igniter plugs are at the six and seven o’clock positions in the combustion
plenum; they provide a discharge spark of 18,000 to 24,000 Volts at
approximately two sparks per second.
Hot gases pass through the high and low pressure turbines, drive both
rotating compressor assemblies, and exit the exhaust nozzle with the
bypassed air.

March 2012
ITT Limitations without APR Turbine Temperature
Start . . . . . . . . . . . . . . . . . . . . . . . . .907°C Two pair of five chromel-alumel thermocouples in the gas path between
Normal Takeoff the high pressure and low pressure turbines sense Interstage Turbine
(5 minutes). . . . . . . . . . .. . . . . . . . .907°C Temperature (ITT). The 10 thermocouples create an averaging circuit that
Takeoff Transient provides driving signals for the cockpit indicator, engine synchronizer,
(10 seconds). . . . . . . . . . . . . . . . . . 939°C
and the fuel computer.
Maximum Continuous . . . . . . . . . . .885°C
Recommended
An indicator for each engine displays the averaged interstage turbine
Continuous. . . . . . . . . . . . . . . . . . . 865°C. temperature with a pointer moving across a circular scale and a digital
display. The indicator displays ITT from 100 to 900°C (212 to 1652°F)
in 50° increments. Colored arcs and a red radial line(s) indicate the
engine operating ITT ranges. On aircraft without APR, a green arc
ITT Limitations with APR
covers 230 to 885°C (446 to 1625°F) and a yellow arc covers 885 to
Start . . . . . . . . . . . . . . . . . . . . . . . . 907°C
907°C (1625 to 1665°F). A red radial line at 907°C (1665°F) denotes
Normal Takeoff
(5 minutes). . . . . . . . . . . . .. . . . . . . 907°C
the engine start and normal takeoff limit. On aircraft with APR, a
APR ON Takeoff
green arc covers 230 to 885°C (446 to 1625°F) and a yellow arc covers
(5 minutes). . . . . . . . . . . . . . . . . . . .929°C 885 to 929°C (1625 to 1704°F). One red radial line at 907°C (1665°F)
Takeoff Transient indicates the start and normal temperature limit; the other line at
(10 seconds). . . . . .. . . . . . . . . . . . .939°C 929°C (1704°F) denotes the maximum temperature limit with the APR
Maximum system operating.
Continuous. . . . . . . . . . . . . .. . . . . . 885°C
Recommended
The left and right engine ITT indicators receive power respectively
Continuous. . . . . . . . . . . . . . . . . . . 865°C. from the L and R ESS A buses (Learjet 55) or the pilot’s and copilot’s
Emergency buses (Learjet 55B and 55C) through circuit breakers. If an
indicator loses electrical power, a red OFF flag appears on the indicator
face.
NOTE: Refer to the applicable Aircraft Flight Manual for the
Turbine Temperature Limits chart.
Figure 5L-4: Interstage Turbine Temperature Indicator
Transfer and Accessory Gearboxes

The transfer and accessory gearboxes are under the engine. The
N2 pressure spool drives a tower shaft. The shaft drives the transfer
gearbox that, in turn, drives the accessory gearbox. The N2 monopole
pickup, which senses HP spool speed, is on the transfer gearbox.
A hydraulic pump, starter and a generator are on the forward side of the
accessory gearbox; an engine fuel pump/control and oil pump are on the
aft side of the accessory gearbox.

March 2012
Powrplant
Engine Oil System

VENT
HIGH PRESSURE OIL
SCAVENGE OIL
NO. 4 AND 5
BEARING CAVITY VENT LINE
OIL SUPPLY 180
L R
1 BELOW 29,000': AMBIENT O 150 O

PLANETARY 29,000' AND ABOVE: 3.5 PSI
I
L
I
L
120
1 ACCESSORY DRIVE TRANSFER GEARBOX ASS'Y
BREATHER GEARBOX ASS'Y GEARBOX ASS'Y NO. 1, 2, & 3 T
E 90 T
E
PRESSURIZING BEARING M
60
M
P P
VALVE
°C 30 °C
TRANSFER
GEARBOX
ANTI-SIPHON
ASSY SCAVENGE
ORIFICE
OIL
PRESS
NO. 6 BEARING 75 PSI 75
OIL TANK SUMP
55 55
OIL PUMP INLET
25 25
0 0
COMMON
SCAVENGE L R
METAL PARTICLE
DETECTOR OIL COOLER
(HALF SECTION)
LUBE AND
SCAVENGE 25 PSI
P INDICATOR OIL PUMP TEMPERATURE
BYPASS VALVE CONTROL VALVE
FILTER L OIL R OIL
(65°-77°C) PRESS PRESS
CHECK
FILTER BYPASS VALVE BYPASS VALVE
VALVE TEMP AND
FUEL FUEL PRESSURE WARNING
IN OUT (99°C) LIGHT
FUEL/OIL
LH ENG COOLER
CHIP WARNING
RH ENG LIGHT FUEL IN
CHIP
FUEL OUT
FUEL HEATER
BYPASS
VALVE
OIL COOLER
(QUARTER SECTION)
R OIL PRESS
OIL TEMP
R 26VAC BUS
R ESS B BUS 0.5A
1A

March 2012

March 2012
Powrplant
Fuel Pump System

With Motive Flow and Anti-Icing
P3 AIR
S.O.
LOW PRESSURE FUEL PRESS VALVE
REG ULTIMATE
HIGH PRESSURE PUMP OUTPUT OVERSPEED
METERING SOLENOID(N.C.)
METERED FUEL
VALVE
FUEL
FILTER BYPASS VALVE TORQUE S.O.
MOTOR OUTLET VALVE
P IND MOTIVE PRESSUR-
ANTI-ICE FLOW INLET IZING VALVE
VALVE LOCKOUT FILTER
FUEL INLET
TEMP PORT BYPASS
VALVE ACCEL FUEL/OIL
BELLOWS COOLER
FUEL
RELIEF FLOW TO PRIMARY
FUEL FILTER VALVE METER NOZZLES
EVAC BELLOWS
CHECK VALVE
FLOW DIVIDER
FUEL HEATER
OVERBOARD PCD LIM POWER LEVER

DRAIN
OIL FLOW IDLE
CUT-OFF
MAN MODE
SOL ENERGIZED
MAX
BOOST PUMP ELEMENT
GOVERNOR POWER LEVER
HIGH PRESS POT
PUMP ELEMENT
MAN MODE EEC
ADJ

March 2012

March 2012
Powerplant
Powerplant Systems
Powerplant systems include:
Engine oil
Ignition
Fuel control
Power control
Bleed air
Fire protection.
Please refer to the Fire Protection chapter for details on engine fire
detection and extinguishing.
Engine Oil System

Oil under pressure lubricates the engine bearings and the transfer,
accessory, and planetary gearboxes. The system consists of:
Oil tank and sight gauge
Oil pump
Chip detector (if installed)
Oil filter and bypass valve
Air/oil coolers and bypass valve
Fuel heater
Fuel/oil cooler
Oil temperature control and bypass valve
Breather pressurizing valve
Pressure and temperature transmitters. and indicators.
Rotation of the engine-driven oil pump draws oil from the reservoir.
Oil under pressure flows through a pressure regulator, filter, and
temperature control components to the engine bearings, the transfer
gearbox, accessory gearbox, and front fan planetary gear assembly.
Oil Tank
A six quart capacity oil reservoir is on the right side of the engine fan
bypass housing. The reservoir has a liquid level sight gauge and a filler
cap on the right engine and a filler tube with an integral plug on the
left engine. The filler tube allows oil level servicing on installations that
make access to the right side difficult. Check the oil level within one hour
of engine shutdown. After one hour, start the engine and idle for five
minutes before checking oil level.

March 2012
Oil Pump
An oil pump on the accessory drive gearbox contains a single oil pressure
pump and four scavenge pumps. The pressure pump draws oil from
the reservoir and pumps at a rate of approximately 17.0 Gallons Per
Minute (GPM) to force the oil through the engine components requiring
lubrication.
The scavenge pumps collect oil from the planetary gear assembly and
forward engine bearings, the aft engine bearing, the transfer gearbox
and mid-engine bearings, and the accessory drive gearbox. A common
discharge line connects the four scavenge pumps to the engine oil
reservoir. An adjustable pressure regulator in the pumps compensates
to provide constant oil pressure with changes in aircraft altitude.
NOTE: Refer to Oil Servicing in the Servicing and Procedures
section of this chapter for a list of manufacturer approved
oils.
Chip Detector
A magnetic chip collector is on the aft housing of the oil pump.
All oil scavenged from the engine flows past the collector. The
collector catches any magnetic particles present in the oil caused
by wear for inspection purposes. A chip detector system illuminates
the respective amber L/R ENG CHIP (S/N 003 through 126) or
CHIP L/R (S/N 127 through 147) annunciator if sufficient ferrous
particles accumulate on the chip detector. The chip detector annunciators
are optional on S/N 003 through 126 and standard equipment on
S/N 127 through 147.
Oil Filter
The oil filter consists of a disposable element enclosed in a metal
housing on the right side of the accessory drive gearbox. An oil filter
bypass indicator valve protects the engine from oil starvation due to filter
clogging and provides an indication of filter bypassing.
Projection of a red pin on the right side of the engine accessory gearbox
indicates filter pressure differential of more than 25 PSID. The indicator
pin is visible through a small access hole in the engine cowling. Once the
pin pops out, it remains out until reset. If the filter blocks, a pressure drop
of 30 to 40 PSID occurs across the filter and a bypass valve reroutes
engine oil past the filter; the indicator pin then pops out. The pressure
regulator maintains oil pressure at 42 ±4 PSIG.
The bypass valve employs a thermal lockout device on the indicator.
The device prevents actuation of the indicator under cold oil conditions.
The oil bypasses the filter, but the indicator pin does not pop out.

March 2012
Powerplant
Fuel Heater
Aircraft with -2B and -3B engines (single-point refueling) have fuel
heaters on the left side of the engine. The heater uses hot engine oil to
heat fuel to prevent fuel controller icing.
Situated between the low and high pressure (engine-driven) pumps is
an anti-icing control valve. Fuel passes over a thermostat in the control
valve enroute to the high pressure pump. If the temperature of the fuel
is below 0°C, the anti-icing valve directs a portion of the bypass fuel to
the fuel heater. Heated fuel from the fuel heater mixes with low pressure
discharge fuel to prevent ice formation at the engine-driven fuel pump
fuel filter.
Hot oil flows from the oil filter to the fuel heater. The fuel heater core
assembly consists of separate oil and fuel pans with finned passages
and a pressure relief valve. The oil and fuel enter through separate ports
and travel through the perpendicularly arranged fins. As the hot oil travels
through the fins, it transfers heat to the cold fuel. If the oil passages
clog or the oil congeals, a differential pressure of 40 PSI between the
inlet and outlet opens the pressure relief valve; the oil bypasses the fuel
heater.
Air/Oil Cooler
After oil leaves the fuel heater, it passes through air-oil coolers in the
engine bypass duct. The air-oil coolers consist of three segments: one
half segment and two quarter segments. Each segment is a finned unit
with oil lines running through it. Together the three segments form the
inner surface of the fan duct. A temperature-controlled integral bypass
valve directs oil hotter than 65°C through the three segmented air-oil
coolers. Air flowing through the duct cools the oil passing through cooler.
Below this temperature, the valve reroutes oil around (bypasses) the
cooler. If the heat exchangers become obstructed, the temperature
control valve reroutes the oil around them.
After oil leaves the air/oil coolers, the flow splits. Part of the oil flows to
the No. 6, No. 4, and No. 5 engine bearing sumps (HP rotor shaft), the
transfer gearbox, and the accessory gearbox. The other part of the oil
flows through the oil temperature regulator (fuel/oil cooler) and on to the
planetary gear assembly.
Fuel/Oil Cooler
The fuel/oil cooler (oil temperature regulator) uses aircraft fuel to maintain
oil at a constant temperature. The unit consists of a temperature control
valve and a heat exchanger. Whatever the oil temperature, fuel constantly
flows through the unit; oil only flows through the cooler if temperatures
are above a set temperature. If oil temperature exceeds 99°C (210°F),
the control valve opens to route oil through the cooler.
From the fuel/oil cooler, oil then lubricates fan shaft bearings No.1 and
No.2, and front low pressure spool bearing No.3.
After traveling to all main sump areas, oil drains by gravity to the lowest
point in each sump. The scavenge pumps draw oil from the sumps and
pump it to the engine oil reservoir.

March 2012
Oil Venting
Venting for the oil tank and lubricating system is via the accessory
gearbox. The accessory gearbox vents to the atmosphere through a
normally open breather pressurization valve. As pressure altitude
increases above 27,000 ft, the breather pressurization valve begins to
close to maintain an engine case pressure of approximately 3.5 PSI.
Oil Pressure and Temperature Gauges

A dual reading gauge, scaled from 0 to 75 PSI, displays oil pressure for
Oil Pressure Limitations
both engines. A pressure transmitter in each engine’s oil supply manifold
Minimum . . . . . . . . . . . . . . . . . . . . . 25 PSI
for the planetary gearboxes supply electrical signals to the gauge.
Idle . . . . . . . . . . . . . . . . . . . . .25 to 46 PSI
Normal
Colored arcs and red radial lines denote the oil pressure operating
Operating . . . . . . . . . . . . . . . .38 to 46 PSI ranges. The first red radial line at 25 PSI is the minimum oil pressure.
Maximum The first yellow arc from 25 to 38 PSI and the second yellow arc from
Transient (3 min) . . . . . . . . . . . . . . 55 PSI 46 to 55 PSI represent caution zones. A green arc from 38 to 46 PSI
denotes the normal engine oil pressure operating range. Finally, a
second red radial line represents the maximum operating transient oil
pressure for up to three minutes.
The dual-reading oil pressure gauge receives 26 VAC from separate
buses. The Left 26 VAC bus powers the left side and the Right 26 VAC
Oil Temperature Limitations bus powers the right.
SL to 30,000 ft. . . . . . . . . . . . . . . . .127°C Temperature bulbs in each engine’s oil supply manifold connect
Above 30,000 ft. . . . . . . . . . . . . . . . .140°C electrically to a dual reading oil temperature gauge on the center
Maximum instrument panel. The gauge has two pointers that move over separate
Transient (2 min) . . . . . . . . . . . . . . 149°C.
semi-circular scales marked from 30 to 180°C (86 to 356°F) with 10°
increments. Colored segments and radial lines denote the oil temperature
operating ranges. Green segments cover the 30 to 127°C (86 to 261°F)
range (normal operating).
Yellow segments cover the 127 to 140°C (261 to 284°F) range (warning);
red radial lines at 140°C (284°F) denote the maximum operating
temperature. The oil temperature gauge operates on 28 VDC supplied
by the Copilot’s ESS B bus.
Figure 5L-5: Oil Pressure Gauge Figure 5L-6: Oil Tempereture Gauge

March 2012
Powerplant
Oil Warning Lights

Pressure switches in each engine’s oil supply line operate the red L OIL
PRESS and R OIL PRESS annunciators. Normally, engine oil pressure
holds the switches open. If pressure drops below 25 PSI, the switch
closes to complete a circuit illuminating the respective annunciator. The
annunciator extinguishes once oil pressure exceeds 25 PSI. With power
on the aircraft and the engines not running, the annunciators illuminate.
Ignition System
Each engine has an independent ignition system that consists of:
Ignition box
Igniter leads
Igniter plugs
AIR IGN switches
Air ignition lights.
Ignition Unit
An ignition unit on the upper left side of the fan bypass housing is a
high voltage, capacitor discharge, radio noise-suppressed, intermittent
sparking-type unit that uses 10 to 32 VDC power. Each unit provides
separate and independent outputs of 18,000 to 24,000 Volts to igniter
plugs.
NOTE: Since there are no operational limitations for the ignition
system, continuous operation with switches on is
possible when flight conditions require, or as checklist
procedures dictate.
Ignition Sequence
With the Battery switch on, the auxiliary contactor relay closes. Placing the
START/GEN switch to START supplies DC power to the closed contacts
of the fuel control relay which applies DC voltage to the standby pump
and start relay. The starter rotates and starter energized light illuminates.
Taking the power lever out of CUTOFF applies DC power to the ignition
system. As the engine approaches 45% N2, the fuel computer applies
power to the fuel control relay to open the relay, thus removing power
from the start relay and ignition circuits. The. standby pump is shut off
when the start switch is placed to OFF. Placing the START/GEN switch
in GEN removes power from the auxiliary contactor relay, and it opens.
During a windmilling airstart when the START position of the
START/GEN switch is not used, manual activation of the standby pumps
and ignition is required. Switching the fuel panel standby pump on
applies DC power to the standby pump. Turning the AIR IGN switch on
applies power from the AIR IGN circuit breaker on the ESS B bus to the
ignition system. After the engine is started, the standby pump and air
ignition switches are turned off.

March 2012
Igniter Plugs
The igniters, on the annular combustor at the six and seven o’clock
positions, operate independently of each other. Each receives power
from the ignition unit through separate high-tension leads. Each plug
fires at a rate of approximately two sparks per second when triggered by
the ignition unit.
Igniter plug firing is independent and non-synchronous. Synchronous
firing for more than 30 seconds indicates ignition unit malfunction.
Ignition Switches
The LH and RH ignition switches within the throttle quadrant control
engine ignition. With the power lever out of CUTOFF and the
START/GEN switch in START, 28 VDC is routed through the 7.5 Amp
ignition start circui t breaker on the power bus.
Continuous ignition from the two AIR IGN switches on the electrical
panel receives 28 VDC power from the 7.5 Amp AIR IGN circuit breakers
on the left and right ESS B buses.
Also on the electrical panel are two Amber indicating lights that illuminate
during start and when AIR IGN is selected. To check igniter operation,
turn the AIR IGN switch on. From outside the aircraft listen for a popping
noise from the engine nacelle.
Figure 5L-7: AIR IGN Switches

March 2012
Powerplant
Fuel Control System

The engine fuel control system consists of:
Fuel pump assembly
Hydro-mechanical fuel control unit
Fuel computer
Fuel flow divider assembly
Fuel atomizers
Firewall fuel switches.
From the aircraft fuel system, the fuel control system pumps, filters,
meters, and atomizes fuel before the ignition system ignites it to produce
thrust.
Please refer to the Fuel Chapter for a description of the aircraft fuel
system.
Fuel Pump
An engine-driven fuel pump on the rear of the accessory gearbox
provides high pressure fuel to the fuel control system. The pump
assembly consists of:
Boost pump element
Fuel filter
Filter bypass valve
High pressure pump element
Relief valve.
Attached to the rear of the pump is the fuel control unit.
The filter bypass valve on the fuel pump allows fuel to bypass the filter
if an excessive pressure drop across filter occurs. An electrical pressure
switch illuminates the respective amber FUEL FILTER annunciator in
the cockpit when an excessive differential pressure condition exists
before actual bypassing occurs. The light remains on as long as the fuel
filter remains clogged.
The aircraft fuel system filter shares the same light as the engine. The
only difference is that the aircraft fuel filter is wired through the landing
gear squat switch. If the aircraft fuel filter begins bypassing on the ground,
the FUEL FILTER annunciator illuminates; the annunciator extinguishes
once weight is off the wheels.

March 2012
Motive Flow Lockout Valve
During engine start, the motive flow lockout valve ensures adequate fuel
pressure is available to the fuel control unit for starting before jet pump
motive flow is used. (See Fuel chapter for motive flow description).
The lockout valve incorporates a spring that senses high pressure pump
fuel discharge. At approximately 40% N2 (just prior to automatic starter
cutout at 45%), the lockout valve opens to allow fuel to the pressure
regulator. The pressure regulator provides regulated motive flow at
250-350 PSI to the aircraft jet pumps. Because the motive flow
lockout valve stops fuel flow to the jet pumps during engine
start, the corresponding standby pump is energized through the
START/GEN switch in the start position to provide 14-18 PSI head
pressure to the engine fuel pump.
Fuel Control Unit

The fuel pump-driven Fuel Control Unit (FCU) on the rear of the fuel
pump contains:
Fuel metering valve (manual mode)
DC torque motor (normal – computer on)
Power Lever Input (PLA)
Ultimate overspeed shutoff valve
Manual shutoff valve – CUT OFF/IDLE
Pneumatic P3 bleed air input
Mechanical flyweight governor
Outlet pressurizing valve.
The FCU schedules the proper fuel flow to the nozzles. In the normal
mode (computer on) the DC torque motor schedules fuel flow from
computer inputs. In the manual mode the FCU schedules fuel flow by
pneumatically positioning the metering valve with P3 bleed air pressure,
according to thrust lever and engine inputs. A cam on the fuel control
thrust lever linkage adjusts spring tension on the governor, which, in
turn, directs bleed air to the metering valve.
The mechanical governor functions in two modes: as an overspeed
governor for the HP rotor if the fuel computer is operative, or as a hydro-
mechanical (i.e., manual) control when the fuel computer is inoperative.
The governor will operate at 105% N2 and govern the engine at 105%.
The FCU has two shutoff valves. The thrust lever actuates one valve
(CUTOFF/IDLE) and the fuel computer actuates the other. If the
computer senses an ultimate overspeed condition (109% N1/110% N2),
the computer closes the shutoff valve, fuel flow stops, and the engine
shuts down.

March 2012
Powerplant
Fuel Computer
Each engine has an electronic fuel computer above the tailcone baggage
compartment that functions as a high pressure spool (N2) speed governor.
Separate ENG CMPTR switches on the pilot’s subpanel select normal
(on) or manual (off) operation.
Figure 5L-8: Electronic Fuel Computer Figure 5L-9: ENG CMPTR Switches
The left engine fuel computer receives 28 VDC from the L ESS A bus;
the right computer receives 28 VDC from the R ESS A bus.
Each computer uses:
Engine inlet pressure (Pt2)
Engine inlet temperature (Tt2)
Interstage turbine temperature (ITT)
N2 speed
N1 speed
Thrust lever position.
Each computer provides appropriate output current to the torque motor,
overspeed solenoid, and the surge bleed valve based on various inputs.
Circuits with the computer monitor N1 and N2 continuously to provide
over-speed protection. The computer commands an engine to shut
down if engine speed exceeds 109% N1 or 110% N2. If an overspeed
occurs, the primary overspeed circuit arms an electronic switch; the
switch energizes the overspeed solenoid that cuts fuel to the engine.
A MANUAL/NORMAL switch on the front of the fuel computer and the
cockpit ENG CMPTR switches control the fuel computers. The computer
switch must be in NORMAL and the cockpit switches must be on for the
system to function.
In the normal mode, the computer provides the following:
Starting schedule to the idle position
Acceleration control to prevent excessive ITT limiting
Deceleration control to prevent mismatching of N1 and N2
Variable idle speed with ambient change

March 2012
Maximum thrust (3,700 lbs) with ambient changes through inlet
pressure and inlet temperature (Pt2/Tt2)
ITT limiting
Surge bleed valve scheduling
45% speed switch for starter/ignition cutout
N1 limiting (101.6%)
Ultimate overspeed protection (109% N1/110% N2)
Automatic fuel enrichment (SPR) during start; manual SPR during
certain ambient conditions
Internal monitoring automatically switches to manual when computer
voltage out of normal range (15-30 V)
Switches to manual mode automatically if all inputs and outputs
(except ITT) are not correct.
In the manual mode (computer off), the following occurs:
Power levers control the engine RPM through the N2 mechanical
governor
FCU metering valve controls maximum ITT through pilot induced
thrust lever movement
Available thrust lower
Slower response (engine RPM) to power lever movement
Thrust levers split with single computer off.
NOTE: If the computer is switched OFF, fan speed (N1) must

be between 50-60% before the switch is to ON; this
prevents an RPM droop caused by the rapid release
of the manual mode governor and the lagtime of the
computer as it returns to the normal mode.
Pt 2
Tt 2
INLET
PRESSURE SURGE BLEED CONTROL
INLET
TEMPERATURE
N1
FUEL CONTROL
ITT
POWER
LEVER
N2
PLA ELECTRONIC
POWER LEVER INPUT TM COMPUTER
OS
Figure 5L-10: Fuel Computer

March 2012
Powerplant
If the fuel computer malfunctions or loses power, the computer

automatically switches to manual mode and the respective
ENG COMPTR annunciator illuminates. The thrust lever manually
controls the fuel control unit.
If a fuel computer fails in flight, leave the fuel computer switch on if
no adverse condition exist. This will maintain the 109% N1 overspeed
protection. If the fuel computer fails on the ground a ferry permit must be
obtained to fly the aircraft. Before flight, the manual/normal switch on the
fuel computer must be placed to the manual position. The fuel computer
in the cockpit must be ON. This will restore the 109% N1 and 110% N2
overspeed protection.
The fuel computer compensates the engine operating parameters for
different fuel types. Failure to adjust fuel specific gravity increases the
possibility of engine surging and higher turbine temperatures during
start, acceleration, and deceleration. For Jet A, Jet A-1, and JP-5 set the
adjustment to position 5; for Jet B and JP-4 set the adjustment to position
6. An adjustment of one click left or right from the recommended position
may be necessary to compensate for individual engine characteristics
and installations.
Figure 5L-11: Adjustment Position

During normal engine start moving the thrust lever from cut-off to idle
automatically begins fuel enrichment through the start pressure regulator
until ITT reaches 204°C (399°F). The engine accelerates on its own after
204°C (399°F).
Fuel enrichment increases fuel flow to improve fuel atomization to
assist light-off and engine acceleration toward idle. The Learjet 55
has a Starting Pressure Regulator (SPR) switch that allows fuel
enrichment beyond the 204°C (399°F) limit. Selecting L or R on the
SPR switch selects fuel enrichment (increased fuel scheduling) beyond
the normal cut-off temperature. During an engine start requiring
SPR, hold the switch in the respective position until ITT reaches
300 to 400°C (572 to 752°F). Once released, the spring-loaded switch
moves to OFF.
The engine manufacturers recommends use of SPR during ground
starts at ambient temperatures of (-18°C) 0°F or below. With the fuel
computer off or inoperative, SPR is unavailable.

March 2012
Surge Bleed Valve
Under certain conditions, gas turbine engines have a tendency to surge
and stall. For each compressor RPM, there is a relationship between
its amount of air flow and its pressure increase. When this balance is
disturbed, engine surges occur.
The surge bleed valve system, controlled by the fuel computer, is
designed to prevent surges by bleeding low pressure compressor air
into the fan duct. If overfueling by the fuel computer occurs during
acceleration, the pressure in the combustor may exceed the compressor
discharge pressure; air cannot flow, and the compressor tends to surge
or stall.
Low pressure compressor stall may also occur when the HP compressor
speed is low in comparison to the LP compressor speed. If the low
pressure compressor moves more air than the HP compressor, air backs
up and the LP compressor stalls. The fuel computer limits maximum fuel
flow during acceleration and minimum fuel flow during deceleration.
The opening of the surge bleed valve is controlled by the fuel computer
to minimize its effect on turbine acceleration and minimize the possibility
of engine stall and surge.
The fuel computer normally positions the surge bleed valve fully open
for start and idle conditions and fully closed for high RPM conditions. For
transient RPM conditions, however, the fuel computer modulates the
surge bleed valve in response to impending compressor stalls. With the
fuel computer off or failed, the surge bleed valve stays 1/3 open.
Fuel Flow Divider Assembly

The fuel flow divider is between the fuel control unit and the fuel
atomizers. During engine start, the divider routes fuel at reduced
pressure to the primary atomizers. As the start sequence continues, and
fuel flow reaches 150 pph, the flow divider opens to allow fuel flow to the
secondary nozzles.
Fuel Atomizers
Each engine uses 12 duplex (primary and secondary) fuel atomizers on
two manifold assemblies; each manifold contains six duplex atomizers.
Fuel swirls and breaks into microscopic droplets as it passes through
the atomizer orifice into the combustor. The primary and secondary fuel
atomizers provide a finely atomized fuel spray pattern.

March 2012
Powerplant
Fuel Flow Indicating

The fuel flow indicating system for each engine consists of a fuel flow
transmitter, a signal conditioner, a flow rate indicator, and a fuel used
indicator.
The transmitter is a turbine-driven motor that rotates and generates an
AC electrical signal as fuel flows past it. From the transmitter a signal
conditioner converts the AC signal into DC for the indicators.
A dual-reading fuel flow indicator on the center instrument panel displays
fuel flow for the left and right engines with a pointer moving over a
graduated scale. The unit displays fuel flow in Pounds-Per-Hour (PPH)
from 0 to 2,200.
The fuel flow transmitter and indicator receive 28 VDC from the Battery
Charging bus through separate current limiters.
5L-12
Figure 5L-12: Dual-reading Fuel Flow Indicator

March 2012
Power Control System
The power control system for the TFE731-3 engine on the Learjet 55
consists of:
Thrust levers
Fuel control unit
Fuel computer
Engine synchronization
Automatic Performance Reserve (APR)
Ground idle system. See the previous discussion on the Fuel Control
System for the fuel computer and fuel control unit.
Thrust Levers
Each thrust lever on the center pedestal mechanically connects through
cables and a teleflex control to a fuel control unit. Movement of the
thrust lever directly drives the fuel control unit from idle to full open.
In response to thrust lever movement and engine parameters, the fuel
computer provides an electric signal to the hydro-mechanical fuel control
unit torque motor. The fuel control unit either decreases or increases the
flow of fuel to the engine to provide overspeed and overtemperature
protection.
With the fuel computer failed or turned off, the thrust lever directly
controls engine power through the fuel control unit metering valve.
The thrust lever positions are in relationship to the angle of rotation
of the control shaft on the FCU. The full aft (0°) position is the engine
fuel cutoff position. The idle (or engine start) position is forward at
20° FCU. To move the thrust lever valve from idle to cutoff, lift the
spring-loaded guard; there is no guard preventing thrust lever movement
from CUTOFF to IDLE.
Figure 5L-13: Thrust Levers

March 2012
Powerplant
Engine Synchronizer
Unsynchronized engines create beat frequency that is audible and
sometimes felt by the passengers. An engine synchronizer matches
engine speed to reduce the beat frequency; this results in increased
passenger comfort. An engine synchronizer system allows either N1 or
N2 synchronization of the engines.
The system compares the right engine (slave) RPM to the left engine
(master) RPM. If the right engine does not match the left, the engine
synchronizer signals the fuel computer to adjust the right engine RPM.
Through the two-position ENG SYNC switch, synchronization of either
the fan (N1) or turbine (N2) speeds can be selected.
The system compares either the N1 or N2 speeds of the engines. The
synchronizer processes speed signals from each engine and provides a
trim signal to the electronic engine computer of the right engine (slave)
to correct the speed difference.
Synchronization has limited authority and can occur only when the
engine speed differential is within the authority range. Before activating
the system, manually synchronize the engines through thrust lever
adjustment and observation of the R ENG indicator on the center
instrument panel. The maximum authority range is 2.5% N2 at thrust
lever midrange; authority range decreases as engine speed increases
or decreases from thrust lever midrange. The synchronizer has no effect
at full thrust lever settings. The synchronizer is also inoperative during
arming or use of the optional Automatic Performance Reserve (APR)
system.
The OFF position of the switch removes DC power from the synchronizer;
the N1 and N2 positions select the spool used for synchronization.
Operation of the synchronizer requires that both fuel computers be on
and operating normally.
During APR operation, arming the APR system automatically selects N2
and removes the trim signal from the slave engine by de-energizing the
synchronizer control relay.
Figure 5L-14: ENG SYNC Switch Figure 5L-15: R ENG Indicator

March 2012
Automatic Power Reserve
Aircraft with TFE731-3AR engines have an Automatic Power Reserve
(APR) system. If the power difference between the two engines
reaches 5% N2 or greater with the APR system armed, the APR system
will automatically advance both engines by increasing N2 by 1%,
resulting in the rise of ITT limits by 22°C (72°F) and an increase of
180 lbs (81.64 kgs) of additional thrust.
The APR system consists of an APR engine synchronizer in the tailcone,
an APR switch on the pedestal, and two lights on the glareshield. The
APR engine synchronizer is a combined APR controller and engine
synchronizer. During operation, the APR system receives turbine speed
(N2) information from the engine synchronizer.
APR is either manually or automatically activated. Placing the APR
switch in ARM (center position) arms the system; the APR controller
compares turbine speed of the two engines and the amber APR ARM
light illuminates. The system only activates if there is a 5% or greater
N2 difference. Whenever APR activates to provide additional thrust, the
green APR ON light illuminates.
Placing the switch in ON, manually activates APR. The APR controller
resets the fuel computer engine limits to the higher settings and the APR
ON light illuminates. Lifting the switch and moving it to the OFF/RESET
position disables APR; the APR ON light extinguishes. To return the
engines to the normal N2 and ITT limits, select the OFF/RESET position
of the APR switch.
Figure 5L-16: APR Switch

March 2012
Powerplant
Ground Idle System

To slow aircraft taxi speed with the engines at idle thrust, a ground idle
system reduces normal engine idle turbine speeds (N2). The system
consists of a ground idle relay box, ground idle switches in the throttle
quadrant, a ground idle switch, and an amber GND IDLE annunciator.
The system uses the engine synchronizer and fuel computer to control
N2. Two interlocking safety features of the system are the main landing
gear squat switches and the thrust lever ground idle switches. The
system does not operate in flight or with thrust lever above the idle thrust
position.
On S/N 003 through 046 except 029 and 037, the two-position
(OV RIDE/OFF) ground idle switch controls the system; the system is
operative with the switch in OFF (low idle) and inoperative in OV RIDE
(high idle). The OV RIDE position on these aircraft overrides (interrupts)
the system. On S/N 029, 037, and 047 and subsequent, the two position
(GND IDLE/OFF) ground idle switch controls the system; the system is
operative in GND IDLE and inoperative in OFF. Whenever the system
is operating (ground idle thrust), the amber GND IDLE annunciator
illuminates.
Once weight is on the wheels, the squat switches supply 28 VDC to a
10 second timer in the ground idle relay box. After 10 seconds, the relay
box supplies power through the thrust lever ground idle switches and the
ground idle switch to the engine synchronizer. The engine synchronizer
supplies a false signal to the fuel computers. The fuel computers reduce
engine N2 by approximately 3.7%.
Advancing the thrust levers out of IDLE or turning the ground idle switch
OV RIDE (S/N 003 through 046 except 029 and 037) or OFF (S/N 029,
037, and 047 and subsequent) disables the ground idle system.
NOTE: High idle equates to approximately a 3.7% greater N2
than low idle.
Figure 5L-17: Ground Idle Switch

March 2012
Engine Bleed Air
Each TFE731-3 engine has three bleed air ports. One Low Pressure
(LP) bleed port on the inboard side of each engine takes bleed air from
aft of the last stage of the axial compressor; two High Pressure (HP)
bleed ports take air from downstream of the centrifugal compressor.
Each bleed air system contains check valves that prevent air from
returning to the engines at low engine speeds or during engine shut
down.
The aircraft uses LP bleed air for normal pressurization, emergency
pressurization, hydraulic reservoir pressurization, and air conditioning.
HP bleed air supplements LP bleed air supplying these services at low
power settings.
For more information on bleed air, see the Pneumatics chapter; for more
information on engine anti-icing, see the Ice and Rain Protection chapter.
Engine Fire Protection

Each engine has an independent fire detection system and a combined
fire extinguishing system. Engine nacelle construction contains engine
fires and protects the aircraft structure from an engine fire.
Heat sensing elements around the engine tailpipe, accessory gearbox,
and the engine firewall connected to a fire detection control box detect
high temperatures. The system illuminates the associated ENG FIRE
PULL T-handle on the glareshield if temperatures reach 300°F around
the firewall or gearbox or 700°F in the tail-cone area.
Figure 5L-18: ENG FIRE PULL T-handle

The ENG FIRE PULL T-handles also activate the fire extinguishing
system. Pulling an ENG FIRE PULL T-handle:
Closes the respective main fuel shutoff valve
Closes the respective hydraulic shutoff valve
Closes the related bleed air shutoff valve
Illuminates the two related ENG EXT ARMED lights
Illuminates the EMER PRESS annunciator.

March 2012
Powerplant
Even though the EMER PRESS annunciator illuminates to indicate

loss of bleed air from the inoperative engine, the operating engine still
provides bleed air for the pressurization system.
Illumination of the amber ENG EXT ARMED lights indicates power
availability to the ENG EXT ARMED fire extinguisher switches. Pressing
one switch fires the respective extinguisher bottle.
Two dual-head, single-shot fire extinguisher bottles in the tailcone between
the engines contain monobromotrifluoromethane (CBrF3/Halon 1301).
Pressing an illuminated ENG EXT ARMED switch sends an electrical current
to an explosive cartridge on the fire extinguisher bottle. The cartridge fires to
release a plug. Bottle pressure forces the plug out and the bottle contents
travel through distribution lines to the engine nacelle.
For more information, see the Fire Protection chapter.
NOTE: The EMER PRESS light is extinguished through
checklist procedures when the associated BLEED AIR
switch is selected to OFF.

March 2012

March 2012
Powerplant
Engine Starting
The aircraft batteries or a Ground Power Unit (GPU) can start the
engines. The manufacturer recommends the use of a GPU at ambient
temperatures of 0°C (32°F) or below. Use a GPU regulated at 28 VDC
with a minimum rated capacity of 500 Amp (1,100 Amp maximum) for
engine starting.
Refer to the Aircraft Flight Manual for specific engine starting procedures,
limitations and warnings.
Normal Start
Turning the battery switches on supplies 28 VDC to the starter control
relays; the relays energize the engine start relays that supply power to
the starter/generator control boxes.
Selecting START on a starter/generator switch supplies 28 VDC to
the cabin climate control panel and stabilizer heat relay box to disable
the heat/air conditioning system and the stabilizer heat system; it also
energies the corresponding standby pump. Power then flows from the
start cutoff relay to the engine starter and from the indicator light power
control relay to arm the thrust lever ignition switches; the starter begins
turning and the respective START indicator light illuminates.
The starter engage light comes on and the respective low fuel pressure
light out. When N2 reaches at least 10% and the N1 shows rotation, move
the thrust lever to idle. The respective ignition light should illuminate,
fuel flow rises and ITT rises. You must see a rise in oil pressure within
10 seconds after ITT rise.
At approximately 45% N2, the fuel computer energizes the start cutoff
relay to remove power to the starter; the red starter engaged and the
amber AIR IGN lights extinguish. If the starter engaged light remains
illuminated, refer to the Starter Engaged Light Remains Illuminated
During Start procedure. Moving the starter/generator switch to GEN
removes power from the starter and indicator light power control relay
and fuel control relay panel. Power then flows to the start control relay
that supplies power to the DC generation circuits within the generator
control box.
At idle check for:
Turbine speed (N2) – 55 to 62%
Fan speed (N1) – 26 to 32%
Oil pressure 25 to 46 PSI.
Red FUEL PRESS light extinguished.
If the engine fails to start, allow sufficient time for the starter to cool
before trying another start. Wait one minute after the first and second
attempts; increase the interval to 15 minutes after the third. Wait one
minute after the fourth and fifth attempts and wait a minimum of one
hour after the sixth attempt. This cycle can be repeated.

March 2012
The second engine start is similar to the first; the operating generator
supplies power for the opposite engine’s starter.
CAUTIO
Abort the engine start if:
N2 fails to rotate
N2 fails to reach 10% in six seconds
No N1 rotation by 20% N2
No ITT in 10 seconds after moving thrust lever to IDLE
N1 or N2 stops accelerating to idle
ITT rises rapidly through 907°C (1665°F)
No oil pressure within 10 seconds after ITT rise
Any unusual noise or vibration
Starter or ignition fails to disengage by 50% N2
Engine does not reach idle within 50 seconds after ITT rise.
NOTE: If the red FUEL PRESS light illuminates when the

START/GEN switch is placed to GEN this may indicate
a jet pump failure or the jet pump switch is off.
ormally the jet pump switches are left on all the time. If
N
they are off during start, reset the switches to on during
steady engine operation of 80% N1 or above.
NOTE: Initial fuel flow will be 50-150 lbs per hour. Idle fuel flow
will be about 200 lbs per hour.
Cold Start
At temperatures below 0°C (32°F), use a GPU. At temperatures of
-17.8°C (0°F ) or below, use SPR to provide fuel enrichment past the
normal 200°C (392°F ) ITT cut-off point.
NOTE: Initial ITT rise will be fairly rapid to about 500 to 700°C.
Preheat the engines before attempting a start if the engines were

exposed to extremely cold temperatures of -40°C (-40°F) or below. At
ambient temperatures between -40 to -51°C (-40 and -60°F), preheat
with warm air directed into each engine for a minimum of 30 minutes
before starting the engines.
Cold weather affects engine starting in many ways: engine acceleration
is slower, ITT tends to increase rapidly, and oil pressure is higher. Pay
particular attention to the ITT and oil pressure limitations.

March 2012
Powerplant
A cold weather start is similar to a normal engine start. After selecting

START on the starter/generator switch, select and hold the SPR switch.
Move the thrust lever from CUTOFF to IDLE at 10% N2; the AIR IGN light
illuminates. As the engine begins accelerating toward idle, monitor N2,
N1, ITT, and oil pressure. As ITT reaches 300 to 400°C (572 to 752°F),
release the SPR switch. The engine continues accelerating toward idle.
The rest of the engine start procedure is similar to a normal start.
Do not exceed idle power with oil temperature below 30°C (86°F). If
ambient conditions prevent the oil from reaching 30°C (86°F), exceed
idle power to warm the oil to its normal operating temperature before
takeoff.
Soft Start Protection

To prevent shearing the tower shaft and protect against initial torque
on the starter, Learjet employs a resister and a time delay circuit on
the starter. During start, DC voltage is reduced to 10-14 Volts for the
first 1.5 seconds to ensure proper engagement of the starter gears,
and to prevent starter torque from shearing the tower shaft. After the
1.5 seconds, the voltage returns to 24-28 Volts.
NOTE: If the soft start resistor and time delay circuits fail, a
strong possibility exists that the starter may not engage
and no N2 rotation will be observed.
Cross Start Protection

When starting the second engine with a generator on-line, voltage from
the operating generator is reduced to 26.5 VDC to prevent excessive
draw across the current limiters. With high starter current demand, a
275 Amp current limiter could be blown.

March 2012

March 2012
Powerplant
Preflight
During the external preflight, physically inspect the engines for foreign
objects in the inlet, bent, nicked or cracked fan blades, and that the
exhaust nozzle is clear. Finally, check the nacelle condition and look for
any evidence of a fuel, hydraulic, or oil leak.
Engine oil level should be checked within one hour after engine
shutdown. Otherwise, for an accurate reading start the engine and allow
it to stabilize at idle before shutting down and checking oil level. Check
that the oil bypass indicator is not protruding (right side of the engine).
The engine oil filler cap and access doors on each side should be
checked for security. Check engine cowlings for security.
Refer to the Preflight chapter for additional information on the engine
preflight inspection.
CAUTIO
operation.

March 2012
Oil Servicing
Approved engine oils conforming to Garrett EMS 53110, Type II, include
the following and those listed in the aircraft and engine maintenance
manuals, and the Aircraft Flight Manual:
Aeroshell/Royco Turbine Oil 500
Aeroshell/Royco Turbine Oil 560
Castrol 5000
Exxon/Esso 2380 Turbo Oil
Mobil Jet Oil II
Mobil 254.
The listed brands of oil are mixable. The airframe and engine manufacturer
do not approve any other oils.
Check oil level at the oil tank sight-glass or with the dipstick within one
hour of engine shut down. If not checked within one hour, start the engine
and run at idle for five minutes; then check the oil level. Check the oil
level at the bottom of the sight glass float ball. Normally, engine oil filling
for the right engine is through the oil tank filler cap. Gain access to the
tank by opening the cowling access door. Turn the cap 90° clockwise to
unlock the cap and lift from tank. Ensure that the area around the filler
is clean to prevent contamination of the oil. Add sufficient oil to bring the
sight glass reading to the FULL mark. Put the filler cap on the tank and
turn 90° counterclockwise to lock. Record quantity of oil required to fill
the tank. Close access door and verify that it is secure.
Oil replenishment for the left engine is through a filler tube. Open the
lower cowling access door to gain access to the filler tube on the left
side of the engine. Push cap down while turning it 90° clockwise to
unlock. Remove cap. Ensure that the area near the filler is clean to
prevent oil contamination. Add sufficient oil to bring the level up to the
FULL mark. Record quantity added. Put filler tube back on and turn
90°counterclockwise to lock. Close access door.
Abnormal Procedures
Always refer to the CAE Operating Handbook and the Aircraft Flight
Manual for specific engine abnormal procedures.
Abnormal procedures include:
Abnormal engine operation
Engine overspeed
Engine airstart
ENG CHIP light illuminated
FUEL CMPTR light illuminated
OIL PRESS warning light illuminated
Starter engaged light remains illuminated during start.

March 2012
Powerplant
Abnormal Engine Operation

Decreasing fan or turbine speed or inappropriate fan and turbine speeds
for a given thrust lever position indicate a possible fuel computer failure.
Move the affected engine thrust lever to IDLE and turn the FUEL CMPTR
switch OFF. If fan or turbine speed appears normal, continue the flight
with the fuel computer in manual mode. Continue with the Operation
With One Fuel Computer Inoperative procedures.
Engine Overspeed
If N1 or N2 reaches 105%, immediately retard the thrust lever. Do not
turn the fuel computer off because it provides additional overspeed
protection for the engine. If the engine does not respond to thrust lever
movement, shut it down.
Engine Airstart
Observe the following engine airstart precautions:
Do not attempt an airstart after an engine fire or possible damage
On some aircraft do not perform a starter-assisted airstart at night or
in Instrument Meteorological Conditions (IMC) because the air data
computers may drop off-line resulting in flight instrument loss
Verify that one inverter is operating to power the oil pressure gauges
Do not attempt an airstart without indications of fan (N1) rotation
Immediately place the thrust lever in CUTOFF if ITT approaches
907°C (1,665°F)
Abort the start if there is no indication of oil pressure within
10 seconds
Use a starter-assisted airstart below 15% N2.
Before attempting an airstart, verify that the aircraft is within the relight
envelope. Depending on altitude and speed, turn the fuel computer on
or off. Bring the thrust lever to CUTOFF and wait 10 seconds to allow
fuel to drain from the engine. Check the fuel supply, verify that there is
fuel in the wing tank and that the ENG FIRE PULL T-handle is in; pulling
the T-handle out cuts fuel flow to the engine.
Turn the standby fuel pump switch ON, CLOSE the fuel crossflow and
fuselage tank gravity transfer switches, and turn the fuselage tank
transfer and auxiliary transfer switches OFF. Reduce the elecrical load
on the operating engine to provide sufficient power for a starter-assisted
airstart; turn the bleed air and nacelle anti-icing switches OFF.
If performing a starter-assisted airstart, turn the START/GEN switch to
START; the starter engaged light illuminates and the red LOW F PRESS
light extinguishes. If performing a windmilling airstart, turn the air ignition
switch ON; the air ignition light illuminates.

March 2012
Move the thrust lever to IDLE at 10% N2 (starter-assisted) or 15% N2
(windmilling). Check for positive fuel flow and illumination of the air
ignition light (power to the ignition units). Monitor ITT. If a light-off does
not occur within five seconds with the fuel computer on and the thrust
lever in IDLE, use the SPR switch until 300 to 400°C (572 to 752°F) ITT;
check for a temperature rise in five seconds. With the fuel computer
OFF, if a temperature rise (light-off) does not occur within 10 seconds,
abort the start. If N1 accelerates above 80%, abort the start.
Once the engine reaches 45% N2, select GEN with the starter/generator
switch. If the starter engaged light remains illuminated, one starter
contactor failed; use the Starter Engaged Light Remains Illuminated
During Start procedure. Turn the air ignition switch OFF. Check for
normal engine indications (i.e., ITT, N1, N2, oil pressure). Turn the bleed
air switch on and select anti-ice as required. Turn the jet pump and
standby fuel pumps on as required.
If the engine fails to start, move the thrust lever to CUTOFF, and turn the
starter/generator, air ignition switches, and standby fuel pump switches
OFF. Repeat engine airstart. To prevent severe battery drain and
generator burnout, do not attempt more than three consecutive airstarts.
If the engine fails to start, perform an engine shutdown.
ENG CHIP Light Illuminated

Illumination of an ENG CHIP light indicates an accumulation of ferrous
particles (metal chips) on the oil system chip detector. Monitor the
engine instruments for any indications of an engine malfunction (i.e.,
power loss, vibration). Before the next flight, investigate the cause.
FUEL CMPTR Light Illuminated

Illumination of FUEL CMPTR light indicates failure of the respective
fuel computer due to DC power loss or system failure; the computer
automatically reverts to manual mode. Check and reset the fuel computer
circuit breaker. Cycle the fuel computer switch to reset the unit. If the
engine is operating normally, leave the fuel computer switch on. With
the computer in manual mode and the switch on, the unit continues to
provide 109% N1 overspeed protection for the engine.
If the engine is operating abnormally, bring the thrust lever to IDLE and
turn the fuel computer switch off. Close the fuel crossflow switch and
turn the XFR-FILL and AUX XFR switches OFF. Turn the jet pump switch
off and standby pump switch on to prevent fuel control pneumatic icing
by recirculating fuel within the fuel control. Continue with the Operation
with One Fuel Computer Inoperative procedure.
OIL PRESS Warning Light Illuminated

The OIL PRESS light illuminates when oil pressure falls below 25 PSI.
Check the respective oil pressure gage to determine actual oil pressure,
the light may be malfunctioning. If flight conditions permit, perform a
precautionary engine shutdown.

March 2012
Powerplant
Relight Envelope

March 2012
Starter Engaged Light Remains Illuminated During
Start
If the starter engaged light remains illuminated during a ground start,
select GEN on the START/GEN switch. If the light remains illuminated,
both starter relays (1 and 2) have failed with the starter engaged. If the
light extinguishes, only the No. 1 relay failed; the starter has disengaged.
Selecting either START or OFF with the START/GEN switch re-engages
the starter. Shut down the engine, remove aircraft power, and have
maintenance correct the fault before flight. The only way to disengage
the starter is to remove power from Battery-Charging bus by turning off
both batteries.
If the starter engaged light remains illuminated during an airstart, select
GEN on the starter/generator switch. If the light extinguishes, the
No. 1 relay failed with the starter disengaged. Selecting either START or
OFF reenergizes the starter. Continue the flight and have maintenance
correct the fault before the next flight.
If the light remains illuminated during an airstart and selecting GEN does
not extinguish the light, both starter relays (No. 1 and 2) failed with the
starter engaged. Pull the respective ignition/start circuit breaker; the
corresponding GEN light illuminates to indicate loss of the generator. If
the starter engaged light extinguishes, the starter disengaged. Continue
the flight with one generator inoperative. Reduce electrical loads to
prevent overloading the operating generator. If pulling the ignition and
starter circuit breakers fails to extinguish the light, the starter is still
engaged. Reset the circuit breaker and land as soon as possible.
For the power to be removed from the engaged starter, power must also
be removed from the Battery-Charging bus. Select both main battery
and generator switches to off.
Operation with One Fuel Computer Inoperative

Engine starting and takeoff with one fuel computer inoperative is only
allowed for ferry flights to obtain maintenance. With a fuel computer
inoperative, the engine accelerates slower than with the fuel computer
operating. Even with a fuel computer inoperative in the manual mode
(fuel computer switch on and fuel computer dispatch switch in manual),
the unit continues to provide engine protection. Exercise caution to
prevent exceeding the engine limitations.
After an inflight failure of a fuel computer, keep the fuel computer switch
on to provide engine N1 overspeed protection. Monitor N1 and N2 to
prevent exceeding the engine limitations. The engine will accelerate and
respond slower to thrust lever movements; gradually make thrust lever
adjustments.

March 2012
Powerplant
Always refer to the CAE Operating Handbook and the Aircraft Flight
Manual for specific engine emergency procedures. Emergency
procedures include:
Engine failure during takeoff below V1
Engine failure during takeoff above V1
Engine failure – shutdown in flight
Engine fire – shutdown.
CAUTIO
Selecting off on the main batteries and generators induce a total
DC power failure.
Engine Failure During Takeoff – Below V1

If an engine fails below V1, abort the takeoff. Bring both thrust levers
to IDLE, apply the wheel brakes, and extend the spoilers. Pulling
the control wheel aft shifts aircraft weight onto the main wheels and
increases braking efficiency. Do not lift the nose wheel off the runway.
Deploy the drag chute (if installed) or apply reverse thrust.
NOTE: Pulling the IGN and START circuit breaker renders the
corresponding generator inoperative and causes the
respective GEN annunciator to illuminate.
Engine Failure During Takeoff – Above V1

If an engine fails above V1, continue the takeoff. Use the rudder and
ailerons to maintain directional control. Continue accelerating while
keeping the nosewheel on the ground until VR. Rotate at VR and climb
at V2. Once the aircraft attains a positive rate-of-climb, retract the gear.
Accelerate to V2 +30 and retract the flaps. Turn APR OFF.
Engine Failure – Shutdown in Flight

If engine indications, vibration, or other reasons indicate an engine
malfunction, shut down the engine. Moving the thrust lever to CUTOFF
cuts the flow of fuel from the fuel control unit to the engine. A windmilling
engine continues to drive the fuel and hydraulic pumps. Pull the ENG
FIRE PULL T-handle if there is a fuel or hydraulic leak.
Turn the yaw damper off, retrim the aircraft to compensate for
asymmetrical thrust, and then turn the yaw damper on. Turn the
engine synchronizer off to prevent the system from trying to match
engine speeds between an operative and inoperative engine. Turn the
START/GEN switch OFF. Reduce electrical loads to prevent overloading
the operating generator. Turn the bleed air switch off to obtain maximum
power from the operating engine; bleed air demands reduce engine power.
Use the crossflow fuel switch to balance fuel loads.

March 2012
Engine Failure During Approach
If an engine fails during approach, disengage the autopilot. Increase
thrust on the operating engine to compensate for the failed engine and
retract the flaps to 20°. Maintain airspeed at VREF +10 (minimum).
Retrim the rudder to compensate for asymmetrical thrust. Use the yaw
damper as desired to maintain aircraft yaw control. Continue with the
single engine approach, go around/balked landing (one engine), or
engine failure procedures.
NOTE: The EMER PRESS light is extinguished through
checklist procedures when the associated BLEED AIR
switch is selected to off.
Engine Fire – Shutdown

High turbine temperature (ITT), erratic engine operation, fluctuating
engine indications, smoke, and flashing of the ENG FIRE PULL light are
all indications of an engine fire. Immediately bring the affected engine
thrust lever to CUTOFF unless thrust requirements prevent an engine
shutdown. Pull the ENG FIRE PULL T-handle. Pulling the T-handle:
Closes the main fuel shutoff valve
Closes the hydraulic shutoff valve
Closes the bleed air shutoff valve
Illuminates the ENG EXT ARMED lights
Illuminates the EMER PRESS annunciator (emergency pressurization
inoperative on the failed engine).
Depress an illuminated ENG EXT ARMED light to fire a fire extinguisher
bottle into the engine nacelle. If the fire continues, fire the second bottle.
If both bottles fail to extinguish the fire, land as soon as possible.
Turn the yaw damper off, retrim the aircraft to compensate for
asymmetrical thrust, and then turn the yaw damper on. Turn the engine
synchronizer off. Turn both the jet pump and standby pump switches off.
Turn the START/GEN switch OFF and reduce electrical loads to prevent
overloading the operating generator. Turn the bleed air switch off to
obtain maximum power from the operating engine; bleed air demands
reduce engine power. Use the crossflow switch to balance fuel loads.

March 2012
Powerplant
Thrust Reversers Aeronca TFE731 Thrust

Reverser Limitations
Operational procedures are
mandatory
The Aeronca TFE731 thrust reversers redirect engine thrust forward to
Use thrust reversers on paved
provide additional deceleration on landing. The electrically controlled surfaces, on the ground only
and pneumatically actuated Aeronca TFE731 system is a cascade-type
Do not backup using the aircraft thrust
reverser. reversers
Pull T/R CB in flight only as directed
by emergency procedures
Components While using reversers, do not deploy
the drag chute
The Aeronca TFE731 thrust reversers (See Figure 5L-20) use engine
Do not use reverse thrust during
bleed air to power the reversers through the deploy and stow cycles. touch-and-go landings
Each thrust reverser consists of: Maximum reverse thrust is usable at
60 KIAS or above. Idle reverse thrust
Translating structure is usable at any speed
Blocker doors Limiting crosswind component using
reverse thrust is 25 Kts
Pneumatic actuator assembly
Use of EMER STOW from a deployed
Two pneumatic latches condition is limited to 70% (N1) or less
Various position and sequencing switches with airspeed below 200 KIAS.
Wiring and plumbing

Thrust reverser levers
Annunciator control panel.
Figure 5L-19: Aeronca TFE731 Thrust Reversers

March 2012
Aeronca TFE731 Thrust Reverser System
BLOCKER DOOR
YOKE ASSEMBLY
INBOARD
PNEUMATIC LATCH OUTBOARD
PINION
GEARBOX
OPERATING ROD
SEQUENCING
LATCH
GEAR
RACK
FLEXIBLE OUTBOARD
DRIVE PNEUMATIC
SHAFT LATCH
TRANSLATING
BEAM
FOLLOW-UP GEAR
(NULLING CABLE) RACK
PNEUMATIC
ACTUATOR
ASSEMBLY
TRANSLATING
BEAM
SPUR FOLLOW-UP
GEARBOX (NULLING CABLE)
FLEXIBLE
DRIVE SHAFT
BLEED
VALVE PRESSURE SWITCH
HP BLEED AIR
PNEUMATIC LATCH VALVE
HP BLEED AIR

March 2012
Powerplant
Translating Structure and Blocker Doors

The translating structure consists of components necessary to reverse
exhaust thrust. The major components of the translating structure are:
Two translating beams with gear racks and sequence latches
Two yoke assemblies with operating rods and levers
Two clamshell type blocker doors
Cascade vanes.
The cascade vanes are angles to direct engine exhaust forward during
reverser operation.
During thrust reverser deployment, the pinon gearboxes on the aft
nacelle moves the translating structure aft. When the translating structure
reaches its deployed position, sequence latches reach their catches and
disengage from the gear racks. The gear racks travel within the beam
assemblies. The gear racks move aft five inches. The gear racks actuate
the blocker doors to the closed position. Yoke assemblies on each gear
rack drive operating rods and levers that pivot the blocker doors into the
closed position. The closed blocker doors deflect engine thrust forward
through the cascade vanes.
Thrust reverser stowing reverses the deployment procedure.
Pneumatic Actuator
The pneumatic actuator assembly is in the bottom of the aft nacelle. The
assembly consists of:
Air pressure regulator/shutoff section
Directional control section
Air motor
Spur gearbox.
Integrated parts allow rotational force to deploy and stow the thrust
reversers. Engine bleed air provides power to the pneumatic actuator
and electrical signals control its actions. The spur gearbox reduces the
output speed of the air motor and transmits its rotational force through
flexible drive shafts to the pinon gearboxes.

March 2012
Position Switches
Various switches are part of the Aeronca TFE731 thrust reverser electrical
system. The switches control thrust reverser operation and indicate the
proper and improper operation of the system. Thrust reverser switches
include:
A door position indicator switch
A pneumatic latch actuated switch
A deploy signal switch.
The door position indicator switch is an electrical/mechanical installation
that senses the position of thrust reverser blocker doors. Steady
illumination of the UNLOCK light indicates the respective thrust reverser
has not fully stowed or fully deployed, or a pneumatic latch has failed to
engage after stowing or disengagement sequence. A flashing UNLOCK
light indicates the associated reverser has latched, the blocker doors
have not properly stowed, or one or both blocker door position indicator
switches have failed. If both the UNLOCK and DEPLOY lights illuminate
when the thrust reversers fully deploy, one or both of the door position
indicators has malfunctioned. During flight, a flashing UNLOCK light
indicates possible DPI switch operation, or a pneumatic latch mechanical
failure.
The pneumatic latch actuated switches perform three separate functions:
Verification that both pneumatic latches have withdrawn from the
translating beams before the pneumatic actuator provides deploy
power
Actuation of automatic stow sequence if either pneumatic latch has
unlocked and reverser receives command to deploy
Completion of a circuit to the reverser deploy switch when either
latch has unlocked.
The thrust reverser uses a deploy signal switch on the inboard pinon
gearbox. Each switch contains two switch circuits that perform separate
functions. The first circuit completes the throttle interlock release circuit,
bleed air energizing circuits, and bleed signal circuits when the reverser
has fully deployed.
The second circuit of the deploy signal switch completes a segment of
the unlocked signal circuit in any position other than deployed. When the
reverser is in the fully deployed position, the switch completes a segment
of the deployed signal circuit. The position of the deploy signal switch
determines whether the UNLOCK or DEPLOY annunciator illuminates.

March 2012
Powerplant
Thrust Reverser Levers

Two thrust reverser levers “piggyback” the thrust levers. The reverser
levers pivot on the main thrust levers and control the system through
the stow, deploy, and the adjustment of reverse idle to maximum thrust
reverse. Deploy and arming switches within the throttle quadrant control
the operation of the thrust reverser system.
The thrust reverser levers cannot go into the reverse thrust idle/deploy
position prior to thrust levers movement to the idle position.
A throttle control interlock switch, solenoid, and pawl (locking pin) in the
throttle quadrant prevent engine thrust above 45% N1 RPM until both
thrust reversers have fully deployed.
With the NORM/EMER STOW switch in NORM, the thrust reverser
levers provide all the necessary controls to operate the thrust reverser
system.
Figure 5L-20: Thrust Levers

March 2012
Annunciator Control Panel
The annunciator control panel on the glareshield gives the crew visual
indications of thrust reverser arming, deploying, and stowing as well as
malfunctions. The control panel includes:
EMER STOW indicator
Two amber UNLOCK indicators
Two amber DEPLOY indicators
Two green BLEED PRESS indicators
NORM/EMER STOW switch
TEST button.
Figure 5L-21: Annunciator Control Panel
Test Button
Pressing the TEST button on the thrust reverser annunciator control panel
opens the bleed valves and illuminates the BLEED PRESS annunciator
to indicate proper valve operation and both UNLOCK lights flash. On
S/N 037, 049, and subsequent; and aircraft with AAK 55-82-4, the
thrust reverser warning horn sounds with the TEST button pressed.
NOTE: AAK 55-82-4; Thrust Reverser Operation Improvement
(S/N 003 to 036, 038 to 048 when equipped with
thrust reversers).
Armed Condition
The thrust reverser system only operates with the EMER STOW switch
in the NORM position. The thrust reversers arm when the squat switches
indicate the aircraft is on the ground and the thrust levers at idle stop.

March 2012
Powerplant
Warning Horn
An aural warning horn will activate when either thrust lever is forward
of idle and the thrust reverser lever is not in the stowed position. The
horn will also sound if a thrust lever is forward of idle and a UNLOCK or
DEPLOY light illuminates.
Thrust Reverser Operation

Deploy Cycle
The thrust reverser system arms with the NORM/EMER STOW switch
in NORM, the aircraft weight on the wheels, and the throttle levers in
IDLE. Placing the reverse thrust levers in idle releases the interlocks
and allows the crew to lift the levers up and aft. This completes a circuit
through the idle arming switches in the throttle quadrant to the deploy
side of the reverser control relay within the thrust reverser control relay
panel box.
Electrical power flows to the pneumatic latch control valves, the deploy
coil of the directional control valve, and the air-on-valve in the pneumatic
actuator assembly through the powering of the reverser control relay.
Electrical power for the reversers is routed through the 7.5 Amp T/R
CONTROL CB on copilot’s Main bus (left ESS A bus on Learjet 55B/C).
Bleed air flows to the pneumatic latch control valves, and the latches
release. The UNLOCK annunciators illuminate when the pneumatic
latches energize.
Bleed air flows to the pneumatic actuator and drives the pinon gearboxes
through a flexible shaft drive. The pinon gearboxes move the translating
structure aft, and the reversers begin to deploy. When the translating
structure reaches the deployed position, sequence latches reach their
catches and disengage from the gear racks.
The gear racks travel within the beam assemblies and pressure forces
them five inches aft. The gear racks actuate the blocker doors through
yoke assemblies to the closed position. The nulling cable attached to the
outboard gearbox mechanically reposition the pneumatic actuator and
shuts off bleed air to the system. Once the thrust reversers have fully
deployed, the deploy limit switches actuate and complete an electrical
circuit to release the throttle release solenoid, extinguish the UNLOCKED
annunciator, and illuminate the DEPLOY annunciator.
Actuation of a pressure switch at 55% N1 during reverse thrust illuminates
the green BLEED PRESS lights. The DEPLOY and BLEED PRESS
lights remain illuminated until the thrust reversers start to stow.
At 55% N1 the open AIR ON valve in the air motor illuminates the green
BLEED PRESS annunciator, indicating bleed air is being applied to hold
the reversers in the deployed position. The light illuminates when the air
pressure reaches 40 PSI and a pressure relief valve opens. This is a
safety feature to prevent an unprogrammed stow of the reversers.
Thrust reverser deployment takes approximately two seconds.

March 2012
During single-engine operations, reverse IDLE/DEPLOY will only be
available on the operative engine. Since the inoperative engine does
not have reverse capability, the thrust lever interlocks in the throttle
quadrant, will not release and the operable engine will be limited to
IDLE/DEPLOY only.
Both thrust levers must be at idle and both reverse levers moved to the
IDLE/DEPLOY position, the interlocks will prevent both reverse thrust
levers from moving past the IDLE/DEPLOY position.
Under the throttle quadrant, a solenoid interlo ck will not release and
reverse thrust will not be available above 45% N1 when the deploy lights
are illuminated and the pilot has applied excessive back pressure on
the reverse levers. When excessive pressure has been reduced, normal
reverse will be available above 45% N1.
Stow Cycle
Placing the thrust reverser levers in stow (full forward and down)
operates the reverser control switches that energize the reverser control
relays to the stow position. The reverse levers in the stow position signal
the pneumatic actuator to reverse direction and turn bleed air back on.
The DEPLOY annunciator extinguishes and the UNLOCK annunciator
illuminates. The reverse thrust lever interlock engages and prevents the
crew from selecting high thrust levels while the thrust reversers are in
motion.
The blocker doors rotate to the full open position during the first moments
of gear rack travel. As the gear racks enter the sequencing latches, the
gear rack latches engage and lock the translating beams and gear racks
together.
The translating structure continues forward toward the fully stowed
position. The latches engage and the nulling cable turns off bleed air
to the pneumatic actuator. The UNLOCK annunciators extinguish. The
thrust reverser is in the armed condition.
As the engine RPM decreases and the engines reach reverse idle
(45% N1), the thrust reverser can be stowed.
Automatic Stow Cycle

The automatic stow cycle activates whenever the thrust reverser
UNLOCK annunciator illuminates in flight if a pneumatic latch disengages
with the thrust levers above idle and the thrust reverser levers in the
stow position.
The thrust reverser system automatically routes bleed air to the pneumatic
actuator to drive the translating assembly towards the stow position. The
actuator continuously applies torque to the translating assembly until
the thrust reverser pneumatic latches re-engage. Electrical power for
the automatic stow feature is applied from the 7.5 Amp T/R CB on the
copilot’s Main bus (L ESS A, Learjet 55B/C).

March 2012
Powerplant
Emergency Stow Cycle

Selecting EMER STOW, removes electrical power from the normal
thrust reverser electrical system and a 5 Amp T/R EMERG STOW CB
on pilot’s ESS A bus (L Power bus on Learjet 55B/C) supplies power
directly to both air-on-valves and pneumatic actuators to stow the thrust
reversers. The EMER STOW light remains illuminated as long as the
NORMAL-EMER STOW switch is in EMER STOW selection.
The thrust reverser will not deploy with the NORM/EMER STOW switch
in the EMER STOW position.
NOTE: On aircraft 55-037, 55- 049 and subsequent and
prior aircraft incorporating AAK 55-82-4, the thrust
reverser warning horn shall sound when the test switch
is depressed.

Preflight
During the exterior inspection, check condition and that upper and lower
blocker doors have completely stowed.
Test the bleed valve by depressing the TEST switch on the thrust reverser
control panel. This opens the bleed valve and illuminates the BLEED
PRESS lights to indicate proper valve operation and both UNLOCK
lights shall flash. Refer to the CAE Operating Handbook for complete
Before Takeoff checklist for Aeronca thrust reversers.
Abnormal Procedures
Refer to the CAE Operating Handbook for emergency and abnormal
procedures.
UNLOCK Light in Flight (Thrust Reversers Not Deployed)

Illumination of the UNLOCK annunciator indicates that the thrust reverser
is not fully stowed, and the thrust reverser is in an unsafe condition.
Reduce airspeed and bring the affected engine to idle thrust. In addition,
if a pneumatic latch fails to engage after emergency stowing, the
associated UNLOCK light will remain illuminated. If a pneumatic latch
becomes disengaged any other time, the UNLOCK light will illuminate
until the latch becomes reengaged. The auto stow circuits activate with
an UNLOCK light illumination if the thrust reverser levers are in the
stowed position. If the auto stow does not extinguish the UNLOCK light,
initiate the emergency stow sequence through checklist procedures.
If the UNLOCK annunciator extinguishes reapply engine thrust on the
affected engine. Continue the flight and contact maintenance before the
next flight.

March 2012
If the UNLOCK light remains illuminated, put NORM/EMER STOW
switch in EMER STOW, turn affected BLEED AIR switch ON, and apply
engine thrust as required.
If the UNLOCK light flashes, apply engine thrust as required to maintain
flight. A flashing unlock light indicates door position switch malfunction
or a pneumatic latch mechanical failure. Use normal landing and thrust
reverser operation. After thrust reverser operation and stowing, the
UNLOCK light may extinguish. Correct malfunction before next flight.
NOTE: If an UNLOCK light remains illuminated with a DEPLOY
light, reverse thrust is allowed. If the flight is to be
continued, both thrust reversers should be pinned if
maintenance cannot be performed.
Inadvertent Thrust Reverser Deployment During Flight

If a thrust reverser deploys in flight, maintain directional control with
rudder and aileron, and bring the affected engine to idle thrust. Reduce
airspeed and perform an emergency stow on the affected thrust reverser.
If the UNLOCK or DEPLOY annunciators do not extinguish, shut the
engine down, and land as soon as practical.
Landing with One Thrust Reverser Deployed

Landing with one thrust reverser deployed requires a single engine
approach; the deployed thrust reverser increases drag. After landing
assured, bring the flaps to 40 and slow to VREF. After landing, bring both
thrust reverser levers to idle deploy only and maintain control of the
aircraft using the rudder, brakes and nosewheel steering. The thrust
reverser interlocks in the pedestal will not release the operative engine
beyond the IDLE/DEPLOY position.
Emergency Procedure
Inadvertent Thrust Reverser Deployment During Takeoff
If a thrust reverser deploys before V1, abort the takeoff by applying
brakes, and extending spoilers. Bring both engines to reverse idle.
If a thrust reverser deploys after V1, continue the takeoff. Maintain
directional control of the aircraft, and bring the affected engine to idle.
The deployed thrust reverser causes the aircraft to yaw towards the
inoperative engine. Perform an emergency stow of the affected thrust
reverser, accelerate, rotate, and climb at normal speeds. If the UNLOCK
and DEPLOY lights do not extinguish, shut down affected engine and
land as soon as practical.

March 2012
Powerplant
UNLOCK Light After Normal Deploy

If, during landing, the UNLOCK lights do not go out when the DEPLOY
lights illuminate, reverse thrust operation is permitted. Repair or pin
affected thrust reverser(s) prior to next takeoff.
NOTE: If the UNLOCK light is illuminated steady, recycling
the thrust reverser to extinguish the light may damage
the thrust reverser if the blocker doors are not properly
stowed. If the UNLOCK light is flashing, damage has
occurred.
Failure to Stow After Landing

CAUTIO
Do not attempt to recycle the thrust reverser. The respective
blocker doors may not be properly stowed. The thrust reverser
must be repaired or pinned prior to takeoff.
A failure to stow after a normal landing will be indicated by illumination of

the affected thrust reverser UNLOCK and/or DEPLOY lights.
If DEPLOY and BLEED PRESS lights remain illuminated:
NORMAL-EMER STOW switch – EMER STOW
If reverser does not stow, shut down affected engine.
If DEPLOY light remains illuminated:
Affected Engine Main Thrust Level – Check, Idle.
NORMAL-EMER STOW switch – EMER STOW
If UNLOCK light remains illuminated:
Shut down affected engine.

March 2012

March 2012
Powerplant
Data Summary
Thrust Reverser System – Aeronca

TFE731
Power Source Engine bleed air Essential
A L/R buses (Learjet 55)
Control Piggy-back thrust reverser levers
EMER STOW switch
Test Button
Monitor Indicators
UNLOCK/DEPLOY
EMER STOW
BLEED PRESS
Warning horn
Protection Autostow (with unsatisfactory deploy condition)
Emergency stow (pilot-selected)
Two mechanical latches per reverser assembly
Thrust reverser lever lock-out
Asymmetrical thrust prevention
Failsafe design that prevents inadvertent deployment in flight

March 2012

March 2012

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Pilot Training Manual Pilot Training Manual Revision 3

Copyright © 2013, CAE, Inc.

Excerpted materials used in this publication

Printed in the United States of America.

The Staff of CAE

Learjet 55 For Training Purposes Only 1-1

1-2 For Training Purposes Only Learjet 55

Using this Manual

Learjet 55 For Training Purposes Only 1-3

1-4 For Training Purposes Only Learjet 55

Learjet 55 For Training Purposes Only 2-1

2-2 For Training Purposes Only Learjet 55

Unusable Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34

Learjet 55 For Training Purposes Only 2-3

2-4 For Training Purposes Only Learjet 55

Learjet 55 For Training Purposes Only 2-5

2-6 For Training Purposes Only Learjet 55

Learjet 55 For Training Purposes Only 2-7

Table 2-1: Effective Perceived Noise Levels

2-8 For Training Purposes Only Learjet 55

Collins APS-85 Autopilot/Flight Guidance System

 Do not attempt an airstart without an indication of fan rotation

Learjet 55 For Training Purposes Only 2-9

2-10 For Training Purposes Only Learjet 55

Figure 2-1: Relight Envelope

Learjet 55 For Training Purposes Only 2-11

Table 2-2: Minimum RAT for Fuel Types

NOTE: AAK 55-84-1; Replacement of ram air temperature

Figure 2-2: Ambient temperature Limits

2-12 For Training Purposes Only Learjet 55

Learjet 55 For Training Purposes Only 2-13

Figure 2-3: Airspeed/Mach limits

2-14 For Training Purposes Only Learjet 55

 Learjet 55/55B: Should not deliberately exceed VMO/MMO in any flight

 Refer to the appropriate Airspeed/Mach Limits chart in AFM Section I.

 V1, Critical Engine Failure Speed

Learjet 55/55B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 KTS

Learjet 55 For Training Purposes Only 2-15

2-16 For Training Purposes Only Learjet 55

Takeoff Power Setting

Figure 2-4: Takeoff Power Setting (Anti-Ice Off)

Learjet 55 For Training Purposes Only 2-17

Figure 2-5: Takeoff Power Setting (Nacelle HT Only)

2-18 For Training Purposes Only Learjet 55

Takeoff Power Setting

Figure 2-6: Takeoff Power Setting (Full Anti-Ice)

Learjet 55 For Training Purposes Only 2-19

Maximum Certified Takeoff Weight:

 The takeoff weight is limited by the most restrictive of the following

2-20 For Training Purposes Only Learjet 55

Maximum Certified Landing Weight:

 The landing weight is limited by the most restrictive of the following

Learjet 55 For Training Purposes Only 2-21

Takeoff and Landing Operational Limits

Freon Cooling System

Maximum Pressure Altitude

Runway Water/Slush Accumulation

Do not attempt an airstart without an indication of fan rotation

Learjet 55/55B: Should not deliberately exceed VMO/MMO in any flight

Refer to the appropriate Airspeed/Mach Limits chart in AFM Section I.

V1, Critical Engine Failure Speed

The takeoff weight is limited by the most restrictive of the following

The landing weight is limited by the most restrictive of the following

To assure proper yaw damper operation, the Before Starting

On Learjet 55/55B, the stall warning system must be on and

Set trim for all axis prior to takeoff

The yaw dampers must be off for all takeoffs

On aircraft with fuel heaters, anti-icing additive is not a requirement.

Adjust the engine electronic fuel computer to the recommended