Learjet 55

Cockpit Reference Handbook

August 2010
Notice: This Learjet 55 Cockpit Reference Handbook 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 Manuals.

SimuFlite

Copyright © 2010, SimuFlite Training International.

All rights reserved.

Excerpted Material used in this publication

have been reproduced with permission of
Learjet, Inc.

Printed in the United States of America.

 Welcome to CAE SimuFlite!

Our goal is a basic one: to enhance your safety, proficiency

and professionalism within the aviation community. All of us
at CAE SimuFlite know that the success of our company
depends upon our commitment to your needs. We strive for
excellence by focusing on our service to you.

We urge you to participate actively in all training activities.

Through your involvement, interaction, and practice, the full
value of your training will be transferred to the operational
environment. As you apply the techniques presented
through CAE SimuFlite training, they will become “second
nature” to you.

Thank you for choosing CAE SimuFlite. We recognize that

you have a choice of training sources. We trust you will find
us committed to providing responsive, service-oriented
training of the highest quality.

Our best wishes are with you for a most successful and
rewarding training experience.

The Staff of CAE SimuFlite

Learjet 55 Developed for Training Purposes 1-1

March 2002
CAE SimuFlite
This page intentionally left blank.

1-2 Developed for Training Purposes Learjet 55

March 2002
 Introduction

Introduction
CAE Simuflite created this reference handbook for cockpit use.
It is an abbreviated version of the CAE Simuflite Technical
Manual and includes international flight planning information.
Please refer to the front of each chapter for a table of contents.
The Procedures chapter contains four elements: Preflight
Inspection, Expanded Normal Procedures, a sample Standard
Operating Procedure (SOP), and Maneuvers.
The Limitations chapter contains general, operational, and
aircraft systems limitations.
The alphabetically arranged Systems chapter includes text for
particular systems and relevant color schematics.
The Flight Planning chapter includes maximum allowable
takeoff and landing weight flow charts and a sample weight and
balance form. International flight planning information includes
a checklist, a glossary of frequently used international flight
operation terms, and sample flight plan forms (ICAO and FAA)
with completion instructions.
The Servicing chapter contains servicing specifications and
checklists for fueling, defueling, and other servicing procedures.
The Emergency Information chapter provides basic first aid
instructions.
Information in the Conversion Tables chapter may facilitate
your flight planning and servicing computations.

Learjet 55 Developed for Training Purposes 1-3

March 2002
CAE SimuFlite
This page intentionally left blank.

1-4 Developed for Training Purposes Learjet 55

March 2002
Operating Procedures
This chapter contains four sections: Preflight Inspection,
Expanded Normal Procedures, a sample Standard Operating
Procedure (SOP), and Maneuvers. Although these procedures
are addressed individually, their smooth integration is critical to
ensuring safe, efficient operations.
Preflight Inspection contains an abbreviated checklist for the
exterior inspection as well as preflight cockpit and cabin
checks.
Expanded Normal Procedures presents checklists for normal
phases of flight. Each item, when appropriate, is expanded to
include cautions, warnings, and light indications. Supplemental
Deicing information is also included at the end of this chapter.
Standard Operating Procedures details Pilot Flying/Pilot Not
Flying callouts and verbal or physical responses.
Maneuvers contains pictorial representations of specific
maneuvers.

Learjet 55 Developed for Training Purposes 2-1

March 2002
CAE SimuFlite
This page intentionally left blank.

2-2 Developed for Training Purposes Learjet 55

March 2002
Preflight Inspection
Table of Contents
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-3
Preflight Inspection Walkaround Path . . . . . . . . . . . . . . 2A-4
Power Off Inspection – Exterior Walkaround . . . . . . . . . 2A-4
A Left Forward Fuselage . . . . . . . . . . . . . . . . . . . . . . . . 2A-4
B Nose Gear Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-5
C Right Forward Fuselage . . . . . . . . . . . . . . . . . . . . . . . 2A-6
D Right Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-7
E Right Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-8
F Right Wing – Forward . . . . . . . . . . . . . . . . . . . . . . . . . 2A-9
G Right Wing – Aft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-10
H Right Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-11
I Right Aft Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-12
J Tail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-13
K Tailcone Compartment . . . . . . . . . . . . . . . . . . . . . . . 2A-14
L Left Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-15
M Left Wing – Aft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-16
N Left Wing – Forward . . . . . . . . . . . . . . . . . . . . . . . . . 2A-17
O Left Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-18
P Left Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-18
Power On Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-19
Cabin Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-20

Learjet 55 Developed for Training Purposes 2A-1

March 2002
CAE SimuFlite
This page intentionally left blank.

2A-2 Developed for Training Purposes Learjet 55

March 2002
 Preflight Inspection

General
Before starting the exterior inspection, obtain the following:
Q flashlight
Q
standard screwdriver
Q
fuel sampler
Q
step stool
Q
container for fuel sample disposal.
The following is a generalized exterior inspection.
All Surfaces . . . . . . . . . . . . FREE FROM SNOW/ICE/FROST
Protective Covers/Plugs . . . . . . . . . . . . . . . . REMOVE/STOW
Remove safety covers from the engines, static ports, stall
warning vents, pitot probes, starter/generator inlets, and
APU inlets.
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 is anticipated, check actual operation of

navigation and strobe lights.

Learjet 55 Developed for Training Purposes 2A-3

March 2002
CAE SimuFlite

Preflight Inspection Walkaround Path Power Off Inspection – Exterior

Walkaround
Unfold the Preflight Inspection Walkaround Path diagram for
ease of reference. Letters A through P identify each segment of
B the walkaround inspection.
Before performing the Power Off checks, remove and stow the
controls lock.
C
A Left Forward Fuselage
Upper Door Hinges/Seal . . . . . . . . . . . GOOD CONDITION
A
Left Windshield . . . . . . . . . . . . . . . . CLEAN/UNDAMAGED
Left Defog Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
D
Alcohol Discharge Outlet. . . . . . . . . . . . . . . . . . . . . CLEAR
P
Left Pitot/Static Tube Cover. . . . . . . . . . . . . . . . . . REMOVE

N F ¶Left Pitot/Static Probe . . . . . . . . . . . . . . . CLEAR/CLEAN

O E
CAUTION: Do not rub fingers over static ports.

M G ¶Left Stall Warning Vane . . . . . FREE MOVEMENT/DOWN

L H Left Pitot/Static Drain Valves . . . . . . . . . . . . DRAIN/CLOSE
Do not rotate the valve stems because this may damage the
K I O-rings. Drain only if moisture in the system is suspected.

2A-4 Developed for Training Purposes Learjet 55

March 2002
 Preflight Inspection

Left Nose Baggage Door . . . . . . . . . . . . . . GOOD CONDITION

¶ Door . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE/SECURE
Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLUSH
Camlock Fasteners . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Oxygen Blowout Disc (if installed). . . . . . . . . . . . IN PLACE
A missing disc indicates oxygen bottle overpressure dis-
charge.

B Nose Gear Area

Nose Gear/Wheel Well . . . . . . . . . . . . . . . . . . . NO LEAKAGE
Hydraulic Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
¶ Nose Wheel/Tire . . . . . . . . . . . . . . UNDAMAGED/SECURE
Tire Chine . . . . . . . . . . . . . . . . . 3/4 INCH FROM GROUND
Nose Gear Strut Extension . . . . . . . . . . 1.30 TO 8.16 INCHES
Uplatch Roller . . . . . . . . . . . . . . . . . . . . . .FACING FORWARD
Nose Gear Doors . . . . . . . . . . . . . . . . SECURE/UNDAMAGED
Radome/Erosion Shoe. . . . . . . . GOOD CONDITION/SECURE
Radome Bonding Strips . . . . . . . . . . . . . . . . . . . . SECURE
Drain Holes . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN/CLEAR

Learjet 55 Developed for Training Purposes 2A-5

March 2002
CAE SimuFlite

C Right Forward Fuselage

Total Temperature Probe
(SAT/TAS Probe) . . . . . . . . . . . . . . . . . . . . . . . CLEAN/CLEAR
Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Pressurization Static Port. . . . . . . . . . . . . . . . . CLEAN/CLEAR
¶ Right Stall Warning Vane . . . . . FREE MOVEMENT/DOWN
¶ Right Pitot/Static Probe . . . . . . . . . . . CLEAR/UNDAMAGED
Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Nose Compartment Door Seal. . . . . . . . . . . . . . UNDAMAGED
Nose Compartment Door. . . . . . . . . . . . . . .CLOSED/SECURE
Right Defog Outlet . . . . . . . . . . . . . . . . . CLEAR/UNDAMAGED
Copilot's Wing Inspection Light . . . . . . . UNDAMAGED/CLEAN

2A-6 Developed for Training Purposes Learjet 55

March 2002
 Preflight Inspection

D Right Fuselage
Rotating Beacon . . . . . . . . . . . . . . . . UNDAMAGED/SECURE
Lower Fuselage/Antennas . . . . . . . . . UNDAMAGED/SECURE
Fuel Drains (7) . . . . . . . . . . . . . . . . . . . . . . . . . .DRAIN/CHECK
Cabin Windows . . . . . . . . . . . . . . . UNDAMAGED/NO BULGE
Emergency Exit . . . . . . . . . . . . . . FLUSH/GOOD CONDITION
Upper Fuselage/Antennas . . . . . . . . . UNDAMAGED/SECURE
Dorsal Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE/CLEAR
¶ Fuselage Filler Door . . . . . . . . . . . . . . . . . . . . . . . SECURE
¶ Right Engine Inlet . . . . . . . . . . GOOD CONDITION/CLEAR
¶ Front Fan Blades . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
Pt2/Tt2 Probe . . . . . . . . . . . . . . . . . . . . . UNDAMAGED/CLEAN
Generator Cooling Scoop . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Learjet 55 Developed for Training Purposes 2A-7

March 2002
CAE SimuFlite

E Right Main Gear

Right Main Gear/Wheel Well . . . . . . . . . . . . . . . NO LEAKAGE
Hydraulic Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Landing Light . . . . . . . . . . . . . SECURE/VERTICAL FILAMENT
Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Inboard Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
¶ Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
¶ Tires . . . . . . . . . . . . . . . . . . CHECK WEAR/CORD/TREAD
Both tires should have equal pressure.
¶ Brakes. . . . . . . . . . . . . . . . . . SET/0.33-INCH CLEARANCE
Landing Gear Strut Minimum Extension . . . . . . . . . . . . 1 INCH
See Servicing Chapter for more information.

2A-8 Developed for Training Purposes Learjet 55

March 2002
 Preflight Inspection

F Right Wing – Forward

Wing Leading Edge . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
Stall Strips
(Triangles, if installed) . . . . . . . . . . . ALL PRESENT/SECURE
Stall Fences
Learjet 55/55B (2) . . . . . . . . . . . . UNDAMAGED/SECURE
Learjet 55C (3) . . . . . . . . . . . . . . . UNDAMAGED/SECURE

CAUTION: Stall fences are crucial to maintaining safe

flight characteristics.

Inboard Fuel Vent Ram Airscoop . . . . . . . . . . . CLEAN/CLEAR

Wing Access Panels . . . . . . . . . . . . . SECURE/NO LEAKAGE
Outboard Fuel Vent Ram Airscoop . . . . . . . . . CLEAN/CLEAR
Vent Sump . . . . . . . . . . . . . . . . . . . . . . . DRAIN/NO LEAKAGE
¶ Wing Fuel Filler Cap . . . . SECURE/FLUSH/POINTING AFT

Learjet 55 Developed for Training Purposes 2A-9

March 2002
CAE SimuFlite

G Right Wing – Aft

Navigation/Strobe Lights . . . . . . . . . . . . . . . . . . UNDAMAGED
Winglet. . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED/SECURE
Static Discharge Wicks . . . . . . . . . . ALL PRESENT/SECURE/
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . FREE MOVEMENT
Balance Tab Pushrods . . . . . . . . . . . . . . . . . . . . . SECURE
Aileron Brush Seal . . . . . . CHECK SILICONE LUBRICANT
Drain Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Boundary Layer
Energizers (45) . . . . . . . . . . . . . . . . . ALL PRESENT/SECURE

CAUTION: A missing BLE affects the safe flight char-

acteristics of the aircraft and restricts maximum air-
speed (MMO) to Mach 0.78.

Spoiler . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION CHECKED

Flap . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE/UNDAMAGED

2A-10 Developed for Training Purposes Learjet 55

March 2002
 Preflight Inspection

H Right Engine
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Filler Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Access Door . . . . . . . . . . . . . . . . . . . . . . . CLOSE/SECURE

CAUTION: Ensure the yellow marks align when secur-

ing the filler cap; an oil loss can occur if the cap loosens
during engine operation.

Oil Filter Bypass Indicator . . . . . . . . . . . . . . . NOT EXTENDED

CAUTION: If the oil filter bypass indicator is extended,

the filter is bypassing and requires maintenance before
dispatch.

Nacelle Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

Engine Gang Drain . . . . . . . . . . . . . . . . CLEAR/NO LEAKAGE
¶ Engine Turbine Blades/Exhaust Area . . . . . . UNDAMAGED
¶ Thrust Reverser Assembly (if installed)
CHECK
Blocker Doors . . . . . . . . FLUSH WITH EXHAUST NOZZLE
There should be no more than a 0.25-inch gap between the
aft nacelle and the engine nacelle.

Learjet 55 Developed for Training Purposes 2A-11

March 2002
CAE SimuFlite

I Right Aft Fuselage

¶ Single-Point Fueling Access Doors. . . . . . . . . . . . SECURE
Hydraulic Service Compartment . . . . . . . . . . . . . . . . . . CHECK
Service Door . . . . . . . . . . . . . OPEN WITH SCREWDRIVER
Accumulator Gage Reading (minimum) . . . . . . . . .750 PSI
Service Port Caps . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Service Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
NOTE: On S/N 090 to 123, there is a spring-loaded
inspection door on the access door for accumulator pres-
sure checking. On S/N 124 to 147 (Learjet 55B/C) and
prior aircraft with FCN 85-17, an inspection window
allows checking of the gage without opening the service
door.

Aft Fuel Drains (10) . . . . . . . . . . . . . . . DRAIN/SAMPLE FUEL

Fuselage Vent and Single-Point
Fueling Pressure Vent Screen . . . . . . . . . . . . . CLEAN/CLEAR
Battery Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

2A-12 Developed for Training Purposes Learjet 55

March 2002
 Preflight Inspection

J Tail
Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
Right VOR/LOC and ELT Antennas. . . . . . . . . . UNDAMAGED
Drag Chute Cap (if installed) . . . . . . . . . . . . . . . . . . SECURE
A full inspection is required every six months.
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSPECT
Examine the vertical and horizontal stabilizers, elevators,
rudder, trim tab for appearance and security, and all drain
holes clear.
Static Dischargers . . . . . . . . . . . . . . . ALL PRESENT/SECURE
Learjet 55/55B have eight static dischargers, while Learjet
55C has nine.
Horizontal Stabilizer BLEs
(Learjet 55C) . . . . . . . . . . . . . . . . . . . ALL PRESENT/SECURE
Navigation and Strobe Lights . . . . . . . UNDAMAGED/SECURE
VLF/H-Field Antenna
(if installed). . . . . . . . . . . . . . . . . . . . UNDAMAGED/SECURE
Tailcone Cap . . . . . . . . . . . . . . . . . . . . . . . . SEALED/SECURE
Oxygen Discharge Disc . . . . . . . . . . . . . . . . . . . . . . PRESENT
A missing disc indicates the oxygen bottle has overpressur-
ized and vented overboard. Have maintenance service the
bottle and replace the indicator disc.
Left VOR/LOC and
ELT Antennas . . . . . . . . . . . . . . . . . . UNDAMAGED/SECURE

Learjet 55 Developed for Training Purposes 2A-13

March 2002
CAE SimuFlite

K Tailcone Compartment
Tailcone Compartment. . . . . . . . . . . . . . . . . . . . NO LEAKAGE
Drag Chute Canister . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Riser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOOK/STOW
Control Cables . . . . . . . . . . . . . . . . . . . GOOD CONDITION
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSPECT
Current Limiters . . . . . . . . . . . . . . . . . . . INTACT/NOT BLOWN
Hydraulic Reservoir . . . . . . . . . . . . . . . . . . CHECK QUANTITY
The hydraulic system must be at zero PSI (i.e., no pressure)
for a proper quantity check.
Freon Compressor Belt . . . . . . . . . . . SECURE/UNDAMAGED/
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROPER TENSION
¶ Tailcone Access Door . . . . . . . . . . . . . . . . CLOSE/SECURE

2A-14 Developed for Training Purposes Learjet 55

March 2002
 Preflight Inspection

L Left Engine
Aft Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Fire Extinguisher Indicator Discs (2) . . . . . . . . . . . . PRESENT
Q Yellow disc missing indicates normal fire extinguisher
discharge into engine.
Q Red disc missing indicates bottle overpressurization due
to excessive temperature and overboard discharge.
Oil Filter Bypass Indicator . . . . . . . . . . . . . . . NOT EXTENDED
CAUTION: If the oil filter bypass indicator is extended,
the filter is bypassing and requires maintenance before
dispatch.

¶ Thrust Reverser Assembly (if installed). . . . . . . . . .CHECK

Blocker Doors . . . . . . . . FLUSH WITH EXHAUST NOZZLE
There should be no more than a .25-inch gap between
the aft nacelle and the engine nacelle.
¶ Engine Turbine Blades/Exhaust Area . . . . . . UNDAMAGED
Engine Gang Drain . . . . . . . . . . . . . . . . CLEAR/NO LEAKAGE
Nacelle Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Filler Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Access Door . . . . . . . . . . . . . . . . . . . . . . . CLOSE/SECURE

CAUTION: Ensure the yellow marks align when securing

the filler cap; an oil loss can occur if the cap loosens dur-
ing engine operation.

Learjet 55 Developed for Training Purposes 2A-15

March 2002
CAE SimuFlite

M Left Wing – Aft

Flap . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE/UNDAMAGED
Spoiler . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CONDITION
Boundary Layer
Energizers (45) . . . . . . . . . . . . . . . . . ALL PRESENT/SECURE
CAUTION: A missing BLE affects the safe flight charac-
teristics of the aircraft and restricts maximum airspeed
(MMO) to Mach 0.78.

Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . FREE MOVEMENT

Balance Tab Pushrods . . . . . . . . . . . . . . . . . . . . . SECURE
Aileron Brush Seal . . . . . . CHECK SILICONE LUBRICANT
Drain Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Static Discharge Wicks . . . . . . . . . . ALL PRESENT/SECURE/
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
Winglet. . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED/SECURE
Navigation/Strobe Lights . . . . . . . . . . . . . . . . . . UNDAMAGED

2A-16 Developed for Training Purposes Learjet 55

March 2002
 Preflight Inspection

N Left Wing – Forward

¶ Wing Fuel Filler Cap . . . . SECURE/FLUSH/POINTING AFT
Outboard Fuel Vent Ram Airscoop . . . . . . . . . CLEAN/CLEAR
Vent Sump . . . . . . . . . . . . . . . . . . . . . . . DRAIN/NO LEAKAGE
Wing Access Panels . . . . . . . . . . . . . SECURE/NO LEAKAGE
Inboard Fuel Vent Ram Airscoop . . . . . . . . . . . CLEAN/CLEAR
Stall Fences
Learjet 55/55B (2) . . . . . . . . . . . . UNDAMAGED/SECURE
CAUTION: Stall fences are crucial to maintaining safe
flight characteristics.

Learjet 55C (3) . . . . . . . . . . . . . . . UNDAMAGED/SECURE

Stall Strips
(Triangles, if installed) . . . . . . . . . . . ALL PRESENT/SECURE
Wing Leading Edge . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED

Learjet 55 Developed for Training Purposes 2A-17

March 2002
CAE SimuFlite

O Left Main Gear

Left Main Gear/Wheel Well . . . . . . . . . . . . . . . . NO LEAKAGE
Hydraulic Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Landing Light . . . . . . . . . . . . . SECURE/VERTICAL FILAMENT
Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Inboard Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
¶ Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
¶ Tires . . . . . . . . . . . . . . . . . . CHECK WEAR/CORD/TREAD
Both tires should have equal pressure.
¶ Brakes. . . . . . . . . . . . . . . . . . SET/0.33-INCH CLEARANCE
Landing Gear Strut Minimum Extension . . . . . . . . . . . . 1 INCH
See Servicing Chapter for more information.

P Left Fuselage
¶ Left Engine Inlet . . . . . . . . . . . GOOD CONDITION/CLEAR
¶ Front Fan Blades . . . . . . . . . . . . . . . . . . . . . UNDAMAGED
Pt2/Tt2 Probe . . . . . . . . . . . . . . . . . . . . . UNDAMAGED/CLEAN
Generator Cooling Scoop . . . . . . . . . . . . . . . . . . . . . . . CLEAR
After completing the exterior inspection, return to the cockpit
to accomplish the Power On checks.

2A-18 Developed for Training Purposes Learjet 55

March 2002
 Preflight Inspection

Power On Checks
Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH ON
Pitot Heat Switches . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH ON
Stall Warning Switches (Learjet 55/55B). . . . . . . . . . BOTH ON
Exterior Light Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
With the above switches on, exit the cockpit and quickly
walk around the aircraft to verify light, pitot heat, and stall
warning heat operation. Re-enter the cockpit.
Above Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Learjet 55 Developed for Training Purposes 2A-19

March 2002
CAE SimuFlite

Cabin Inspection
¶ Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
¶ Emergency Exit. . . . . . . . . . . . . . . . . . . . . . .CLOSE/LATCH
Ensure handle points aft, the lock pin is removed, and there
is clear access to the door.
¶ Lavatory Container . . . . . . . . . . . . . . . . . . . . . . . . . . EMPTY
¶ Aisle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
¶ Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . COMPLETE
According to Part 91.519 requirements, the pilot-in-com-
mand or a crewmember 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 the above information should be available
to each passenger to supplement the oral briefing.

2A-20 Developed for Training Purposes Learjet 55

March 2002
 Expanded Normal Procedures

Expanded Normals
Table of Contents
Checklist Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-5
Cockpit Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-6
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-7
Storage and Restoring . . . . . . . . . . . . . . . . . . . . . . . . . 2B-69
Hot Weather and Desert Operations . . . . . . . . . . . . . . 2B-76
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . 2B-77
Before Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . 2B-11
Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-32
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-38
Taxi and Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . 2B-43
Runway Lineup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-45
After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-47
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-49
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-49
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-49
Transition Level (or FL 180) Checks . . . . . . . . . . . . . . 2B-50
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-51
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-52
Go-Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-53
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-54
After Landing/Clearing Runway . . . . . . . . . . . . . . . . . . 2B-55
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-56
Quick Turnaround . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-58

Learjet 55 Developed for Training Purposes 2B-1

July 2007
CAE SimuFlite
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-59
Runway Lineup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-60
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-63
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-63
Towing/Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-64
Towing Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-65
Nose Gear Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-66
Main Gear Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-67
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-68
Parking (0 to 7 Days) . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-69
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-69
Flying Storage (7 to 30 Days) . . . . . . . . . . . . . . . . . . . 2B-70
Prolonged Storage (31 Days to 6 Months) . . . . . . . . . . 2B-70
Indefinite Storage (More than 6 Months) . . . . . . . . . . . 2B-73
Restoring from Flying Storage (7 to 30 Days) . . . . . . . 2B-74
Restoring from Prolonged Storage
(31 Days to 6 Months) . . . . . . . . . . . . . . . . . . . . . . . . . 2B-75
Restoring from Indefinite Storage
(More than 6 Months) . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-76
Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-76
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-77
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-77
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-77
Shutdown and Postflight . . . . . . . . . . . . . . . . . . . . . . . 2B-77
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-77
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-78

2B-2 Developed for Training Purposes Learjet 55

July 2007
 Expanded Normal Procedures

Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-79
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-79
After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-79
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-80
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-81
After Clearing Runway . . . . . . . . . . . . . . . . . . . . . . . . . 2B-81
Shutdown/Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-81
Deicing Supplemental Information . . . . . . . . . . . . . . . . 2B-82
Post Deicing Procedures . . . . . . . . . . . . . . . . . . . . . . . 2B-86

Learjet 55 Developed for Training Purposes 2B-3

July 2007
CAE SimuFlite
This page intentionally left blank.

2B-4 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Checklist Usage
Normal Procedures
Tasks are executed in one of two ways:
Q as a sequence that uses the layout of the cockpit controls
and indicators as cues (i.e., “flow pattern”)
Q
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 PM 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:
Q
use of either the cockpit layout or event cues to prompt cor-
rect switch and/or control positions
Q
use of normal checklist as “done” lists.
Items marked with an asterisk (*) shall be accomplished on the
first flight of the day.

Learjet 55 Developed for Training Purposes 2B-5

September 2003
CAE SimuFlite

Cockpit Flow Pattern

2B-6 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Normal Procedures
Upon entering the cockpit, verify the following switch positions
before starting any checks.
Start/Gen Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/ON

NOTE: On aircraft with lead acid batteries, do not

attempt a battery start with less than 24V DC each battery
at 70°F (21°C) or below, or less than 25V DC each battery
at 110°F (43°C) or above. Interpolate for temperatures
between 70 and 110°F (21 and 43°C).

On aircraft with nickel-cadmium batteries, do not

attempt a battery start with less than 23V DC each battery.

BAT 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BAT 1

Check for proper voltage.
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
Emergency Batteries . . . . . . . . . . . . . . . . . . . . . CHECKED/ON
Aircraft with Single Emergency Battery System:
EMERG BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Check attitude gyro for starting and erection and
background light is illuminated.

Learjet 55 Developed for Training Purposes 2B-7

July 2007
CAE SimuFlite
Main Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check attitude gyro for operation and background
light is illuminated. The amber EMER PWR annun-
ciator illuminates, and the fan speed (N1) indicator
OFF flags stow out of view.
EMERG BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check attitude gyro for operation. The EMER PWR
annunciator illuminates, the fan speed (N1) OFF
flags stow, and the green gear LOCKED DN lights
illuminate.
All Battery Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The EMER PWR annunciator extinguishes.
For Through Flight:
EMERG BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check attitude gyro for starting and erection.
Aircraft with Dual Emergency Battery System:
EMERG PWR BAT 1 Switch . . . . . . . . . . . . . . . . . . . STBY
Check attitude gyro for starting and erection.
EMERG PWR BAT 2 Switch . . . . . . . . . . . . . . . . . . . . . ON
Main Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check attitude gyro for operation and background
light is illuminated. Both amber EMER PWR annun-
ciators illuminate, the fan speed (N1) indicator OFF
flags stow, and equipment powered by the second
emergency battery operates.
EMERG BAT 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check attitude gyro for operation and background
light is illuminated. Both EMER PWR annunciators
illuminate, the fan speed (N1) OFF flags stow out of
view, and the green gear LOCKED DN lights illumi-
nate.
All Battery Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Both EMER PWR annunciators extinguish.

2B-8 Developed for Training Purposes Learjet 55

July 2007
 Expanded Normal Procedures

For Through Flight:

Both EMERG BAT Switches . . . . . . . . . . . . . . . . . . . . . ON
Check attitude gyro for starting and erection and
background light is illuminated.

NOTE: All batteries must be turned off prior to connecting

a GPU. This is to prevent shock hazard to ground person-
nel.

If GPU is desired, connect as follows:

GPU . . . . . . . . . . . . . . . . . . CONNECTED/CHECK VOLTAGE
CAUTION: Ensure unit is regulated to 28V DC and limited
to 1,100 amps max. and a minimum output of 500 amps if
temperature is below 32°F or 0°C.

Inverters. . . . . . . . . . . . . . . . . . . . . . CHECKED/PRIMARY ON

NOTE: If GPU is available, check inverter here. If not, then

check after engine start.

Primary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The AC voltage should be 110 to 130V AC in the
green arc.
AC Bus Switch . . . . . . . . . . . . . . . . SELECT OTHER BUS
Move the AC bus switch to the secondary position; if
it was in secondary, select primary. The AC voltage
does not change if the circuit functions correctly.
Secondary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Primary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The voltage should be 110 to 130V AC in the green
arc.

Learjet 55 Developed for Training Purposes 2B-9

September 2003
CAE SimuFlite
Auxiliary Inverter (if installed) . . . . . . . . . . . . . . . . . . . . . ON
Secondary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The AC voltage of the auxiliary inverter should be
110 to 130V AC.
Aux Bus Switch . . . . . . . . . . . . . . . . SELECT OTHER BUS
Primary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Secondary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Lear 55B/C:
Primary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRI
The AC voltage should be 110 to 130V AC. Check
that the voltage is the same on the Left and Right
buses.
Secondary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . SEC
Primary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The voltage should be 110 to 130V AC on both
buses.
Auxiliary Inverter (if installed). . . . . . . . . . . . . . . . . . . . SEC
Secondary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check that the AUX INV light is out and the AC
voltage of both buses is 100 to 130V AC.
Auxiliary Inverter (if installed). . . . . . . . . . . . . . . . . . . . . PRI
The AC voltage should be 110 to 130V on both
buses.
Primary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Secondary Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Auxiliary Inverter (if installed). . . . . . . . . . . . . . . . . . . . . ON
Accomplish flow pattern checks, and then use the
Before Starting Engines checklist as a DONE list.

2B-10 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Before Starting Engines

*Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
*Safety Belts/Shoulder Harness/Seats . . . . SECURE/ADJUST
*Rudder Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST

NOTE: Ensure seat is positioned to allow full travel on all-

controls.

*Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

*Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
LANDING GEAR Switch . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Emergency Power System Check:
On A/C with Dual Emergency Battery System:
EMERG PWR BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . STBY
Attitude gyro . . . . . . . . . CHECK for Starting and Erection
N1 indicators OFF flags. . . . . . . . . . . . . . . . OUT OF VIEW
EMERG PWR BAT 2 Switch. . . . . . . . . . . . . . . . . . . . . . . ON
Both amber EMER PWR lights . . . . . . . . . . ILLUMINATED
Equipment powered by second emergency battery
for operation.
EMERG PWR BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . . . ON
Attitude gyro . . . . . . . . . . . . . . . . . . CHECK for Operation
Both amber EMER PWR lights . . . . . . . . . . ILLUMINATED
N1 indicators OFF flags. . . . . . . . . . . . . . . . OUT OF VIEW
Green gear LOCKED DN lights . . . . . . . . . ILLUMINATED
*For through-flight, both EMERG PWR switches . . . . . . . ON
On A/C with Single Emergency Battery System:
EMERG BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Attitude gyro . . . . . . . . .CHECKED for Starting & Erection

Learjet 55 Developed for Training Purposes 2B-11

July 2007
CAE SimuFlite
Amber EMER PWR light . . . . . . . . . . . . . . . ILLUMINATED
N1 indicators OFF flags. . . . . . . . . . . . . . . . OUT OF VIEW
EMERG BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Attitude gyro . . . . . . . . . . . . . . . . CHECKED for Operation
Amber EMER PWR light . . . . . . . . . . . . . . . ILLUMINATED
N1 indicators OFF flags. . . . . . . . . . . . . . . . OUT OF VIEW
Green LOCKED DN lights . . . . . . . . . . . . . ILLUMINATED
*For through-flight,
EMERG BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Attitude gyro . . . . . . . . . CHECK for Starting and Erection.
*Panel Switches and Avionics . . . . . . . . . . . . . . . . OFF or SET
AUDIO PANEL . . . . . . . . . . . . . . . . . . . . . . . CHECKED/OFF
RADIO ALTIMETER . . . . . . . . . . . . . . . . . . . CHECKED/OFF
FUEL CMPTR Switches . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ANTI-SKID Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
STATIC SOURCE Switch . . . . . . . . . . . . . . . . . . . . . . . BOTH
On A/C 55-029, 55-037, 55-047 & Subseq. :
GND IDLE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BLEED AIR switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER PRESS Switches . . . . . . . . . . . . . . . . . . . . . NORMAL

NOTE: For Takeoff above 8500 ft. Press Altitude, refer to

PRESSURIZATION SYSTEM OPERATION in the AFM.

2B-12 Developed for Training Purposes Learjet 55

July 2007
 Expanded Normal Procedures

JET PUMP Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

PITCH TRIM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRI
Battery Check:
BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . .SET to BAT 1
Proper voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
Amber EMER PWR lights . . . . . . . . . . . . . . . EXTINGUISH
BAT 2 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . .SET to BAT 2
BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check for proper voltage, then:
BAT 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . .SET to BAT 1
*For through-flight, both BAT switches . . . . . . . . . . . . . . . . ON

NOTE: On A/C with lead acid batteries: DO NOT attempt

battery start with 24 VDC each battery at <70 °F (21°C), or
< 25 VDC each battery at > 110°F (43°C). Interpolate for
temperatures between these values.

On A/C with NiCad batteries, DO NOT attempt battery start

with < 23 VDC each battery.

N2, ITT and N1 indicators . . . . . . . . . . . . . VERIFY RED OFF

flags Out of view
* GPU (If desired) . . . . . . . . . . . . . . . . CONNECT as follows:

NOTE: Ensure unit is regulated to 28 VDC and limited to

1100 amps max.

Both Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

GPU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Both Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Learjet 55 Developed for Training Purposes 2B-13

September 2003
CAE SimuFlite
Inverter system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PRI INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SEC & AUX INVERTER (if installed) switches. . . . . . . . OFF
PRI INV light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
L &R AC VOLT . . . . . . . . . . . . . . VERIFY in GREEN Range
SEC INVERTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . SEC
SEC INV light . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY OUT
PRI INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
L& R AC VOLTS reading . . . . . . . . . . . . .IN GREEN Range.
Auxiliary Inverter (if installed) . . . . . . . . . . . . . . . . . . .CHECK
AUX INV Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SEC
AUX INV light . . . . . . . . . . . . . . . . . . . . . . . . VERIFY OUT
SEC INVERTER Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
L & R AC VOLTS reading . . . . . . . . . . . IN GREEN Range
AUX INV Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRI
L & R AC VOLTS reading . . . . . . . . . . . IN GREEN Range
*PRI, SEC & AUX INVERTER (if installed) switches . . . . ON
AC BUS Switch . . . . . . . . . . . . . . . . . . . . . . . PRI and SEC
AC VOLTS reading . . . . . IN GREEN Arc in both positions

NOTE: On aircraft with auxiliary inverter, it is recom-

mended that all three inverters be ON during normal opera-
tion for maximum inverter life.

2B-14 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Emergency Exit Lights (if installed):

EMER LIGHT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Check for illumination
*EMER LIGHT Switch . . . . . . . . . . . . . . . . . . . . . . . . ARMED
*Systems Pressure Checks:
HYD PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
If pressure is below 1000 psi:
HYD PUMP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GEAR AIR and BRAKE AIR pressure . . . . . . . . . . . .CHECK
(1800 to 3000 psi.)
*Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
*HYD PUMP Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NO SMOKING/SEAT BELT Switch . . . . . . . . . . . . . . . . . . . ON
Oxygen System:
PASS MASK DROP Valve . . . . . . . . . . . . . . . . . . . . . . AUTO
PASS OXY Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
*OXY PRESS Gage . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Crew Masks :
Oxygen flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
Harness inflation . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
Masks . . . . . . . . . . . . . . . . . . . . . . PROPERLY STOWED

Learjet 55 Developed for Training Purposes 2B-15

September 2003
CAE SimuFlite
Pressurization Controls . . . . . . . . . . . . . . . . . . . . . . . . . SET

NOTE: For Takeoff above 8500 feet pressure altitude or

manual mode pressurization, refer to PRESSURIZATION
SYSTEM OPERATION in the AFM.

L & R BLEED AIR Switches . . . . . . . . . . . . . . . . CHECK ON

CAB AIR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PRESSURIZATION AUTO-MAN Switch . . . . . . . . . . . AUTO
*CABIN CONTROLLER . . . . . . . . .SELECT cruising altitude
or desired cabin altitude
Cabin RATE Selector . . . . . . . . . . . . . . . . . . . . AS DESIRED
CABIN & CREW TEMP Controls . . . . . . . . . . . AS DESIRED
Automatic Mode Operation:
AUTO-MAN Switches . . . . . . . . . . . . . . . . . . . . . . . . AUTO
COLD- HOT knobs . . . . . . . . . . . . . . . . . . . . . . . .ROTATE
to desired temperature
Fuel System:
*Fuel Quantities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
*Fuel Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZEROED
Standby Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
L STANDBY PUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Red L FUEL PRESS light . . . . . . . . . . . . EXTINGUISHES
L STANDBY PUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R STANDBY PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

2B-16 Developed for Training Purposes Learjet 55

July 2007
 Expanded Normal Procedures

Red R FUEL PRESS light. . . . . . . . . . . . EXTINGUISHES

R STANDBY PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
*FUS CAP light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
*FUS TANK GRAVITY XFER Switch . . . . . . . . . . . CLOSED
*FUS TANK XFR FILL Switch. . . . . . . . . . . . . . . . . . . . . OFF
*FUS TANK AUX XFR Switch . . . . . . . . . . . . . . . . . . . . OFF
*CROSSFLOW Switch . . . . . . . . . . . . . . . . . . . . . . CLOSED
*AFT FUS TANK XFR FILL Switch (If installed). . . . . . . OFF
*AFT FUS TANK AUX XFR Switch (if installed). . . . . . . OFF
ANNUNCIATOR Panel . . . . . . . . . . . . . . . . . . . . . . CHECKED
TEST Switch Glareshield . . . . . . . . . . . . . . . . . . . DEPRESS
All glareshield lights . . . . . . . . . . . . . VERIFY ILLUMINATED
ALL Instrument panel lights . . . . . . . VERIFY ILLUMINATED
(Except for EMR PWR)
All pedestal lights . . . . . . . . . . . . . . . VERIFY ILLUMINATED
(Except for yaw damper)
Check for audible indication of scavenge pumps operation.
During daylight, check photoelectric cells by covering both
cells and noting the glareshield lights dim. Alternately uncover
and cover cells to verify lights dim and brighten fully. During
darkness, check photoelectric cells by shining flashlight on
each cell and noting that lights are full bright. Then note lights
dim when light source is removed. Most instrument panel and
pedestal lights dim when the NAV light switch is ON.

Learjet 55 Developed for Training Purposes 2B-17

July 2007
CAE SimuFlite
Warning System Checks:
Windshield Ice Detect Lights. . . . . . . VERIFY ILLUMINATED
(for night flight)
Check by placing object between the lights and windshield,
being careful not to scratch windshield.
Landing Gear Indicator lights:
Three green LOCKED DN light . . . VERIFY ILLUMINATED
TEST- MUTE Switch. . . . . . . . . . . . . . . . TEST and HOLD
Landing Gear Warning horn . . . . . . . . . . . . . . . . SOUNDS
Three red UNSAFE lights . . . . . . . VERIFY ILLUMINATED
TEST- MUTE Switch. . . . . . . . . . . . . . . . . . . . . RELEASE*
Fire Detect System . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
SYS TEST Switch . . . . . . . . . . . . . .ROTATE to FIRE DET
TEST Button . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
ENG FIRE PULL Light . . . . . . . . . VERIFY ILLUMINATES
and FLASHES
This indicates continuity of the fire detection system.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
Start One Engine if GPU not Utilized (see Starting Engines
Checklist below)
Cabin Altitude Warning . . . . . . . . . . . . . . . . . . . . . . . .CHECK
SYS TEST switch . . . . . . . . . . . . . . ROTATE to CAB ALT
TEST button . . . . . . . . . . . . . . . . . . DEPRESS and HOLD
Cabin altitude warning horn . . . . . . . . . . . . . . . . SOUNDS

2B-18 Developed for Training Purposes Learjet 55

July 2007
 Expanded Normal Procedures

HORN SILENCE Switch . . . . . . . . . . . . . . . . . . . ENGAGE

Cabin altitude warning. . . . . . . . . . . . . . . . . . . . . .CEASES
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
HORN SILENCE switch . . . . . . . . . . . . . . . . . . . . . . . OFF
Stick Puller/Mach Warning . . . . . . . . . . . . . . . . . . . . .CHECK
PITCH TRIM . . . . . . . . . . . . . . . SET W/I T.O segment on
PITCH TRIM indicator
L STALL WARN Switch . . . . . . . . . . . . . . . . . . . . . . . . ON
SYS TEST Switch . . . . . . . . . . . . . . . . . . .Rotate to MACH
TEST button . . . . . . . . . . . . . . . . . . DEPRESS and HOLD
Control column will move aft with approximately 18
pounds force and the aural overspeed warning will
sound. After approximately 1 second, the puller and
overspeed warning will cease. After approximately 1
additional second the puller and overspeed warning will
reactivate.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
Mach Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
SYS TEST switch . . . . . . . . . . . . . .Rotate to MACH TRIM
TEST button . . . . . . . . . . . . . . . . . . DEPRESS and HOLD
The stabilizer should trim slowly in the nose up direction
for 1 to 3 seconds and stop. Trim-in-motion audio clicker
may or may not sound. The red MACH TRIM warning
light will illuminate and the aural overspeed warning will
sound.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
The MACH TRIM warning light will extinguish and the
aural warning will cease.

Learjet 55 Developed for Training Purposes 2B-19

September 2003
CAE SimuFlite
Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

NOTE: During heavy wind conditions, it may be necessary

to head aircraft into the wind to prevent wind from blowing
stall warning vanes up.

STALL WARN switches . . . . . . . . . . . . . . . . . . . . . . . . . . ON

On A/C 55-003 through 55-024, 55-026 and 55-027 not
incorporating SSK 55-504:
FLAP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
On A/C 55-025, 55-028 through 55-100, 55-102 through
55-104, 55-106 and prior A/C incorporating SSK 55-504:
FLAP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
On A/C 55-101, 55-105, 55-107 and subsequent, and prior
A/C incorporating AMK 55-84-4:
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
SYS TEST Switch . . . . . . . . . . . . . . . . . ROTATE to L STALL
TEST button . . . . . . . . . . . . . . . . . . . . DEPRESS and HOLD
The nudger monitor horn will sound for approximately one
second, then the pilot’s stall margin indicator needle will
begin to sweep from the green segment to the red segment.
As the needle passes the green-yellow margin, the shaker
will actuate, the nudger will actuate and the red L STALL
warning light will flash. Shaker actuation is made evident by
high frequency vibration of the control column. Nudger actu-
ation is made evident by low frequency forward movement
(if not opposed) of the control column.

2B-20 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

WARNING: The action of the nudger verifies operation of

the pitch torquer prior to pusher actuation. If, during the
ground test, the shaker is not accompanied by the nudger
(the nudger monitor horn will sound) - do not dispatch. If
during flight the shaker is not accompanied by the nudger
the nudger monitor horn will sound) do not decelerate
further.
As the needle advances to the red segment, the pusher will
actuate briefly, then stop. The L STALL warning light will
illuminate steady just prior to or at pusher actuation. After
pusher stops, the needle will sweep back and remain in the
yellow or green segment.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
SYS TEST switch . . . . . . . . . . . . . . . . .ROTATE to R STALL
TEST Button . . . . . . . . . . . . . . . . . . . . DEPRESS and HOLD
The nudger monitor horn will sound for approximately one
second, then the co-pilot's stall margin indicator will begin
to sweep from the green segment to the red segment.
As the needle passes the green-yellow margin, the shaker
will actuate, the nudger will actuate and the red L STALL
warning light will flash. Shaker actuation is made evident
by high frequency vibration of the control column. Nudger
actuation is made evident by low frequency forward move-
ment (if not opposed) of the control column.

WARNING: The action of the nudger verifies operation of

the pitch torquer prior to pusher actuation. If, during the
ground test, the shaker is not accompanied by the nudger
(the nudger monitor horn will sound) - do not dispatch. If
during flight the shaker is not accompanied by the nudger
(the nudger monitor horn will sound) do not decelerate
further.

Learjet 55 Developed for Training Purposes 2B-21

September 2003
CAE SimuFlite
As the needle advances to the red segment, the pusher will
actuate briefly, then stop. The R STALL warning light will
illuminate steady just prior to or at pusher actuation. After
pusher stops, the needle will sweep
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE

NOTE: With STALL WARN Switches ON, steady illumina-

tion of the L or R STALL warning light indicates a malfunc-
tion, except during pusher actuation or system test.

With either Control Master Switch (MSW) depressed:

SYS TEST Switch . . . . . . . . . . . . . . . . . . .Rotate to R STALL
TEST button . . . . . . . . . . . . . . . . . . . . DEPRESS and HOLD
The nudger monitor horn will sound for approximately one
second, then the pilot's stall margin indicator will begin to
sweep from the green segment to the red segment.
As the needle on the copilot’s stall margin indicator passes
the green-yellow margin, the shaker will actuate, the
nudger will not actuate and the red R STALL warning light
will flash.
Verify that as the stall margin indicator needle moves
through the arc, the nudger and pusher do not actuate.
Operate flaps through a complete extension or retraction
sequence and check that both stall margin indicator indica-
tor needles make one significant shift in position.
STALL WARN Switches . . . . . . . . . . . . . . . . . . . . . . . . . OFF

2B-22 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Mach monitor . . . . . . . . . . . . . . . . . . . . . . . .CHECK as follows:

Pitch Trim within T.O. segment
on Pitch Trim indicator . . . . . . . . . . . . . . . . . . . . . . . VERIFY
SYS TEST switch . . . . . . . . . . . . . . . . Rotate to MACH MON
Either Control Wheel Trim Switch. . . . . . . . . ARMING button
DEPRESSED
NOSE UP or NOSE DN . . . . . . . . . . . . . . . . . . . . OPERATE
TEST button . . . . . . . . . . . . . . . . . . . . DEPRESS and HOLD
While Trimming
Trim motion . . . . . . . . . . . . . . . . . . . . . . . VERIFY CEASES
Amber PITCH TRIM and
Red MACH TRIM lights. . . . . . . . . . . VERIFY ILLUMINATED
TEST button and Control Wheel Trim Switch. . . . .RELEASE
Trim Speed Monitor . . . . . . . . . . . . . . . . . . .CHECK as follows:
Pitch Trim in N UP side of
index pointer on Pitch Trim indicator . . . . . . . . . . . . VERIFY
(High trim rate/low airspeed range)
SYS TEST Switch . . . . . . . . . . . . . . . ROTATE to TRIM SPD
SYS TEST switch . . . . . . . . . . . . . . . . DEPRESS and HOLD
Either Control Wheel Trim Switch . . . . . . . . . . ARMING button
DEPRESSED
NOSE UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATE
Amber PITCH TRIM light . . . . . . . . . VERIFY ILLUMINATES
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
*Third Attitude Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . UNCAGE

Learjet 55 Developed for Training Purposes 2B-23

September 2003
CAE SimuFlite

Trim System 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.

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.

Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On

INVERTER Switch (PRI or SEC). . . . . . . . . . . . . . . . . . . . . .On
On aircraft 55-042 and subsequent. . . . . . . . . . . . . . . Flaps Up
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:
Q
Operate NOSE UP and NOSE DN. Horizontal stabi-
lizer trim movement shall occur in both directions.
Q Check that depressing the pilot’s Control Wheel Mas-
ter 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).

2B-24 Developed for Training Purposes Learjet 55

July 2007
 Expanded Normal Procedures

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.

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.

Q NOSE DN-OFF-NOSE UP Switch (pedestal) — Operate

NOSE UP and NOSE DN. Trim motion shall not occur.
Q 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.
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:
Q Without depressing arming button, move switch
NOSE UP, NOSE DN, LWD, and RWD. Trim motion
shall not occur.
Q
Depress arming button. Trim motion shall not occur.
Q Depress arming button and move switch NOSE UP,
NOSE DN, LWD, and RWD. Trim motion shall occur in
all directions.

Learjet 55 Developed for Training Purposes 2B-25

July 2007
CAE SimuFlite
Q 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.
Trim Speed — Check as follows:
Q
Control Wheel Trim Switch — Trim as required to assure
PITCH TRIM indicator pointer passes index point (X).
Trim rate shall change as pointer passes the index point
(X).

NOTE: Trim rate with PITCH TRIM indicator pointer on N DN

(high airspeed) side of index point is approximately one-
fourth the trim rate with pointer on N UP (low airspeed) side
of index point (X).

Q
Control Wheel Trim Switch — Trim in opposite direction,
assure PITCH TRIM indicator pointer passes index point
(X). Verify trim rate change.
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 1/2
degree outside of T.O. segment and shall be extinguished
whenever indicator pointer is within T.O. segment.
1. Rudder Trim Switch (pedestal) – Check operation as fol-
lows:
a. Move each half of switch separately to NOSE LEFT
and NOSE RIGHT. Trim motion shall not occur.
b. Move both halves of switch simultaneously to NOSE
LEFT and NOSE RIGHT. Trim motion shall occur.

2B-26 Developed for Training Purposes Learjet 55

July 2007
 Expanded Normal Procedures

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
Autopilot Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK:

NOTE: ADI and HSI flags do not need to be retracted to

complete the autopilot monitor check.
The following procedure accomplishes the autopilot moni-
tor preflight check. For a complete autopilot operational
check, refer to the Flight Manual Supplement for J.E.T.
FC-550 Autopliot/Flight Director.

*AUTOPILOT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PWR annunciator . . . . . . . . . . . . . . VERIFY ILLUMINATES
on Autopilot Controller
TST Button (Autopilot Controlled) . . . . . . . . . . . . . DEPRESS
All annunciators. . . . . . . . . . . . . . . . . . VERIFY ILLUMINATE
on Autopilot Controller
*ENG and TST buttons DEPRESS Simultaneously
(Autopilot Controller) Then RELEASE
MON, PITCH and ROLL . . . . . . . . . .VERIFY ILLUMINATE,
annunciators then EXTINGUISH
DISENGAGE tone. . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS

Learjet 55 Developed for Training Purposes 2B-27

September 2003
CAE SimuFlite
ROLL annunciator . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
in approx. 6 seconds
PITCH annunciator . . . . . . . . . . . . . . . . . . . EXTINGUISHES
in approx. 9 seconds
PWR annunciator . . . . . . . . . . . . . REMAINS ILLUMINATED

NOTE: If the test fails, the failed axis (PITCH and/or

ROLL) annunciator(s) will flash until a Control Wheel Mas-
ter Switch (MSW) is depressed. The MON annunciator will
remain illuminated until the AUTOPILOT switch is cycled or
the self test is passed on a subsequent test. AUTOPILOT
MUST NOT be used in any axis which fails the autopilot
monitor check. If use of autopilot with a failed axis is
intended, the failed axis circuit breaker (AFCS PITCH or
AFCS ROLL - pilot’s ESS B bus) must be pulled.

Moving the control column during self test may cause the
PITCH axis to fail the test.

Yaw dampers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK:

NOTE: The following procedure accomplishes the com-

plete yaw damper operational check.
On A/C 55-003 through 55-046 with 501-1298-02 or -03
yaw damper computers, the flaps must be fully UP to
assure proper yaw damper self test. On other A/C, the
flaps may be in any position during the yaw damper self
test.

Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Inverter Switch (PRI or SEC) . . . . . . . . . . . . . . . . . . . . . . ON
Autopilot Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
*PRI PWR and SEC PWR buttons . . . . . . . . . . . DEPRESS
(Y/D panel on pedestal)

2B-28 Developed for Training Purposes Learjet 55

May 2007
 Expanded Normal Procedures

*PRI and SEC ON annunciators . . . . . . . . . . . . ILLUMINATE

TST button (Y/D panel) . . . . . . . . . . . . DEPRESS and HOLD
PRI and SEC ENG annunciators . . . . . . . . . . . ILLUMINATE
Both yaw damper force indicators . . . . . .VERIFY DEFLECT
RIGHT, THEN SLOWLY LEFT
TST Button RELEASE
PRI ENG & SEC ENG annunciators . . . . . . EXTINGUISHES

NOTE: Wait a minimum of 5 seconds for the test circuit to

reset before re-engaging the TST button.

SEC ENG Button. . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS

SEC ENG annunciator . . . . . . . . . . . . . . . ILLUMINATES
Rudder Pedals . . . . . . . . . . . . . . . . DEPRESS One Pedal
then the Other.
Note the opposition force is “stiff” as the pedals are
depressed.
Flap Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8°
Yaw damper opposition shall decrease as flaps are
lowered.
Autopilot ENG Button . . . . . . . . . . . . . . . . . . . . DEPRESS
Yaw damper opposition increases to original stiff
condition.
SEC OFF Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SEC ENG annunciator . . . . . . . . . . . . . EXTINGUISHES
Opposition force decreases.
PRI ENG Button . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
PRI ENG annunciator . . . . . . . . . . . . . . . . . ILLUMINATES
Opposition force increases to original stiff condition
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
Opposition force decreases.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

Learjet 55 Developed for Training Purposes 2B-29

July 2007
CAE SimuFlite
Opposition force returns to original stiff condition.
Control Wheel Master Switch (MSW) DEPRESS
PRI ENG annunciator . . . . . . . . . . . . . . EXTINGUISHES
Yaw Damper . . . . . . . . . . . . . . . . VERIFY DISENGAGES
Opposition force is removed.
Yaw Damper Mode Switching. . . . . . . . . . . . . . . . . . .CHECK
SEC ENG button . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
SEC ENG annunciator . . . . . . . . . . . . . . . . ILLUMINATES
PRI ENG Button . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
SEC ENG annunciator . . . . . . . . . . . . . . EXTINGUISHES
PRI ENG annunciator . . . . . . . . . . . . . . . . . ILLUMINATES
SEC ENG button . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
PRI ENG annunciator. . . . . . . . . . . . . . . EXTINGUISHES
SEC ENG annunciator . . . . . . . . . . . . . . . . ILLUMINATES
Yaw Damper Disengage Functions . . . . . . . . . . . . . .CHECK
Control Wheel Master Switch (MSW) . . . . . . . . DEPRESS
SEC ENG annunciator . . . . . . . . . . . . . . EXTINGUISHES
Yaw Damper . . . . . . . . . . . . . . . . . VERIFY DISENGAGES
Disengage tone . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
PRI ENG Button . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
PRI ENG annunciator . . . . . . . . . . . . . . . . . ILLUMINATES
Control Wheel Master Switch . . . . . . . . . . . . . . DEPRESS
PRI ENG annunciator . . . . . . . . . . . . . . EXTINGUISHES
Yaw Damper . . . . . . . . . . . . . . . . VERIFY DISENGAGES
Disengage tone . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
PRI ENG button . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
PRI ENG annunciator . . . . . . . . . . . . . . . . ILLUMINATES

2B-30 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

PRI PWR button . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS

PRI ENG & PRI PWR annunciators . . . . . . . EXTINGUISH
Yaw Damper . . . . . . . . . . . . . . . . VERIFY DISENGAGES
Disengage tone . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
SEC ENG button . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
SEC ENG annunciator . . . . . . . . . . . . . . . . . . ILLUMINATES
SEC PWR button . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
SEC ENG & SEC PWR annunciators. . . . . . . . EXTINGUISH
Yaw Damper . . . . . . . . . . . . . . . . . . . VERIFY DISENGAGES
Disengage tone . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
Inverters (if not previously done) . . . . . . . .CHECKED AND ON
Avionics Master Switch (S) . . . . . . . . . . . . . . . . . . . . . . . . . ON
Radio Altimeter/Autopilot/Emergency Power. . . . . . . . . . . . ON
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STANDBY
UNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/PROGRAMMED
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TESTED
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TESTED
GPWS FLAP O-RIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DRAG CHUTE Handle (If installed). . . . . . . . . . . . . . STOWED

Learjet 55 Developed for Training Purposes 2B-31

July 2007
CAE SimuFlite

Starting Engines
Engine starts may be made using either a GPU or the airplane
batteries. It is recommended that a GPU be used when ambient
temperature is 32° F (0°C) or below. Ensure GPU supply is
regulated to 28VDC, has adequate capacity (500 amps mini-
mum) for engine starting and is limited to 1100 amps. Refer to
COLD WEATHER OPERATION in the AFM for additional
information when operating in extremely cold weather.
WARNING: Airflow into the TFE 731 engine is sufficient to
draw personnel and equipment into the engine inlet. Per-
sonnel in proximity of the engine inlet should maintain a
safe distance at all times during engine operation.

CAUTION: On A/C equipped with NiCad batteries, so not

dispatch if red BAT 140 or BAT 160 warning light comes on
prior to takeoff, including engine start. Check batteries per
Learjet Maintenance Manual.
*Cabin Doors . . . . . . . . . . . . . . . . . . . CLOSED and LATCHED
Both Cabin Entry Door Handles . . . . . . . . . . . . . .FORWARD
Upper Cabin Door Lock Pawl . . . . . . . . . . . . . . RETRACTED
Aft Cabin Door Handle . . . . . . . . . . . . . . . . . . . . . . . . . . AFT
ENTRY DOOR, AFT CAB DOOR
and EXT DOORS lights . . . . . . . . . . . . . . . . . . VERIFY OUT
*Pilot’s Side Window . . . . . . . . . . . . . . CLOSED and LOCKED
*COOL - FAN - OFF Switch . . . . . . . . . . . . . . . . . OFF or FAN
*AUX HT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
*Batteries . . . . . . . . . . . . . . . . . . . CHECK for Minimum voltage

2B-32 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

*Parking Brake (Hydraulic pressure required.) . . . . . . . . . SET

*HYD PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
*BCN Light switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CUTOFF
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START:
START- GEN Switch. . . . . . . . . . . . . . . . . . . . . . . . . . START
Red starter engaged light . . . . . . . . . . . . . . . ILLUMINATES
If Temperature is < 0° (-17.8°C):
SPR Switch . . . . . . . . . . . . . . . . . . L or R, as appropriate
Release switch at 300° C to 400° C ITT. [Procedure not
required at temperatures > 0°F (-17.8°C)].

NOTE: Do not energize SPR switch at any time other

than engine start.

Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . IDLE at 10% N2

Amber AIR IGN light . . . . . . . . . . . . . . . . . . ILLUMINATES
Monitor the following:
N1 . . . . . . . . . . . . . . INCREASING as N2 INCREASES
ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 907°C Maximum
OIL PRESS . . . . . . . . INDICATION within 10 seconds
Fuel Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
At approximately 45% N2 starter will automatically disengage.
Check the following:
AIR IGN light . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
STARTER ENGAGED light. . . . . . . . . . . EXTINGUISHED
If STARTER ENGAGED light remains illuminated, refer
to Abnormal Procedures

Learjet 55 Developed for Training Purposes 2B-33

May 2007
CAE SimuFlite
If engine does not start, adhere to the following cooling
periods between starting attempts:
After Start Attempt Wait
1 One minute
2 One Minute
3 Fifteen Minutes
4 One Minute
5 One Minute
6 One Hour
The above cycle may then be repeated.
*START-GEN Switch:
For GPU assisted start . . . . . . . . . . . . . . . . . .OFF at IDLE
For Battery start . . . . . . . . . . . . . . . . . . . . . . GEN at IDLE
Check DC VOLTS and AMPS for generator output.
Engine Instruments . . . . . . . . . . . . . . . . . .CHECK for Normal
Indication
At N2 Idle of 55% to 62% . . . . . . N1 between 26% to 32%
GND IDLE light . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
OIL PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
FUEL PRESS light . . . . . . . . . .VERIFY EXTINGUISHED,
(Indicating jet pumps are operating)

NOTE: For normal operations JET PUMP switches should

always be in the ON position.However, if for some reason,
either or both switches are noted to be OFF, reset to ON
during steady engine operation at 80% N1 or above.

2B-34 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Spoiler Systems Check:

FLAP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
Spoiler Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET
Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CENTER
Spoileron System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

NOTE: In the event the spoilerons fail the following check:

SPOILERON CB (Copilot’s AC Bus) - PULL. SPOILERON

MON light will illuminate. The spoilers and spoilerons will
be inoperative in flight. Manual spoilers will still be opera-
tive on the ground. Do not arm autospoilers. Maximum
operating altitude with spoilers inoperative is 41,000 ft.

Aileron Augmentation Check:

SPOILER RESET/TEST Switch . . . . . . . . . . . . . . .HOLD ON
Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ROTATE
SPOILER MON light . . . . . . . . . . . . . . . . . . . ILLUMINATES
SPOILER RESET/TEST Switch . . . . . . . . . . . . . . .RELEASE
Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTER
SPOILER RESET/TEST Switch . . . . . . . . . . . . . . .HOLD ON
SPOILER MON light . . . . . . . . . . . . . . . . . . EXTINGUISHES
Control Wheel . . . . . . . . . . . . . . . . . ROTATE IN OPPOSITE
DIRECTION as ABOVE
SPOILER MON light . . . . . . . . . . . . . . . . . . . . ILLUMINATES
SPOILER RESET/TEST Switch . . . . . . . . . . . . . .RELEASE

NOTE: Control wheel movement to cause SPOILER MON

light to illuminate shall be approximately the same in both
directions.

Control wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTER

Learjet 55 Developed for Training Purposes 2B-35

July 2007
CAE SimuFlite
SPOILER RESET/TEST Switch . . . . . . . .ON and RELEASE
SPOILER MON light . . . . . . . . . . . VERIFY EXTINGUISHES
Control Wheel . . . . . . . . . . . . . . ROTATE LEFT, then RIGHT
SPOILER MON Light. . . . . . . . . . . . . . . . VERIFY REMAINS
EXTINGUISHED
Spoiler Check:
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXT
Spoilers . . . . . . . . . . . . . . . . . VERIFY EXTENDED FULLY
and Symmetrically in approx.
1-2 seconds.
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . . . . .FLASHES
FLAP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
SPOILER Light . . . . . . . . . . . . . . . . . . . .VERIFY STEADY
as flaps retract
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET
Spoilers . . . . . . . . . . . . . . VERIFY RETRACT FULLY and
Symmetrically
SPOILER Switch . . . . . . . . . . . . . . . . . . . EXTINGUISHES

NOTE: On A/C equipped with autospoilers, momentary

hesitation in the ARM position will result in a spoiler reac-
tion time of less than 1 second.

*Autospoilers (if installed) . . . . . . . . . . . . . . . . . . . . . . CHECK,

If takeoff is to be made
with system armed.
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
Spoilers . . . . . . . . . . . . . . . . . . . VERIFY EXTENDED FULLY
And Symmetrically in
approx. 1-2 seconds
SPOILER ARMED & SPOILER lights. . . . . . . ILLUMINATED

2B-36 Developed for Training Purposes Learjet 55

July 2007
 Expanded Normal Procedures

SPOILER RESET/TEST Switch . . . . . . . . . . . . . . .HOLD ON

SPOILER MON Light . . . . . . . . . . . . . . . . . . . ILLUMINATES
Spoilers . . . . . . . . . . . . . . . . . . OBSERVE BOTH RETRACT
within 1 second
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
SPOILER ARMED light . . VERIFY REMAINS ILLUMINATED
SPOILER RESET/TEST . . . . . . . . . . . . . . . . . . . . .RELEASE
SPOILER MON Light . . . . . . . . . . . . . . . . . EXTINGUISHES
Spoilers . . . . . . . . . . . . . . . . . . . . . .OBSERVE EXTENSION
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
SPOILER ARMED light . . . . . . . . . REMAINS ILLUMINATED
Left Thrust Lever . . . . . . . . . . . . . . . . ADVANCE above IDLE
Spoilers . . . . . OBSERVE BOTH RETRACT within 1 second
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
SPOILER ARMED Light . . . . . . . . REMAINS ILLUMINATED
Left Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Spoilers . . . . . . . . . . . . . . . . . . . . . . OBSERVE EXTENSION
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
Right Thrust Lever. . . . . . . . . . . . . . . ADVANCE above IDLE
Spoilers . . . . . OBSERVE BOTH RETRACT within 1 second
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
SPOILER ARMED Light . . . . . . . . REMAINS ILLUMINATED
Right Thrust Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Spoilers . . . . . . . . . . . . . . . . . . . . . . OBSERVE EXTENSION
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . VERIFY RETRACTED
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES

Learjet 55 Developed for Training Purposes 2B-37

September 2003
CAE SimuFlite
SPOILER ARMED Light . . . . . . . . . . . . . . . EXTINGUISHES
*Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20° or 8°
*HYD PRESS . . . . . . . . . . . . . . . . . CHECK (1500 to1575 psi)
*Start Other Engine using same procedures as listed above.
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . CHECK for
normal indications
on both engines
*GPU (if applicable). . . . . . . . . . . . . . . . . . . . . DISCONNECT
Note DC VOLTS decrease to battery voltage when GPU is
disconnected.
*For GPU assisted start:
*START-GEN Switches. . . GEN. Check generator output.
*GND IDLE Light (Amber). . . . . . . . . . . . . . ILLUMINATED
(With at least one thrust lever in IDLE)
*CUR LIM Light (Red) . . . . . . . . . . . . NOT ILLUMINATED

NOTE: Illumination of the CUR LIM light indicates that one

or both 275-amp current limiters have failed. Replace 275
amp current limiter(s) prior to takeoff.

* Voltmeters and Ammeters . . . . . . . . . . . . . . . . . .CHECK

Before Taxi
*Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
*Coffee/Oven Switches (if installed) . . . . . . AS REQUIRED
Anti-ice Systems:
*Purge windshield heat system of possible moisture accumu-
lation (first flight of day and if exposed to moisture)
WSHLD HT Switch . . . . . . . . . . . ON until water has cleared
WSHLD HT Switch . . . . . . . . . . . . . . . . . . . . AS REQUIRED
STAB WING HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . ON

2B-38 Developed for Training Purposes Learjet 55

July 2007
 Expanded Normal Procedures

STAB HEAT light . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

No additional rise in DC amperes . . . . . . . . . . . . . . . .CHECK
Check for increase in ITT indicating bleed air is being
extracted for wing heat.

CAUTION: If STAB HEAT light does not illuminate and DC

amperes increase, immediately set STAB WING HEAT
switch to OFF

STAB WING HEAT switch . . . . . . . . . . . . . . AS REQUIRED

WING TEMP indicator . . . . . . . . . . . . . . . . . . . . . MONITOR
to prevent overheat condition
PITOT HEAT switches . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PITOT HEAT lights . . . . . . . . . . . . . . . . . . EXTINGUISHED
PITOT HEAT switches . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NAC HEAT switches . . . . . . . . . . . . . . . . . .ON, one at a time
ENG ICE lights (Amber) . . . . . . . . VERIFY EXTINGUISHED
by 60% N1
NAC HEAT Switches. . . . . . . . . . . . . . . . . . . AS REQUIRED
*Aircraft Lighting . . . . . . . . . . . . . . . . . . . . .ON, As Required
*ANTI SKID GEN lights. . . . . . . . . . . . . . . . . . . VERIFY OUT

CAUTION: If a light is illuminated with the ANTI-SKID

switch ON, takeoff weight will be limited to 18,500. Refer to
ANTI-SKID LIGHT ILLUMINATED procedure in the AFM
for increased takeoff distance.

Learjet 55 Developed for Training Purposes 2B-39

September 2003
CAE SimuFlite
Emergency Pressurization Check:
L BLEED AIR switch . . . . . . . . . . . . . . . . . . . . . . . . . . .EMER
EMER PRESS light (Amber). . . . . . . . . . . . . . ILLUMINATES
Emergency airflow . . . . . . . . . . . . . . . . . . . . . . ACTIVATES
L BLEED AIR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EMER PRESS light . . . . . . . . . . . . . . . . . . . EXTINGUISHES
Emergency airflow . . . . . . . . . . . . . . . . . . VERIFY CEASES
L BLEED AIR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Repeat procedure for R BLEED AIR switch
CAB AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON, If desired

CAUTION: With the aircraft sitting statically on the ground,

do not perform extended engine operation above IDLE with
the CAB AIR switch ON. There is no ram airflow through
the heat exchanger and possible damage to air condition-
ing components may occur.

FUEL Control Governor . . . . . . . . . . . . . . . . . . . . . . CHECK:

Left Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

CAUTION: If the engines accelerate uncontrolled during

the following step, immediately set FUEL CMPTR switch
ON until engine stabilizes at IDLE. Shut down engine,
determine cause and correct prior to flight.

L FUEL CMPTR switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

L FUEL CMPTR light (Amber) . . . . . . . . . . . . ILLUMINATES

2B-40 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

CAUTION: If Turbine speed does not respond during the

following steps, shut down engine, determine cause and
correct prior to flight.

Once RPM stabilizes, gradually advance thrust lever until

and increase in N2 is observed.
Thrust lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
N2 Speed. . . . . . . . . . . . . . . . . . . . . .OBSERVE DECREASE
If N2 responds to thrust lever changes:
L FUEL CMPTR Switch . . . . . . . . . . . . . . . . . . . . . . . . ON
L FUEL CMPTR light . . . . . . . . VERIFY EXTINGUISHES
Right Thrust Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
R FUEL CMPTR Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
R FUEL CMPTR light (Amber) . . . VERIFY ILLUMINATES

CAUTION: If Turbine speed does not respond during the

following steps, shut down engine, determine cause and
correct prior to flight.

Once RPM stabilizes, gradually advance thrust lever until

and increase in N2 is observed.
Thrust lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
N2 Speed. . . . . . . . . . . . . . . . . . . . . .OBSERVE DECREASE
If N2 responds to thrust lever changes:
R FUEL CMPTR Switch . . . . . . . . . . . . . . . . . . . . . . . . ON
R FUEL CMPTR light . . . . . . . . . . . . . . . EXTINGUISHES

Learjet 55 Developed for Training Purposes 2B-41

September 2003
CAE SimuFlite
*Cabin Check:
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRIEFED
Swivel Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FWD,
or as placarded.
Backs upright and locked.
Headrests in place for aft facing seats.
Tables and doors . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
Aisles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Aft Cabin Door. . . . . . . . . . . . . . . . . . . . . . UNOBSTRUCTED
*NO SMOKING FASTEN SEAT BELT Switch . . . . . . . . . ON
Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

NOTE: Nose wheel steering may be locked in by depress-

ing either STEER LOCK switch. The green STEER ON
light will illuminate. The steer lock may be disengaged at
any time by depressing and releasing the pilot's or copilot's
Control Wheel Master Switch (MSW).

Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

PARK BRAKE light (if applicable). . . . . . . . EXTINGUISHED

2B-42 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Taxi and Before Takeoff

*Brakes and Nose Wheel Steering . . . . . . . . . . . . . . . .CHECK

NOTE: When taxiing through slush or snow, use the

brakes to create some friction heat in the brake discs to
prevent brakes from freezing.

*Yaw Damper. . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED

(with flaps 8° or lower)

NOTE: The yaw damper may be used to provide improved

rudder pedal centering when engaged with flaps 8° or
lower.

If yaw damper is desired during taxi, use STEER LOCK as

Control Wheel Master Switch (MSW) will disengage yaw
damper.

*Fuel Control Panel . . . . . . . . . . CHECK Quantity and balance

Thrust Reversers (if installed) . . . . . . . . CHECK OPERATION
Refer to Flight Manual Supplement for Aeronca Thrust
Reversers
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
*Flight Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Third gyro alignment . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
*Takeoff Data. . . . . . . . . . . . . . . . . REVIEWED and BUGS Set
(N1, V1, VR, V2, Distance)
*Engine Instruments . . . . . . VERIFY NORMAL CONDITIONS
*NAV Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Learjet 55 Developed for Training Purposes 2B-43

September 2003
CAE SimuFlite
*Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As Required
For ground operation of radar, set GND RDR switch to
XMT position.
*Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED
*SPOILER Light . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
*Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 20° or 8°
*Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set for takeoff
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 2B-A; Takeoff Trim Setting
PITCH TRIM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRI
PITCH TRIM light . . . . . . . . . . . . . VERIFY EXTINGUISHED
*CAB AIR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
*CABIN TEMP Controls:
COOL-FAN-OFF Switch . . . . . . . . . . . . . . . . . . As DESIRED
If COOL-FAN-OFF Switch set to COOL:
Cabin AUTO- MAN Switch . . . . . . . . . . . . . . . . . . . . . MAN
Cabin COLD-HOT Knob . . . . . . . . . . . . . . . . . FULL COLD
*APR, if installed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
If takeoff is to be made with system armed:
Both Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . .IDLE
APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARM
APR ARM light . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
Thrust Levers . . . . . . . . . . . . . . . . . . . ADVANCE on ONE
ENGINE 5% to 10% N2.
APR ON Light . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
APR ARM light . . . . . . . . . . . . REMAINS ILLUMINATED

2B-44 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IDLE

Allow N2 speeds to stabilize.
APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . .RESET/OFF
N2 Speed. . . . . . . . . . . . . . . . . . . . VERIFY DECREASES
Approx. 1% on both engines
APR ON & APR ARM lights VERIFY BOTH EXTINGUISH
*Crew Takeoff Briefing . . . . . . . . . . . . . . . . . . . . . COMPLETE

Runway Lineup
*Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
*Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
*PARK BRAKE light (if applicable) . . . . . . . . EXTINGUISHED
*NOSEWHEEL (MSW) STEERING. . . . . . . . . . . . . ENGAGED
*RADAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
*PITOT HEAT Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PITOT HEAT Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Anti-ice Systems:
WARNING: The wings, vertical and horizontal stabilizers,
flight control surfaces and engine inlets must be free of
frost, snow and ice.

Even small accumulations of ice on the wing leading edge

can cause aerodynamic stall prior to activation of the stick
pusher. These ice accumulations can also cause stall mar-
gin indicator information to be unreliable.

NOTE: Anti-ice systems should be turned on prior to takeoff

into visible moisture and Static Air Temperature < 5° C (41°
F).

If anti-ice systems are required during takeoff, they should be

turned on prior to setting takeoff thrust.

Learjet 55 Developed for Training Purposes 2B-45

July 2007
CAE SimuFlite
WSHLD HT Switch . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NAC HEAT Switches . . . . . . . . . . . . . . . . . . AS REQUIRED
STAB WING HEAT Switch . . . . . . . . . . . . . . AS REQUIRED
*STROBE and RECOG Light Switches. . . . . . . . . . . . . . . . ON
*LDG LT TAXI Switches . . . . . . . . . . . . . . . . . . . AS DESIRED
*AIR IGN Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
*Autospoilers (If installed):
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . ARM, if desired
SPOILER ARMED Light . . . . . . . . . . VERIFY ILLUMINATED
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY OUT
APR Switch (If installed) . . . . . . . . . . . . . . . . . . ARM if desired
APR ARM Light . . . . . . . . . . . . . . . . . VERIFY ILLUMINATED
APR ON Light . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY OUT

NOTE: Because of unequal spool-up rates, the APR sys-

tem may inadvertently activate if APR is armed at low
power settings. Should this occur, verify N2 speeds are
within 5% and set APR switch to OFF/RESET before
attempting to rearm the system.

Both APR and autospoilers must be operative and armed

in order to use the takeoff distance performance improve-
ment shown on the applicable TAKEOFF DISTANCE chart
in Section V of the AFM.

*STALL WARN Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . ON

NOTE: In a strong crosswind, it may be necessary to wait

until indication of airspeed is achieved before setting
STALL WARN Switches On.

2B-46 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Annunciator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OUT,

Except STEER ON, GND IDLE,
SPOILER ARMED (if applicable)
and APR ARM (if applicable)

NOTE: STAB HEAT and WSHLD HT lights will be illumi-

nated if the corresponding systems have been turned on.

*Nose Wheel Steering . . . . . . . . . . . . . DISENGAGE at FIRST

INDICATION of AIRSPEED

NOTE: If STEER LOCK was used to engage nose wheel

steering, depressing and then releasing Control Wheel
Master Switch (MSW) will disengage steering.

If MSW was used to engage nose wheel steering, releas-

ing MSW will disengage steering.

After Takeoff
NOTE: Normally, the JET PUMP switches are in the ON
position. However, at any time during the flight, if either or
both switches are noted to be in the OFF position, reset to
ON during steady engine operation at > 80%N1.

If taxi and/or takeoff were on ice, snow or slush, allow the

wheels to spin down for approximately one minute prior to
gear retraction to throw off as much slush as possible.

LANDING GEAR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

Landing gear should be fully retracted prior to retracting
flaps
Yaw Damper PRI or SEC ENG button . . . . . . . DEPRESS
FLAP Switch . . . . . . . . . . . . . . . . . UP Prior to 200 KIAS (VFE)

Learjet 55 Developed for Training Purposes 2B-47

September 2003
CAE SimuFlite
AIR IGN Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(unless ambient conditions
require ignition to remain ON.)

NOTE: During periods of heavy precipitation, set AIR IGN

switches ON to prevent possible engine flameout due to
large quantities of water entering the engine.

SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET

(if autospoilers were
armed for takeoff)
APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/RESET
(if APR was
armed for takeoff)
LDG LT-TAXI Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD PRESS . . . . . . . . . . . . . . . . . CHECK (1500 to 1575 psi)
Anti-Ice Systems . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

WARNING: Even small accumulations of ice on the wing

leading edge can cause aerodynamic stall prior to activa-
tion of the stick pusher. These ice accumulations can also
cause stall margin indicator information to be unreliable.

NOTE: Wing-heat bleed air exits overboard though the

center wing/Wheel well area. If takeoff were made from a
snow or slush covered runway, activation of STAB WING
HEAT for approximately 10 minutes will help to clear mois-
ture on the wheels and brakes. Monitor WING TEMP gage
for overheat condition.

Anti-ice systems should be turned on prior to flight into visi-

ble moisture and Ram Air temperature <10°C.

2B-48 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Stall Margin Indicators . . . . . . . . . . . . . . . . . . . CROSSCHECK

pilot’s and copilot’s
instruments for agreement

Climb
10,000 Feet Checks:
NO SMOKING FASTEN
SEAT BELT Switch . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Transition Altitude (18,000 ft) Checks:
Altimeters . . . . . . . . . . . . . .SET to 29.92” Hg (1013 hPa) at
transition altitude
RECOG LT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EMER PRESS Switches . . . . . . . . . . . . . . . . . . . . . NORMAL
Crew O2 Masks & Smoke Goggles . . . . . VERIFY STOWED
in QUICK DON POSITION

Cruise
Once established at cruise altitude, crew duties consist
mainly of monitoring aircraft systems indications and annun-
ciators to assure proper operation. Monitor pressurization
and engine instruments. Monitor fuel distribution and trans-
fer fuel as required. Use small thrust adjustments as neces-
sary to maintain desired cruise mach.

Descent
WSHLD HT and AUX DEFOG Switches . . . . . AS REQUIRED
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . SET as Follows:

NOTE: For Landing at field elevations at 8500 feet pres-

sure altitude or manual mode pressurization, refer to
PRESSURIZATION SYSTEM OPERATION in the AFM.

CABIN CONTROLLER Selector . . . . . . . . . SET to Destination

Field Elevation

Learjet 55 Developed for Training Purposes 2B-49

September 2003
CAE SimuFlite

WARNING: Even small accumulations of ice on the wing

leading edge can cause aerodynamic stall prior to activa-
tion of the stick pusher. These ice accumulations can also
cause stall margin indicator information to be unreliable.

Cabin RATE Selector . . . . . . . . . . . . . . . . ADJUST as desired

during descent.
Anti-ice Systems . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

NOTE: Anti-ice systems should be turned on prior to flight

into visible moisture and Ram Air Temperature < 10°C.

If descending into an area with high dew point, set WSHLD

HT switch to WSHLD HT to provide windshield exterior
defogging.

Transition Level (or FL 180) Checks

Barometric Altimeters . . . . . . . . . . . . . . . . . . . . . . .SET to field
barometric pressure
at transition altitude.
Pilot’s and copilot’s instruments . . . . . . . . . . . CROSSCHECK
RECOG LT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NO SMOKING FASTEN SEAT BELT Switch . . . . . . . . . . . ON
Cabin Check:
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRIEFED
Swivel Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FWD,
or as placarded.
Backs upright and locked.
Headrests in place for aft facing seats.
Work Tables and Toilet Doors . . . . . . . CHECK STOWED
Aisle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Aft Cabin Door. . . . . . . . . . . . . . . . . . . . UNOBSTRUCTED

2B-50 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Approach
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Systems Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
HYD PRESS . . . . . . . . . . . . . . . . . . . . . . 1500 to 1575 psi
GEAR AIR and BRAKE AIR . . . . . . . . . . 1800 to 3000 psi
Speeds: . . . . . . . . . . . . . . . . . . . COMPUTED and BUGS SET
Landing Approach Speed . . . . . . . . . . . . . . . . . . . . . VREF
Approach Climb. . . . . . . . . . . . . . . . . . . . Approx. VREF+15
CAUTION: It is recommended that if turbulence is antici-
pated due to gusty winds, wake turbulence, or wind shear,
the approach speed be increased. For gusty wind condi-
tions, an increase in approach speed of one half the gust
factor is recommended.

N1 for Go-Around . . . . . . . . . . .Refer to Section V of AFM

Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BALANCED
Approach Setup and Briefing. . . . . . . . . . . . . . . . . COMPLETE
Thrust Reversers (if installed) . . . . . . . . . . . . . . . . . . . .CHECK
Refer to Flight Manual Supplement for Aeronca Thrust
Reversers.
CABIN TEMP Controls:
COOL-FAN-OFF Switch . . . . . . . . . . . . . . . . AS DESIRED
If COOL-FAN-OFF Switch set to COOL:
Cabin AUTO-MAN Switch. . . . . . . . . . . . . . . . . . . . MAN
Cabin COLD-HOT knob . . . . . . . . . . . . . . . FULL COLD

Learjet 55 Developed for Training Purposes 2B-51

September 2003
CAE SimuFlite

Before Landing
SPOILER Switch . . . . . . . . . . . . . . RET or ARM (if applicable)

NOTE: On A/C 55-003 through 55-117 not incorporating

AAK 55-85-1, do not arm autospoilers for landing.

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8°or 20°

LANDING GEAR Switch . . . . . . . . . . . . DN at 200 KIAS (VLO)
or less
Check for green LOCKED DN indication.

NOTE: If taxi and/or takeoff were on ice, snow or slush:

ANTI-SKID Switch OFF

Brakes PUMP 6 to 10 times
ANTI-SKID Switch ON
Brake application will tend to crack any ice between brake
discs and between discs and wheels.
The ENG SYNC light will illuminate whenever the nose
gear is down and the ENG SYNC switch is in the SYNC
position.

LDG LT TAXI Switches . . . . . . . . . . . . . . . . . . .AS REQUIRED

NOTE: The left landing light will not illuminate unless the
left main gear is down and locked. The right landing light
will not illuminate unless the right main gear is down and
locked.

ANTI-SKID Switch. . . . . . . . . . . . . . . . . . . . . . . . CHECK ON

ANTI-SKID GEN Lights. . . . . . . . . . . . . . . . . . . VERIFY OUT
ENG SYNC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . DN, Check Indication
HYD PRESS Gage . . . . . . . . . . . CHECK (1500 to 1575 psi)
AIR IGN Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE

2B-52 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

NOTE: Use Control Wheel trim Switch to disengage auto-

pilot. Control Wheel Master Switch (MSW) will also disen-
gage yaw damper.

Go-Around
NOTE: Depressing GO-AROUND button in left thrust lever
handle will disengage autopilot and select flight director go-
around mode.

Autopilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
Thrust Levers. . . . . . . . . . . . . . . SET TO TAKEOFF THRUST,
or as required
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . . . . CHECK RET
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8°
LANDING GEAR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
(after positive rate of
climb established)
Climb . . . . . . . . . . . . . . . . . . . TO APPROACH CLIMB SPEED
(Approx. VREF +15)
When clear of obstacles:
Accelerate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO VREF+ 30
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT

Learjet 55 Developed for Training Purposes 2B-53

September 2003
CAE SimuFlite

Landing
Spoiler Switch . . . . . . . . . . . . . . . . . . . . EXT after Touchdown

NOTE: Select EXT even when autospoilers (if installed)

are armed. Autospoiler deployment may be delayed during
soft landings.

Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

CAUTION: If upon Touchdown, one or more ANTI-SKID-

GEN lights illuminate, anti-skid protection for the associ-
ated wheel is inoperative and has reverted to manual
brake control. Apply brakes cautiously.

Do not turn on cooling system during landing with antiskid

system operating. Initial voltage drop may cause false sig-
nals in the anti-skid system and dump brake pressure for 2
to 3 seconds.

Thrust Reversers or
Drag Chute (if installed). . . . . . . . . . . . . . . . . . . . AS DESIRED

WARNING: When landing on snow covered runways,

apply reverse thrust with caution as visibility may be
impaired.

Nose Wheel Steering. . . . . . . . . . . . . . . . . . . . .AS REQUIRED

Below 45 Knots

NOTE: During moderate to heavy braking action on patchy

snow or ice, avoid use of nose wheel steering above 10
knots.

2B-54 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Yaw Damper . . . . . . . . . . . . . . . . . . . . DISENGAGE, if desired

Depressing either Control Wheel Master Switch (MSW) will
disengage the PRI or SEC yaw damper (disengage tone
will sound).
Depressing the PRI or SEC PWR button on the Y/D panel
(pedestal) will disengage the PRI or SEC yaw damper
respectively (disengage tone will sound)

NOTE: The yaw damper may be used to provide improved

rudder-pedal centering with flaps 8° or lower.

If yaw damper is desired during taxi, use STEER LOCK as

Control Wheel Master Switch (MSW) will disengage yaw
damper.

After Landing/Clearing Runway

STALL WARNING Switches . . . . . . . . . . . . . . . . . . . . . . . OFF
AIR IGN Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAB AIR Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE: To minimize pressurization bumps, time delay cir-

cuits prevent the cabin air valve from closing for approxi-
mately 5 seconds.

Anti-ice Systems:
WSHLD HT & AUX DEFOG Switches . . . . . AS REQUIRED
WSHLD ALC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STAB WING HEAT Switch . . . . . . . . . . . . . . AS REQUIRED
WING TEMP Indicator. . . MONITOR for Overheat Condition
CAUTION: If STAB HEAT light is not illuminated and DC
ammeter indicates stabilizer heat operation, immediately
set STAB WING HEAT switch to OFF.

Learjet 55 Developed for Training Purposes 2B-55

September 2003
CAE SimuFlite
PITOT HEAT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NAC HT Switches . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
LDG LT- TAXI and RECOG Lights . . . . . . . . . . . AS DESIRED
SPOILER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET
FLAP Switch . . . . . . . . . . . . . . . . . . AS DESIRED (8° or lower,
If yaw damper operation desired)
HYD PRESS Gage . . . . . . . . . . . . CHECK (1500 to 1575 psi)
Unnecessary Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STANDBY
Radar. . . . . . . . . . . . . . . . . . CONFIRM in STANDBY MODE
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Fuselage Fuel Transfer . . . . . . . . . . . . . . . . . . . . AS DESIRED

NOTE: Idle engine for 2 minutes prior to thrust lever cutoff.

Thrust Lever (on engine started first) . . . . CUTOFF (Optional)

Shutdown
Parking Brake and/or chocks . . . . . . . . . . . . . . . . . . . . . . SET

CAUTION: If heavy braking was used during landing, set-

ting the Parking Brake will decrease brake cooling effi-
ciency and increase the possibility of wheel fuse plug
release. Therefore, use of chocks is recommended.

Anti-ice Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

EMER LIGHT Switch (If installed) . . . . . . . . . . . . . . . . DISARM

2B-56 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Panel Switches and Avionics. . . . . . . . . . . . SET, As Required

Third Attitude Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAGE
Emergency Power Switches . . . . . . . . . . . . . . . . . . . . . . . OFF
Coffee and Oven Switches (if installed) . . . . . . . . . . . . . . OFF
Thrust Lever(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUT OFF
START-GEN Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
INVERTER Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CROSSFLOW Switch . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
On A/C not incorporating SB 55-32-2, bleed Hydraulic
pressure to zero (0).

CAUTION: Failure to bleed hydraulic pressure form the

system before setting the Battery Switch(es) to OFF could
result in nose gear retraction if the landing gear selector
valve malfunctions.

NOTE: If the parking brake is set, use of flaps to bleed

hydraulic system pressure will not affect brake pressure.

BCN LT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Controls Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALL

Learjet 55 Developed for Training Purposes 2B-57

September 2003
CAE SimuFlite

Quick Turnaround
(One or no engine shutdown)

WARNING: On A/C 55-003 through 55-076 when not

incorporating AAK 55-82-6, failure to observe TURN-
AROUND Limits in Sections I and V of the AFM may result
in wheel fuse plug release during subsequent takeoff.

Cabin Doors. . . . . . . . . . . . . . . . . . . . CLOSED and LATCHED

DOOR Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
COOL-FAN-OFF Switch . . . . . . . . . . . . . . . . . . . . OFF or FAN
AUX HT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . START (2 Running)
START GEN Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN
Voltmeters and Ammeters . . . . . . . . . . . . . . . . . . . . . . . CHECK
START & CUR LIM Lights. . . . . . . . . . . . . . . . . OUT, if engine
has been restarted.
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FMS (If applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Flap O-ride. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET/OFF
Coffee and Oven Switches . . . . . . . . . . . . . . . ON, As Desired
(if applicable)
Anti-Ice Systems . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED

2B-58 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Cabin Check:
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRIEFED
Swivel Seats . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD or
as Placarded. Seat backs
in upright and locked position.
Headrests in place for occupied
aft facing seats.
Work Tables and Toilet Doors . . . . . . . . . CHECK STOWED
Aisle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Aft Cabin Door. . . . . . . . . . . . . . . . . . . . . . UNOBSTRUCTED
NO SMOKING FASTEN SEAT BELT Switch . . . . . . . . . . . ON

Taxi
Fuel Control Panel and Quantity . . . . . . . . . . . . . . . . . .CHECK
Takeoff Data . . . . . . . . . . . . . . .COMPUTED AND BUGS SET
(N1, V1, VR, V2, Distance)
Refer to Section V of AFM
NAV Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
For Ground Operation of radar:
GND RDR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO XMT
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED

Learjet 55 Developed for Training Purposes 2B-59

September 2003
CAE SimuFlite
SPOILER Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Flaps . . . . . . . . . . . . . . . . . . . SET 20° or 8°, Check Indication
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
PITCH TRIM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRI
PITCH TRIM Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
Pressurization . . . . . . . . . . . . . . . . . SELECT Cruising Altitude
or desired Cabin Altitude
CAB AIR Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COOL-FAN-OFF Switch . . . . . . . . . . . . . . . . . . . AS DESIRED
If COOL-FAN-OFF Switch is set to COOL:
CABIN AUTO-MAN Switch . . . . . . . . . . . . . . . . . . . . . MAN
CABIN COLD-HOT Knob . . . . . . . . . . . . . . . . FULL COLD
Crew Takeoff Briefing . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Runway Lineup
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
PARK BRAKE Light (if applicable) . . . . . . . . . . . VERIFY OUT
PITOT HEAT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PITOT HT Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT

2B-60 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Anti-ice Systems:

WARNING: The wings, vertical and horizontal control

surfaces and engines inlets must be free of frost, snow
and ice.

Even small accumulations of ice on the wing leading

edge can cause aerodynamic stall prior to activation for
the stick pusher. These ice accumulations can also cause
stall margin indicator information to be unreliable.

NOTE: Anti-ice systems should be turned on prior to take-

off into visible and Static Air Temperature <5° C (41°F).

If anti-ice systems are required during takeoff, they should

be turned on prior to setting takeoff thrust.

WSHLD HT Switch . . . . . . . . . . . . . . . . . . AS REQUIRED

NAC HEAT Switches. . . . . . . . . . . . . . . . . AS REQUIRED
STAB WING HEAT Switch . . . . . . . . . . . . AS REQUIRED
STROBE and RECOG Light Switches . . . . . . . . . . . . . . . . ON
LDG LT-TAXI Switches . . . . . . . . . . . . . . . . . . ON, As Desired
AIR IGN Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Autospoilers (if installed) . . . . . . . . . . . . . . . . . ARM, If Desired
SPOILER ARMED Light . . . . . . . . . . VERIFY ILLUMINATED
SPOILER LIGHT . . . . . . . . . . . . . . . . . . . . . . . . VERIFY OUT
APR Switch (If installed) . . . . . . . . . . . . . . . . ARM (If Desired)
APR ARM Light . . . . . . . . . . . . . . . . . VERIFY ILLUMINATED
APR ON Light . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY OUT

Learjet 55 Developed for Training Purposes 2B-61

September 2003
CAE SimuFlite

NOTE: Because of unequal spool-up rates, the APR sys-

tem may inadvertently activate if APR is armed at low
power settings. Should this occur, check N2 speeds are
within 5% and set APR switch to OFF/RESET before
attempting to rearm the system.

Both APR and autospoilers must be operative and armed

in order to use the takeoff distance performance improve-
ment shown on he applicable Takeoff Distance chart in
Section V of the AFM.

STALL WARN Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

NOTE: In a strong crosswind, it may be necessary to wait

until indication of airspeed is achieved before setting
STALL WARN Switches ON.

Annunciator Lights. . . . . . . . . . . . . . . . . . . . . . . . .OUT. Except

STEER ON, GND IDLE
And if applicable:
SPOILER ARMED and APR ARMED

NOTE: STAB HEAT and WSHLD HT lights will illuminate if

the corresponding systems have been turned on.

Nosewheel Steering . . . . . . . . . . . . . . . . . DISENGAGE at first

indication of airspeed

NOTE: If Steer Lock was used to engage nose wheel

steering, depressing and then releasing Control Wheel
Master Switch (MSW) will disengage steering.
If Control Wheel Master Switch (MSW) was used to
engage nose wheel steering, releasing MSW will disen-
gage steering.

2B-62 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Parking
Under normal weather conditions, the aircraft may be parked and
headed in a direction to facilitate servicing without regard to
prevailing winds. For extended parking, head aircraft into the
wind.
Aircraft . . . . . . . . . . . PARK ON HARD, LEVEL SURFACE
Nose Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
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

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/

NOSE GEAR MAIN GEAR

Learjet 55 Developed for Training Purposes 2B-63

September 2003
CAE SimuFlite

Towing/Taxiing
On hard surfaces, the aircraft can be towed or pushed back-
wards with a tow bar attached to the nose wheel. The turning
angle of the nose wheel with tow bar is 90° either side of center.
When the aircraft is not on a hard surface (such as sand, soft
ground, or mud), cables or ropes must be attached to each
main gear for towing. If such occurs, steer with the rudder
pedals.
For taxi operations, accomplish directional control with the
nosewheel steering system. The maximum turning radius for
the nosewheel steering system is 55° either side of center.
CAUTION: If aircraft is off runway and mired in soft
ground, do not attempt nose wheel towing. Use cables or
ropes attached to the main gear to prevent damage to the
aircraft. See Main Gear Towing section, this chapter.

2B-64 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Towing Radius

28' 0"
NOSE
WHEEL
38' 0"
WING
TIP

30' 0"

Learjet 55 Developed for Training Purposes 2B-65

September 2003
CAE SimuFlite

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
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Control Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . ATTACHED
Tow Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED

2B-66 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Main Gear Towing

Pilot Seat . . . . . . . . . . AT LEAST ONE SEAT OCCUPIED
Main Gear . . . . . . . . . . . .ROPES OR CABLES ATTACHED
Position large ropes or belt straps on main gear strut as low
as possible.
Wheel Chocks/Mooring Ropes. . . . . . . . . . . . . . . REMOVED
Control Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Ropes, Chains, or Cables . . . . . . . . . . . . . . ATTACHED TO
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWING VEHICLE
Towing ropes, chains, or cables should be of sufficient length
to allow towing vehicle to be at least 50 to 100 ft from aircraft.
Parking Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
Wing/Tail Walkers . . . . . . . . . . . . STATIONED (OPTIONAL)
Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOW
Use smooth starts and stops.

When Towing Operation Completed:

Nosewheel . . . . . . . . . . . . . . . . . . . . . . CENTERED/UPLOCK
. . . . . . . . . . . . . . . . . . . . . . . . . . . . ROLLER BAR FORWARD
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Control Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . ATTACHED
Ropes, Chains, or Cables . . . . . . . . . . . . . . . . . . . REMOVED

Learjet 55 Developed for Training Purposes 2B-67

September 2003
CAE SimuFlite

Taxiing
During taxi, the aircraft speed is controlled by engine thrust,
rudder pedal steering, and brakes. Taxiing can be accom-
plished with one or both engines operating.

CAUTION: Ensure personnel and equipment are clear of

engine inlet and exhaust when engine is operating.

Pilot Stations . . . . . . . . . . . . . . . . . . . . . . BOTH OCCUPIED

Wheel Chocks/Mooring Ropes. . . . . . . . . . . . . . . REMOVED
Control Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Engine Inlet/Exhaust Covers . . . . . . . . . . . . . . . . REMOVED
Area. . . . . CLEARED OF PERSONNEL AND EQUIPMENT
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Start one engine according to engine starting procedures.
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED

After Taxiing:
Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT DOWN
Parking Procedure. . . . . . . . . . . . . . . . . . . . . . PERFORMED

2B-68 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Storage and Restoring

Storage
Aircraft storage practices vary depending upon 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.

DORSAL
NACELLE INLET
EXHAUST COVER
COVER
NACELLE
INLET
COVER

TAIL
STAND

PITOT
TUBE
COVER

Learjet 55 Developed for Training Purposes 2B-69

September 2003
CAE SimuFlite

Flying Storage (7 to 30 Days)

Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARKED
Fuel System . . . . . . . . . . . . . . . . . . . . . .AIRCRAFT FUELED
Control Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Flaps and Spoilers. . . . . . . . . . . . . . . . . . . . . . . RETRACTED
Engine Protective Covers . . . . . . . . . . . . . . . . . . INSTALLED
Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . ATTACHED
Batteries . . . . . . . . . . . . . . . . . . . . .LEADS DISCONNECTED
Protective Covers . . . . . . INSTALLED ON PITOT TUBES/
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DORSAL FIN INLET
Tail Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Access Doors and Panels . . . . . . . . . . CLOSED/SECURED
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED
Attach red tag to cabin door handle with the following
notation: “Aircraft prepared for flyable storage (7 to 30
Days) (DATE OF STORAGE).”

Prolonged Storage (31 Days to 6 Months)

Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . WASHED/WAXED
Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEANED
Seat Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Parking Procedure. . . . . . . . . . . . . . . . . . . . . . PERFORMED
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESERVED
Engine Protective Covers . . . . . . . . . . . . . . . . . . INSTALLED
Fuel System Procedure. . . . . . . . . . . . . . . . . . PERFORMED
Fuel Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COVERED

2B-70 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Batteries . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED/STORED
Standby Battery . . . . . . . . . . . . . . . . . . . REMOVED/STORED
Emer Power Supply Battery . . . . . . . . . REMOVED/STORED
Nav/Avionic Emer Battery Supply . . . . . . . . . . . . . STORED
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLETED
Alcohol Anti-Ice System . . . . . . . . . . . . . . . TANK EMPTIED
Refrigeration System. . . . . . . . . . . . . . . . . . . . . . OPERATED
Connect an external power source and operate refrigeration
system every 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
RH Windshield Cover . . . . . . . . . . . . . . . . . . . . . INSTALLED
Cabin Window Covers. . . . . . . . . . . . . . . . . . . . . INSTALLED
Avionics Equipment . . . . . . . . . . . . . . . REMOVED/STORED
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 unservicable tires.

Learjet 55 Developed for Training Purposes 2B-71

September 2003
CAE SimuFlite
Brakes. . . . . . . . . . . . . . . . . . . . . . . REMOVED/PRESERVED
Anti-Skid Wheel Transducer. . . . . . . . . . . . . . . . . SERVICED
Landing Gear Strut . . . . . . . . . . . . . . . . . . . . . LUBRICATED
Main/Nose Gear Shock Struts . . . . . . . . CHECKED EVERY
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 DAYS
Main/Nose Gear Tire Pressure . . . . . . . . CHECKED EVERY
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 DAYS
Wheel Wells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED
Install barrier material over wheel wells; secure and seal from
atmosphere with black tape.
Toilet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SANITIZED
Emergency Air Bottle . . . . . . . . . . . . . . . . . . . . . DEPLETED
Engine Fire Extinguisher Container . . . . . . . . . . SERVICED
Gain access to fire extinguisher container and install a wire
jumper between the ground stud and cartridge insulated
terminal. Attach a red tag to the jumper wire with the notation:
“Remove jumper wire before starting engine.”
Flight Control System . . . . . . . . . . . . . . . . . . . LUBRICATED
Control Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Flaps/Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED
Tail Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Dorsal Fin Inlet Cover . . . . . . . . . . . . . . . . . . . . . INSTALLED
Access Door/Panels . . . . . . . . CHECK CLOSED/SECURED
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED
Attach red tag to cabin door handle with the following
notation: “Aircraft prepared for prolonged storage (31 days to
6 months) (DATE OF STORAGE).”

2B-72 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

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.
Engine Protective Covers . . . . . . . . . . . . . . . . . . INSTALLED
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).
Fuel . . . . . . . . . . . . . . . . . . . . TOPPED OFF AS REQUIRED
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED
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
Windshield/Windows. . . . . . . . . . . . . . . . . .REPLACE TAPE

Learjet 55 Developed for Training Purposes 2B-73

September 2003
CAE SimuFlite

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
Control Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Batteries . . . . . . . . . . . . . . . . . . . . SERVICED/CONNECTED
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Check the following items and service if required:
Q hydraulic accumulator/reservoir
Q nose/main landing gear/struts
Q tires
Q refrigeration system
Q emergency air bottles
Q alcohol anti-ice system
Q oxygen system
Q
engine oil system.
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . PERFORMED

2B-74 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

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 Manu-
al.
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Oxygen System . . . . . . SERVICED/CHECKED FOR LEAKS
Alcohol Anti-Ice System. . . . . . . . . . . . . . . . . . . . SERVICED
Environmental System . . . . . . . . OPERATIONAL CHECKS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMED
Hydraulic System. . . . . . . . . . . . . . CHECKED FOR LEAKS
Windshield/Windows. . . . . . COVERS REMOVED/STORED
Avionic Equipment . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Pitot/Static System . . . . . . . . . . . . . . . . .COVERS/BARRIER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MATERIAL REMOVED
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Toilet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICED
Emergency Air Bottle . . . . . . . . . . . . . . . . . . . . . . SERVICED
Engine Fire Extinguisher Container . . . . . . . . . . SERVICED
Flight Control System . . . . . . . . . . . . . . . . . . . . . . SERVICED
Exterior Fuselage. . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Interior . . . . . . . . . . . . . . . . . . . . . CLEANED, IF REQUIRED
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . PERFORMED

Learjet 55 Developed for Training Purposes 2B-75

September 2003
CAE SimuFlite

Restoring from Indefinite Storage

(More than 6 Months)
In addition to the procedures required for restoring from Pro-
longed Storage, perform the following.
Engine Fire Extinguisher System . . . . . . . . . . . . CHECKED
Hydrostatically test and service engine fire extinguisher con-
tainers and install engine fire extinguisher containers and
cartridges (see Maintenance Manual for details).
400-Hour Inspection . . . . . . . . . . . . . . . . . . . . PERFORMED

Hot Weather and Desert Opera-

tions
Observe airplane performance limitations computed from Sec-
tion V of the AFM. Temperature affects engine thrust, braking,
takeoff distance, and climb performance.
In areas of high humidity, non-metallic materials are subject to
moisture absorption and increase the weight of the aircraft.
In very dry areas, protect the airplane from dust and sand.

Exterior Inspection
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . PERFORMED
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Q
Clean dust and dirt from landing gear shock struts. Check
gear doors, position switches, and squat switches for con-
dition and operation. Check tires and struts for proper infla-
tion.
Q Check and remove dust and sand from engine inlet duct,
tail pipe, and the visible components of the thrust revers-
ers.
During the inspection, be particularly conscious of dust and
sand accumulation on components lubricated with oily or

2B-76 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

greasy lubricants.
Be careful of other personnel and equipment behind the
airplane during engine starts.

Engine Start
During engine starts at high outside temperatures, engine EPR
is higher than normal but should remain within limits.

Taxi
If the airport surfaces are sandy or dust covered, avoid exhaust
wake and propwash of other airplanes.

Takeoff
Ensure takeoff performance is adequate for the conditions and
runway length.

Shutdown and Postflight

Install all aircraft protective covers.
Do not allow sand or dust to enter fuel tanks while refueling.
Do not leave reflective objects in the cockpit or on the
glareshield; reflected heat can distort the windshield optical
properties.

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.

Preflight Inspection
Normal Exterior Inspection. . . . . . . . . . . . . . . CONDUCTED
Aircraft Surface . . . . . . . . . . .CHECKED FREE OF SNOW/
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICE/FROST

Learjet 55 Developed for Training Purposes 2B-77

September 2003
CAE SimuFlite
Landing Gear . . . . . . . . . . . . . CHECKED FREE OF SNOW/
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICE/FROST
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

Engine Start
Use of a GPU for an engine start is recommended at ambient
temperature of 32°F (0°C) or below. Ensure GPU is regulated
to 28V DC; it should have an adequate capacity (at least
500A). The GPU is limited to 1,100A maximum.
The SPR is recommended for engine starts at ambient temper-
ature of 0°F (-17.8°C) or below.

CAUTION: During engine starts in cold conditioned, abort

the start attempt if the following occur: (1) fan speed (N1)
does not rise with turbine speed (N2) or stops during the
start attempt; (2) ITT rises rapidly and appears likely to
exceed the start limit. In addition, remember that exceed-
ing idle power with oil temperature below 30°C is not rec-
ommended. 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.

If the engines are exposed to extremely cold temperatures

below -40°F (-40°C) for an extended period, preheat the
engines prior to attempting a start. With ambient temperatures
between -40°F and -65°F, direct warm air into each engine for
a minimum of 30 minutes prior to engine start.
In cold weather, engine acceleration is much slower than normal
and ITT has a tendency to increase more rapidly because of the
increased spool-up time. Higher than normal oil pressures that
exceed the maximum allowable transients also may register.
When the aircraft has been cold-soaked at ambient tempera-
tures below -13°F (-25°C), operate the engines a minimum of
three minutes to bring the hydraulic system to normal operating
temperature.

2B-78 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Taxiing
Anti-Ice Systems . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
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.

Takeoff
If Anti-Ice Systems Required for Takeoff:
Anti-Ice Systems . . . . . . . . . . . . . ON PRIOR TO SETTING
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF THRUST

After Takeoff
Snow/Slush-Covered Runway:
Landing Gear . . . . . . . . . . . . . . . . . . . DELAY RETRACTION
A delayed retraction allows residual slush to be thrown or
blown off the gear.
STAB WING HEAT Switch. . . . . . . . ON FOR 10 MINUTES
Wing heat bleed air exits overboard through the center wing/
wheel well area. Activation of the wing heat helps melt
moisture on the wheels and brakes. Monitor WING TEMP
indicator for overheat condition.

Learjet 55 Developed for Training Purposes 2B-79

September 2003
CAE SimuFlite

Before Landing
If taxi or takeoff was made from a snow/slush-covered runway,
the following should help crack any ice between brake discs
and between discs and wheels.
After Landing Gear Extended:
Anti-Skid Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Brakes. . . . . . . . . . . . . . . . . . . . . . . . . .PUMP 6 TO 10 TIMES
Use moderate to heavy braking pressure.
WARNING: Even small accumulations of ice on the wing
leading edge can cause an increase in stall speed and,
possibly, a degradation in stall characteristics.

Prior to Touchdown:
Anti-Skid Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Ensure the ANTI-SKID annunciators are extinguished.

2B-80 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

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.

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/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 subfreez-
ing weather with the parking brake set.
Landing Gear Shock Struts/
Wheel Wells . . . . . . . . . . . . . . . ICE/SNOW/DIRT REMOVED
Check gear doors, position switches, squat switches, wheels,
and tires.
Flap/Flap Tracks . . . . . . . . . . . ICE/SNOW/DIRT REMOVED
Accomplish this before retracting flaps.
Crew Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . REMOVED
If the aircraft is to be parked for extended period at ambient
temperatures of 20°F (-6.7°C) or below, stow the crew
oxygen masks in a heated room. In lieu of that, warm the
cabin to at least 20°F (-6.7°C) before use.

Learjet 55 Developed for Training Purposes 2B-81

September 2003
CAE SimuFlite
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.

Deicing Supplemental Information

This section provides supplementary information on aircraft
deicing, anti-icing/deicing fluids, deicing procedures, and air-
craft operating procedures. Consult the AFM, Maintenance
Manual Chapter 12 – Servicing, and FAA Advisory Circulars for
deicing procedures, holdover times, fluid specifications, recom-
mendations, and hazards.
CAUTION: Type II/IV FPD generally should not be
applied forward of the wing leading edges. If used for
deicing, do not apply forward of cockpit windows. Ensure
that radome and cockpit windows are clean.

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.

2B-82 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

NOTE: The first area to be deiced/anti-iced should be eas-

ily visible from the cabin/cockpit and should be used to pro-
vide a conservative estimate for unseen areas of the
aircraft before initiating takeoff roll.

Following extended high-altitude flight, frost can form at ambi-

ent 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:
Q placing the aircraft in a warm hangar until the ice melts
Q mechanically brushing the snow or ice off with brooms,
brushes, or other means
Q applying a heated water/glycol solution (one-step proce-
dure)
Q applying heated water followed by an undiluted glycol-based
fluid (two-step procedure).
Two types of anti-icing/deicing fluids are in commercial use:
SAE/ISO Types I and II. Type I fluids are used generally in
North America. Type II fluids, also referred to as AEA Type II,
are used generally in Europe.
Type I fluids are unthickened glycol-based fluids usually diluted
with water and applied hot; they provide limited holdover time.
Type II fluids are thickened glycol-based fluids that are usually
applied cold on a deiced aircraft; they provide longer holdover
times than Type I fluids.

NOTE: Holdover time is the estimated time that an antiic-

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

Learjet 55 Developed for Training Purposes 2B-83

September 2003
CAE SimuFlite
Many factors influence snow, ice, and frost accumulation and
the effectiveness of deicing fluids. These factors include:
Q ambient temperature and aircraft surface temperature
Q relative humidity, precipitation type, and rate
Q wind velocity and direction
Q operation on snow, slush, or wet surfaces
Q operation near other aircraft, equipment, and buildings
Q 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 accu-
mulation.
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 FPD fluid).
Deice the aircraft from top to bottom. Avoid flushing snow, ice,
or frost onto treated areas. Start the deicing process by treating
the horizontal stabilizer followed by the vertical stabilizer.
Continue by treating the fuselage top and sides. Finally, apply
deicing fluid to the wings.

CAUTION: Type II FPD generally should not be applied

forward of the wing leading edges. If used for deicing, do
not apply forward of cockpit windows. Ensure that radome
and cockpit windows are clean.

2B-84 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Deicing fluid should not be applied to:

Q pitot/static tubes, static ports, temperature probes, AOA
vanes, or TAT probe
Q gaps between control surfaces and airfoil
Q cockpit windows
Q passenger windows
Q air and engine inlets and exhausts
Q
vents and drains
Q
wing and control surface trailing edges
Q
brakes.
During deicing observe the following:
Q
Avoid excessive use of deicing fluid to prevent flushing of
slush into areas forward of control surfaces.
Q
When applying fluid, avoid pressures 300 PSI or greater.
Q
Exercise extreme caution when moving deicing equipment
around aircraft. Maintain adequate separation between
equipment and aircraft.
Q
A fine mist of deicing fluid applied two or three times provides
better anti-icing protection than a single heavy application.
Q
Apply deicing fluid to lower surfaces if anticipating taxi and
takeoff through snow.
Q
Follow all deicing fluid manufacturer’s recommendations and
procedures.
Q
Do not use diluted deicing fluid for anti-icing. Melting snow will
further dilute the solution and refreezing can occur.
Q After deicing the aircraft nose, wipe all remaining traces of
fluid from area in front of windshield.

Learjet 55 Developed for Training Purposes 2B-85

September 2003
CAE SimuFlite
Deicing fluid sprayed into an operating engine can introduce
smoke or vapors into the cabin and cockpit and pose a serious
fire hazard.

CAUTION: If engines are running when spraying of deic-

ing fluids is in progress, turn bleed air and air conditioning
packs off.

Do not use deicing fluid to deice engines. Mechanically remove

snow and ice from the engine inlet. Check the first stage fan
blades for freedom of movement. If engine does not rotate
freely, deice engine with hot air.

CAUTION: Do not use deicing fluid for engines. After

deicing engine, start engine(s) immediately to prevent any
reicing condition. Select engine anti-ice on after engine
start.

Post Deicing Procedures

Deicing Inspection
After deicing, the following areas should be free of ice, snow, or
frost accumulation:
Q wing leading edges, upper and lower surfaces
Q
vertical and horizontal stabilizer leading edges, side panels,
and upper and lower surfaces
Q ailerons, elevator, and rudder
Q flaps, flap tracks, and flap drive mechanisms
Q
ground and flight spoilers
Q
engine inlets and exhausts
Q cockpit windows
Q
communication and navigation antennas

2B-86 Developed for Training Purposes Learjet 55

September 2003
 Expanded Normal Procedures

Q fuselage
Q
AOA probes, pitot tubes, static ports, and SAT/TAS probe
Q fuel tank vents
Q cooling air inlets and exhausts
Q
landing gear including brakes, wheels, tires, struts, and
doors.

CAUTION: After deicing wings and empennage, check

flap wells for slush and/or ice accumulations. Ensure that
all drain holes are clear.

CAUTION: Check all primary flight control surfaces by

hand movement through full travel stop before any move-
ment is attempted with control wheel, yoke, or rudder ped-
als. Trim and control tabs should be operated through full
travel range.

Taxi
During taxi on ice or snow covered surfaces, observe the fol-
lowing:
Q Maintain a greater than normal distance between aircraft.
Q Do not use reverse thrust. If reverse thrust used, reinspect
the aircraft for snow, ice, and frost accumulations.
Q Taxi with the flaps up. Do not perform Taxi/Before Takeoff
checklist until flaps are extended.
Q Periodically conduct engine run-ups to as high a thrust set-
ting as practical.
Q Turn ENGINE and WING ANTI-ICE switches ON immedi-
ately after engine start.
Q Conduct final pre-takeoff inspection five minutes before
takeoff.

Learjet 55 Developed for Training Purposes 2B-87

September 2003
CAE SimuFlite
Pre-Takeoff Inspection
Within five minutes of takeoff, conduct an exterior aircraft
inspection from within the aircraft to:
Q note any loss of anti-icing fluid effectiveness
Q examine visible aircraft surfaces for ice and snow accumula-
tion
Q use windshield wipers to observe ice or snow accumula-
tions.
If uncertain of current aircraft condition, conduct an exte-
rior “hands on” inspection or deice the aircraft again
before flight.
Takeoff
During takeoff observe the following:
Q Do not use reduced thrust.
Q Accomplish an engine run-up to highest practical thrust and
observe stable engine operation before brake release.
Q After setting takeoff throttle, verify that LP RPM and other
engine indications are normal.
Approach and Landing
During the descent approach observe the following:
Q Anticipate use of engine and wing anti-icing.
Q After the ground spoilers and thrust reversers are actuated,
immediately lower nose wheel to runway.
Q With the anti-skid system operational, apply normal braking
smoothly and symmetrically to maintain direction control.
Q
Do not use asymmetric thrust on icy or slippery runways.
Q
Be prepared for possible downwind drift on icy or slippery
runways with crosswind when using reverse thrust.
Q Do not attempt to turn off runway at too high speeds.

2B-88 Developed for Training Purposes Learjet 55

September 2003
Standard Operating Procedures
Table of Contents
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-3
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-3 2
Flow Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-4
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-4
Abnormal/Emergency Procedures . . . . . . . . . . . . . . . . . 2C-5
Radio Tuning and Communication . . . . . . . . . . . . . . . . . 2C-7
Altitude Assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-8
Pre-Departure Briefings . . . . . . . . . . . . . . . . . . . . . . . . . 2C-8
Advising of Aircraft Configuration Change . . . . . . . . . . . 2C-9
Transitioning from Instruments to Visual Conditions . . . 2C-9
Phase of Flight SOP . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-11
Holding Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-11
Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-13
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-14
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-18
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-19
Precision Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-22
Precision Missed Approach . . . . . . . . . . . . . . . . . . . . . 2C-27
Precision Approach Deviations . . . . . . . . . . . . . . . . . . 2C-30
Non-Precision Approach . . . . . . . . . . . . . . . . . . . . . . . 2C-32
Non-Precision Missed Approach . . . . . . . . . . . . . . . . . 2C-38
Visual Traffic Patterns . . . . . . . . . . . . . . . . . . . . . . . . . 2C-43
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-45

Learjet 25/35/55 Developed for Training Purposes 2C-1

July 2004
CAE SimuFlite
This page intentionally left blank.

2C-2 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

General Information
CAE SimuFlite strongly supports the premise that the disci-
plined use of well-developed Standard Operating Procedures
(SOP) is central to safe, professional aircraft operations, espe-
cially 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 train-
ing. If your flight department does not already have one, we
welcome your use of the CAE SimuFlite SOP.
Corporate pilots carefully developed this SOP. A product of
their experience, it is the way CAE SimuFlite 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.

Definitions
LH/RH: Pilot Station. Designation of seat position for accom-
plishing 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.

Learjet 25/35/55 Developed for Training Purposes 2C-3

July 2004
CAE SimuFlite

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 method-
ically accomplish the flow pattern.

Checklists
Use a challenge-response method to execute any checklist.
After the PF initiates the checklist, the PM challenges by read-
ing 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 chal-
lenge. 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 situa-
tional awareness during checklist phases and prompts the PF
to continue to the next checklist, if required.
Effective checklists are pertinent and concise. Use them the
way they are written: verbatim, smartly, and professionally.
Omission of Checklists
While the PF is responsible for initiating checklists, the 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.

2C-4 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

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.

Abnormal/Emergency Procedures
When any crewmember recognizes an abnormal or emergency
condition, the PIC designates who controls the aircraft, who
performs the tasks, and any items to be monitored. Following
these designations, the PIC calls for the appropriate checklist.
The crewmember designated on the checklist accomplishes
the checklist items with the appropriate challenge/response.

NOTE: “Control” means responsibility for flight control of

the aircraft, whether manual or automatic.

The pilot designated to fly the aircraft (i.e., PF) does not perform
tasks that compromise this primary responsibility, regardless of
whether he uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation
that requires immediate corrective action without reference to a
checklist. The elements of an emergency procedure that must
be performed without reference to the appropriate checklist are
called memory or recall items. Accomplish all other abnormal
and emergency procedures while referring to the printed
checklist.
Accomplishing abnormal and emergency checklists differs from
accomplishing normal procedural checklists in that the pilot
reading the checklist states both the challenge and the
response when challenging each item.

Learjet 25/35/55 Developed for Training Purposes 2C-5

July 2004
CAE SimuFlite
When a checklist procedure calls for the movement or manipu-
lation 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.
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:
Q FLY THE AIRCRAFT – Maintain aircraft control.
Q RECOGNIZE CHALLENGE – Analyze the situation.
Q RESPOND – Take appropriate action.
Aborted Takeoffs
The aborted takeoff procedure is a pre-planned maneuver;
both crewmembers 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 crewmember may call
for an abort.
The PF normally commands and executes the takeoff abort for
directional control problems or catastrophic malfunctions. Addi-
tionally, any indication of one of the following malfunctions prior
to V1 is cause for an abort:
Q
engine failure
Q engine fire
Q
thrust reverser deployment
In addition to the above, the PF usually executes an abort prior
to 80 KIAS for any abnormality observed.

2C-6 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

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 crewmember positively announces a
malfunction. As time permits, the other crewmember 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 fail-
ure, he announces it and simultaneously identifies the malfunc-
tion 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.
Non-Critical Malfunctions in Flight
Procedures for recognizing and verifying a noncritical malfunc-
tion or impending malfunction are the same as those used for
time-critical situations: use positive oral and graphic communi-
cation to identify and direct the proper response. Time, how-
ever, 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 tun-
ing, 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.”

Learjet 25/35/55 Developed for Training Purposes 2C-7

July 2004
CAE SimuFlite
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 fre-
quency 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.

Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each
flight to address potential problems, weather delays, safety
considerations, and operational issues.
Pre-departure briefings should include all crewmembers to
enhance team-building and set the tone for the flight. The brief-
ing may be formal or informal, but should include some stan-
dard items. The acronym AWARE works well to ensure that no
points are missed. This is also an opportunity to brief the crew
on any takeoff or departure deviations from the SOP that are
due to weather or runway conditions.

NOTE: The acronym AWARE stands for the following:

Q
Aircraft status
Q Weather
Q Airport information
Q
Route of flight
Q Extra

2C-8 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Advising of Aircraft Configuration

Change
If the PF is about to make a change to aircraft control or config-
uration, 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 pre-
cedes maneuvers involving unusual deck or roll angles.

Transitioning from Instruments to Visual

Conditions
If visual meteorological conditions (VMC) are encountered dur-
ing 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.

Learjet 25/35/55 Developed for Training Purposes 2C-9

July 2004
CAE SimuFlite
This page intentionally left blank.

2C-10 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Phase of Flight SOP

Holding Short


P

PN

call: “Before Takeoff

checklist.”


action: Complete Taxi/Before
Takeoff checklist.


call: “Before Takeoff
checklist complete.”

Takeoff Briefing

action: Brief the following:

ƒƒ Assigned Runway for Takeoff
ƒƒ Initial Heading/Course
ƒƒ Type of Takeoff (Rolling or Standing)
ƒƒ Initial Altitude
ƒƒ Airspeed Limit (If Applicable)
ƒƒ Clearance Limit
ƒƒ Emergency Return Plan
ƒƒ SOP Deviations
Consider the following:
ƒƒ Impaired Runway Conditions
ƒƒ Weather
ƒƒ Obstacle Clearance
ƒƒ Instrument Departures Procedures
ƒƒ Abort

Learjet 25/35/55 2C-11

August 2010 Developed for Training Purposes
 SimuFlite

Holding Short (continued)

P

PN

Cleared for Takeoff

action: Confirm Assigned

Runway for Takeoff
and Check Heading
Indicator Agreement


call: “Assigned Runway
Confirmed, Heading
Checked”

action: Confirm Assigned

Runway for Takeoff
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 Line-up/
Before Takeoff
checklist complete.”

2C-12 Learjet 25/35/55

Developed for Training Purposes August 2010
 Standard Operating Procedures

Takeoff Roll
PF PNF

Setting Takeoff Power

CALL “Max power.” CALL “Max power.”

Initial Airspeed Indication

CALL “Airspeed alive.”

ACTION Visually confirm

positive IAS
indication. NWS
Released.
At 80 KIAS
CALL “80 knots
crosscheck.”

At V1
CALL “V1.”

ACTION Move hand from

power levers to yoke.
At VR -V2
CALL “Rotate.”

ACTION Rotate to a approx.

9° pitch attitude for
takeoff (Go-around
position on V-Bars).

Learjet 25/35/55 Developed for Training Purposes 2C-13

July 2004
CAE SimuFlite

Climb
PF PNF

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.
Q PF’s and PM’s ADI

displays agree.
Q Pitch and bank

angles are
acceptable.
CALL “Attitudes check.”
Or, if a fault exists,
give a concise
statement of the
discrepancy.

At VREF +30 KIAS and 400 ft. above airport surface (Minimum)
CALL “V2 +30 KIAS.”

CALL “Flaps UP.”

2C-14 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

PF PNF
CALL “Flaps selected UP.”
When flap indicator
shows UP, “Flaps
indicate UP.”

Learjet 25/35/55 Developed for Training Purposes 2C-15

July 2004
CAE SimuFlite

Climb (continued)
PF PNF

At VENR (Minimum)
CALL “Climb power.” CALL

CALL 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 feet.”
ACTION No Smoke / Fasten
Seat Belt lights, as
required.
At Transition Altitude
CALL “29.92 set.” CALL “29.92 set.”
“Climb checklist.”

ACTION Complete Climb

checklist.
CALL “Climb checklist
complete.”

At 1,000 ft. Below Assigned Altitude

CALL “_____ (altitude) for
_____ (altitude).”
(e.g., “9,000 for
10,000.”)

2C-16 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

PF PNF
CALL “_____ (altitude) for
_____ (altitude).”
(e.g., “9,000 for
10,000.”)

Learjet 25/35/55 Developed for Training Purposes 2C-17

July 2004
CAE SimuFlite

Cruise

PF PNF

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.”

CALL “Correcting.”

2C-18 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Descent
PF PNF

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
_____.” _____.”

ACTION Complete Transition

checklist.
CALL “Transition checklist
complete.”

At 10,000 ft
CALL “10,000 ft.”

CALL “Check.
Speed 250 knots.”

Learjet 25/35/55 Developed for Training Purposes 2C-19

July 2004
CAE SimuFlite

PF PNF
Maintain sterile cockpit below 10,000 ft above airport surface.

2C-20 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Descent (continued)
PF PNF

At Appropriate Workload Time

REVIEW REVIEW

Review the following:

Q
approach to be executed
Q field elevation

Q appropriate minimum sector altitude(s)

Q inbound leg to FAF, procedure turn direction and altitude

Q final approach course heading and intercept altitude

Q timing required

Q DA/MDA

Q MAP (non-precision)

Q VDP

Q special procedures (DME step-down, arc, etc.,)

Q type of approach lights in use (and radio keying

procedures, if required)
Q missed approach procedures

Q runway information conditions

ACTION Brief the following:

Q configuration Q VDP
Q approach speed Q missed approach
Q minimum safe Q heading

Q altitude
altitude
Q intentions
Q
approach course
Q abnormal
Q FAF altitude

Q DA/MDA altitude
implications
Q
field elevation

Accomplish as many checklist items as possible. The Approach

checklist must be completed prior to the initial approach fix.

Learjet 25/35/55 Developed for Training Purposes 2C-21

July 2004
CAE SimuFlite

Precision Approach
PF PNF

Prior to Initial Approach Fix

CALL “Approach checklist.”

ACTION Complete Approach

checklist.
CALL “Approach checklist
compete.”

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.”

2C-22 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Precision Approach (continued)

PF PNF

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.
When Annunciator Indicates Glideslope Capture
CALL “Glideslope CALL “Glideslope
captured.” 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 when 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.

Learjet 25/35/55 Developed for Training Purposes 2C-23

July 2004
CAE SimuFlite

Precision Approach (continued)

PF PNF

At FAF
CALL “Outer marker.” or
“Final fix.”

ACTION Q
Start timing.
Q Visually crosscheck
that both altimeters
agree with crossing
altitude.
Q
Set missed
approach altitude in
altitude alerter.
Q Check PF and PM

instruments.
Q 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.”

2C-24 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Precision Approach (continued)

PF PNF

At 500 ft Above DA(H)

CALL “500 ft to minimums.”

CALL “Check.”

NOTE: An approach window has the following parameters:

Q within one dot deflection, both LOC and GS
Q IVSI less than 1,000 fpm
Q IAS within VAP ± 10 kt (no less than VREF or 0.6 AOA,
whichever is less)
Q
no flight instrument flags with the landing runway or visual
references not in sight
Q landing configuration, except for full flaps (non-precision 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.

At 200 ft Above DA(H)

CALL “200 ft to minimums.”

CALL “Check.”

At 100 ft Above DA(H)

CALL “100 ft to minimums.”

CALL “Check.”

Learjet 25/35/55 Developed for Training Purposes 2C-25

July 2004
CAE SimuFlite

Precision Approach (continued)

PF PNF

At Point Where PM Sights Runway or Visual References

CALL “Runway (or visual
reference) ____
o’clock.”

CALL “Going visual. Land.”

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.”

CALL “50 ft. AGL.”

2C-26 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Precision Missed Approach

PF PNF

At DA(H)
CALL “Minimums. Missed
approach.”

CALL “Missed Approach.”

ACTION Apply power firmly ACTION Assist PF in setting
and positively. power for go-around.
Activate go-around
mode and initially
rotate the nose to the
flight director go-
around altitude.
CALL “Flaps 8.” or
“Flaps 20.”

CALL “Flaps selected 8 or

20.” When flaps
indicate 8° or 20°,
“Flaps indicate 8 or
20.”

At Positive Rate of Climb

CALL “Positive rate.”

CALL “Gear up. Yaw

Damper - engaged.”

CALL “Gear selected up.”

When gear indicates
up,
“Gear indicates up,
yaw damper -
engaged.”

Learjet 25/35/55 Developed for Training Purposes 2C-27

July 2004
CAE SimuFlite

PF PNF
ACTION Announce heading
and altitude for
missed approach.

2C-28 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Precision Missed Approach (continued)

PF PNF

At VREF +30 KIAS and 400 ft. Above Airport Surface (Minimum)
CALL “Flaps -UP.”

CALL “Flaps selected UP.”

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
checklist.”

ACTION Complete After

Takeoff checklist.
CALL “After Takeoff
checklist complete.”

Learjet 25/35/55 Developed for Training Purposes 2C-29

July 2004
CAE SimuFlite

Precision Approach Deviations

PF PNF

± One Half Dot – Glideslope

CALL “One half dot (high,
low) and (increasing,
holding,
decreasing).”

CALL “Correcting.”

± One Half Dot – Localizer

CALL “One half dot (right,
left) and (increasing,
holding,
decreasing).”

CALL “Correcting.”

VTGT ± ____________
CALL “Speed (plus or
minus) _____ (knots)
and (increasing,
holding,
decreasing).”

CALL “Correcting.”

At or Below VREF
CALL “VREF.” or
“VREF minus _____
(knots below VREF).”

CALL “Correcting.”

Rate of Descent Exceeds 1,000 FPM

2C-30 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

PF PNF
CALL “Sink _____
(amount) hundred
and (increasing,
holding,
decreasing).”

CALL “Correcting.”

Learjet 25/35/55 Developed for Training Purposes 2C-31

July 2004
CAE SimuFlite

Non-Precision Approach
PF PNF

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.”

At Initial Convergence of Course Deviation Bar

CALL “Localizer/course CALL “Localizer/course
alive.” alive.”

When Annunciators Indicate Course Capture

CALL “Localizer/course CALL “Localizer/course
captured.” captured.”

2C-32 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Non-Precision Approach (continued)

PF PNF

Prior to FAF
CALL “_____ (number)
miles/minutes from
FAF.”

CALL “Gear down.”

CALL “Gear selected down.”

When gear indicates
down,
“Gear indicates down.”

CALL “Landing checklist.”

ACTION Complete Before

Landing checklist
except for full flaps,
autopilot, and yaw
damper.

Learjet 25/35/55 Developed for Training Purposes 2C-33

July 2004
CAE SimuFlite

Non-Precision Approach (continued)

PF PNF

At FAF
CALL “Outer marker.” or CALL “Outer marker.” or
“Final fix.” “Final fix.”

ACTION Q
Start timing.
Q Visually crosscheck
that both altimeters
agree.
Q
Set MDA (or
nearest 100 ft
above) in altitude
alerter.
Q Check PF and PM

instruments.
Q Call FAF inbound.

CALL “Flaps DOWN.”

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.”

2C-34 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Non-Precision Approach (continued)

PF PNF

At 500 ft Above MDA

CALL “500 ft to minimums.”

CALL “Check.”

NOTE: An approach window has the following parameters:

Q within one dot CDI deflection or 5 degrees bearing
Q IVSI less than 1,000 fpm
Q IAS within V
AP ±10 kt (no less than VREF or 0.6 AOA, whichever
is less)
Q
no flight instrument flags with the landing runway or visual
references not in sight
Q
landing configuration, except for full flaps (non-precision 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.

At 200 ft Above MDA

CALL “200 ft to minimums.”

CALL “Check.”

At 100 ft Above MDA

CALL “100 ft to minimums.”

CALL “Check.”

At MDA

Learjet 25/35/55 Developed for Training Purposes 2C-35

July 2004
CAE SimuFlite

CALL “Minimums. _____

(time) to go.” or
“Minimums. _____
(distance) to go.”

CALL “Check.”

2C-36 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Non-Precision Approach (continued)

PF PNF

At Point Where PM Sights Runway or Visual References

CALL “Runway (or visual
reference) _____
o’clock.”

CALL “Going visual. Land.”

or “Missed
approach.”

CALL “200 ft. AGL.”

CALL “100 ft. AGL.”

CALL “50 ft. AGL.”

Learjet 25/35/55 Developed for Training Purposes 2C-37

July 2004
CAE SimuFlite

Non-Precision Missed Approach

PF PNF

At MAP
CALL “Missed approach
point. Missed
approach.”

CALL “Missed approach.”

ACTION Apply power firmly ACTION Assist PF in setting
and positively. power for go-around.
Activate go-around
mode and initially
rotate the nose to the
flight director go-
around attitude.
CALL “Flaps 8.” or
“Flaps 20.”

CALL “Flaps selected 8 or

20.” When flaps
indicate 8° or 20°,
“Flaps indicate 8 or
20.”

At Positive Rate of Climb

CALL “Positive rate.”

CALL “Gear up. Yaw

Damper - engaged.”

CALL “Gear selected up.”

When gear indicates
up,
“Gear indicates up,
yaw damper -
engaged.”

2C-38 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

PF PNF
ACTION Announce heading
and altitude for
missed approach.

Learjet 25/35/55 Developed for Training Purposes 2C-39

July 2004
CAE SimuFlite

Non-Precision Missed Approach

(continued)
PF PNF

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

CALL “Flaps UP.”

CALL “Flaps selected UP.”

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.”

2C-40 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Non-Precision Approach Deviations

PF PNF

± One Dot – Localizer/VOR

CALL “One dot (right, left)
and (increasing,
holding,
decreasing).”

CALL “Correcting.”

± 5 Degrees At or Beyond Midpoint for NDB Approach

CALL “_____ (degrees off
course) (right, left)
and (increasing,
holding,
decreasing).”

CALL “Correcting.”

VTGT ± ____________
CALL “Speed (plus or
minus) _____ and
(increasing, holding,
decreasing).”

CALL “Correcting.”

At or Below VREF
CALL “VREF.” or
VREF minus _____
(knots below VREF.).”

CALL “Correcting.”

Rate of Descent Exceeds 1,000 FPM of Briefed Rate

Learjet 25/35/55 Developed for Training Purposes 2C-41

July 2004
CAE SimuFlite

PF PNF
CALL “Sink _____
(amount) hundred
and (increasing,
holding,
decreasing).”

CALL “Correcting.”

2C-42 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Visual Traffic Patterns

PF PNF

Before Pattern Entry/Downwind (1,500 ft Above Airport Surface)

CALL “Approach checklist.”

ACTION Complete Approach

checklist to slats and
flaps.
CALL “Approach checklist
complete.”

Downwind
CALL “Flaps 8.” or
“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”

CALL “Gear selected

down.” When gear
indicates down,
“Gear indicates
down.”

ACTION Complete Before

Landing checklist
except for full flaps,
autopilot, and yaw
damper.

Learjet 25/35/55 Developed for Training Purposes 2C-43

July 2004
CAE SimuFlite

Visual Traffic Patterns (continued)

PF PNF

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 “100 ft. AGL.”

CALL “50 ft. AGL.”

2C-44 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Landing
PF PNF

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. Q speed check

Q vertical speed

check
Q callouts

Q gear down

verification
Q flap verification

CALL “Final gear and flaps

recheck.”
“Before Landing
checklist complete

At 100 ft. Above Touchdown

CALL “100 ft.”

At 50 ft. Above Touchdown

CALL “50 ft.”

At Landing Flare (L2/L3)

Learjet 25/35/55 Developed for Training Purposes 2C-45

July 2004
CAE SimuFlite

PF PNF
ACTION Yaw damper off with
WMS.
CALL “Yaw damper off.”

2C-46 Developed for Training Purposes Learjet 25/35/55

June 2006
 Standard Operating Procedures

Landing (continued)

PF PNF

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 knots (L3/L5) or
70 kts (L2).”

Learjet 25/35/55 Developed for Training Purposes 2C-47

July 2004
CAE SimuFlite
This page intentionally left blank.

2C-48 Developed for Training Purposes Learjet 25/35/55

June 2006
Maneuvers
Table of Contents
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-3
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-5
Takeoff with Engine Failure After V1 . . . . . . . . . . . . . . . 2D-7
Approach to Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-9
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-11
Unusual Attitude Recovery . . . . . . . . . . . . . . . . . . . . . . 2D-13
Precision Approach/Missed Approach and Landing . . . 2D-15
Single Engine Precision Approach/Missed Approach
and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-17
Non-Precision Approach/Missed Approach
and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-19
Single Engine Non-Precision Approach/Missed
Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-21
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-23
Visual Approach/Balked Landing . . . . . . . . . . . . . . . . . 2D-25
No-Flap Visual Approach/Balked Landing . . . . . . . . . . 2D-27
Go Around/Missed Approach/Balked Landing (One or Two
Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-29
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-31

Learjet 55 Developed for Training Purposes 2D-1

September 2003
CAE SimuFlite
This page intentionally left blank.

2D-2 Developed for Training Purposes Learjet 55

September 2003
 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.

Learjet 55 Developed for Training Purposes 2D-3

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-4 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Rejected Takeoff

1 TAKEOFF INITIATED
3 PRIOR TO V1
■ DECISION TO REJECT
■ CALL "ABORT, ABORT, ABORT"
■ THRUST LEVERS – IDLE
■ WHEEL BRAKES – APPLY
■ SPOILERS – EXTEND
■ CONTROL COLUMN – PULL AFT
■ DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED
■ ATC – NOTIFY

2 80 KTS CROSSCHECK

4 BE PREPARED TO
■ ACCOMPLISH EMERGENCY EVACUATION, IF REQUIRED
■ CLEAR THE RUNWAY, IF POSSIBLE

Learjet 55 Developed for Training Purposes 2D-5

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-6 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Takeoff with Engine Failure After V1

1 STANDING START TAKEOFF 8 1500 FT AGL

BRAKES – HOLD ACCELERATE TO V2 + 30
T/O POWER – SET FLAPS – RETRACT
BRAKES – RELEASE ACCELERATE TO VENR
NOSEWHEEL STEERING – AS NECESSARY UP TO 45 KIAS MAX FAILED ENGINE – IDENTIFY
CALL "AIRSPEED ALIVE" ENGINE FAILURE CHECKLIST – COMPLETE
CALL ATC

3 80 KT CROSSCHECK

4 V1 DECISION SPEED
ENGINE FAILURE RECOGNIZED

5 ACCELERATE TO VR
ROTATE TO 9° PITCH ATTITUDE
CLIMB AT V2

2 ROLLING TAKEOFF
T/O POWER – SET BY 60 KIAS
7 MAINTAIN V2 UNTIL CLEAR OF OBSTACLES
OR 1500 FT AGL MINIMUM

6 POSITIVE RATE OF CLIMB

GEAR – UP
YAW DAMPER – ON

Learjet 55 Developed for Training Purposes 2D-7

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-8 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Approach to Stalls

NOTE: Approaches to stall are

performed at pattern altitudes only
in the simulator.
2 APPROACH CONFIGURATION – BASE LEG
BANK – 20°
CAUTION: Maximum power CONFIGURATION 1 CLEAN CONFIGURATION, APPROACH CHECKLIST COMPLETE
• FLAPS – 20°
should be used in those stalls • GEAR – UP
POWER LEVERS – IDLE
PATTERN ALTITUDE – MAINTAIN AND SLOW
occurring near the ground and in POWER LEVERS – IDLE TO FIRST INDICATION OF STALL
PATTERN ALTITUDE – MAINTAIN AND
emergency situations. Stalls SLOW TO FIRST INDICATION OF STALL
SIMULTANEOUSLY
(1) MAXIMUM POWER – APPLY
practiced at altitude never SIMULTANEOUSLY (2) PITCH ATTITUDE – MAINTAIN
(1) MAXIMUM POWER – APPLY (3) ALTITUDE – NO LOSS OF ALTITUDE
require exceeding engine limita- (2) WINGS – ROLL LEVEL THROUGHOUT MANEUVER
tions. (3) FLAPS – CONFIRM 20°
(4) PITCH ATTITUDE – MAINTAIN
(5) ALTITUDE – NO LOSS OF ALTITUDE
THROUGHOUT MANEUVER

3 LANDING CONFIGURATION – FINAL APPROACH

(FLAPS 40°) (GEAR DOWN)
POWER LEVERS – 60% N1
ALTITUDE – MAINTAIN BY INCREASING PITCH ATTITUDE, NOT TO EXCEED 15°
AIRSPEED – SLOW TO FIRST INDICATION OF STALL
MAXIMUM POWER – APPLY
PITCH – ATTITUDE AS NECESSARY TO MAINTAIN ALTITUDE
AIRSPEED – ACCELERATE TO VREF
CONFIGURATION
• AT VREF, FLAPS – 8°
ALTITUDE – NO LOSS OF ALTITUDE THROUGHOUT MANEUVER
CONFIGURATION
• AT POSITIVE RATE OF CLIMB, GEAR – UP
AIRSPEED – VREF + 30 MIN
CONFIGURATION
• FLAPS – UP
MISSED APPROACH PROCEDURE – FOLLOW

Learjet 55 Developed for Training Purposes 2D-9

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-10 Developed for Training Purposes Learjet 55

September 2003
 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 PM
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°

Learjet 55 Developed for Training Purposes 2D-11

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-12 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Unusual Attitude Recovery

1 NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH– SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
NOSE
NOSE
NOSE HIGH–
HIGH–
HIGH– SPEED
SPEED
SPEED DECAYING
DECAYING
DECAYING
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH–
HIGH– SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
DECAYING
■
■
■
■■
■
■■
■
■
■■
■
■
■ APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
■
■ APPLY
APPLY MAX
MAX THRUST
THRUST
■
■
■
■■
■
■■
■
■
■■
■
■
■■
■
■■
■
■■
■■
■■
■
ROLL
ROLL■
■
ROLL
ROLL■
ROLL
ROLLAPPLY
ROLL
ROLLAPPLY
APPLY
ROLL
ROLLAPPLY
APPLY
ROLL
ROLL
ROLL
ROLLAPPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
APPLY
TOAPPLY
TOAPPLY
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
MAX
NEARESTMAX
MAX
MAX
NEAREST
NEARESTMAX
MAX
NEAREST
NEAREST
NEAREST
NEARESTTHRUST
NEAREST
NEARESTTHRUST
THRUST
THRUST
NEAREST
NEAREST
NEARESTTHRUST
THRUST
THRUST
NEAREST
NEARESTTHRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
HORIZON
■
■
■ ROLL
ROLL
ROLL TO
TO
TO NEAREST
NEAREST
NEAREST HORIZON
HORIZON
HORIZON
■■
■
■■
■
■■
■■
■■
■
(65°
(65°■
■
(65°
(65°■
(65°
(65°ROLL
(65°
(65°ROLL
ROLL
(65°
(65°ROLL
ROLL
(65°
(65°-ROLL
(65°
(65°-ROLL
-ROLL
-ROLL
-ROLL
-ROLL
-ROLL
-ROLL
-ROLL
90°-ROLL
90°-ROLL
90°
90°
90°
90°
-90°
-90°
-90°
90°
90°TO
90°
90°TO
TO
90°TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
NEAREST
TO
NEAREST
NEAREST
NEAREST
NEAREST
NEAREST
NEAREST
DEPENDING
DEPENDINGNEAREST
NEAREST
NEAREST
DEPENDING
DEPENDINGNEAREST
NEAREST
NEAREST
DEPENDING
DEPENDINGNEAREST
NEAREST
NEAREST
DEPENDING
DEPENDING
DEPENDING
DEPENDING
DEPENDING
DEPENDING
DEPENDING
DEPENDING HORIZON
HORIZON
ON
ONHORIZON
HORIZON
ON
ON
ONHORIZON
HORIZON
HORIZON
ON
ON
ONHORIZON
HORIZON
HORIZON
HORIZON
ON
ON
ONHORIZON
HORIZON
HORIZON
ON
ON
ONHORIZON
HORIZON
(65°
(65°
(65° - 90°
-- 90°
90° DEPENDING
DEPENDING
DEPENDING ON
ON
ON
(65°
(65°
(65°
SEVERITY
SEVERITY(65°
(65°
SEVERITY
SEVERITY
SEVERITY
SEVERITY(65°
SEVERITY
SEVERITY(65°
SEVERITY
SEVERITY(65°
SEVERITY
SEVERITY(65°
SEVERITY
SEVERITY
SEVERITY(65°
(65°
(65°
(65°
(65°
(65°
(65°
-
--
---
90°
-
90°
-
90°
-
90°
-
90°
-90°
-
90°
-90°
-
90°
-90°
-
90°
90°
90°
OF90°
90°
90°
OF
OFDEPENDING
DEPENDING
DEPENDING
OF
OF
OFDEPENDING
DEPENDING
DEPENDING
OF
OF
OFDEPENDING
DEPENDING
DEPENDING
OF
OF
OFDEPENDING
DEPENDING
DEPENDING
OF
OFDEPENDING
DEPENDING
DEPENDING
DEPENDING
NOSE
NOSE
NOSE
OFNOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGHON
ON
HIGH
HIGH
HIGHON
ON
ON
HIGH
HIGH
HIGH
HIGHON
ON
ON
ON
ON
ON
ON
ON
ON
ON
ON
SEVERITY
SEVERITY
SEVERITY OF
OF
OF NOSE
NOSE
NOSE HIGH
HIGH
HIGH
SEVERITY
SEVERITY
SEVERITY
ATTITUDE
ATTITUDESEVERITY
SEVERITY
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDESEVERITY
ATTITUDE
ATTITUDESEVERITY
ATTITUDE
ATTITUDESEVERITY
ATTITUDE
ATTITUDESEVERITY
ATTITUDE
ATTITUDESEVERITY
SEVERITY
SEVERITY
SEVERITY
SEVERITY
SEVERITY
SEVERITY AND
AND
AND
AND
AND
ANDOF
OF
AND
AND
ANDOF
OF
AND
AND
ANDOF
OF
OF
AND
ANDOF
OF
OF
OF
OF
OF
OF
OF
NOSE
OF
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
SPEED
SPEED
SPEEDNOSE
NOSE
NOSE
SPEED
SPEED
SPEEDNOSE
NOSE
NOSE
SPEED
SPEED
SPEEDNOSE
NOSE
NOSE
SPEED
SPEED
SPEED
SPEED
SPEED HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
HIGH
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
ATTITUDE
ATTITUDE
ATTITUDE AND
AND
AND SPEED
SPEED
SPEED DECAY)
DECAY)
DECAY)
■
■
■
■■
■
■■
■
■
■■
■
■ ALLOW
ALLOW
ALLOW
ALLOWATTITUDE
ALLOW
ALLOWATTITUDE
ATTITUDE
ALLOW
ALLOWATTITUDE
ATTITUDE
ALLOW
ALLOW
ALLOW
ALLOWATTITUDE
ALLOW
ALLOWATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE AND
AND
AND
AND
AND
AND
AND
AND
TO
TO
TOAND
AND
AND
TO
TO
TOAND
AND
AND
TO
TO
TOAND
AND
TO
TO
TO
TO
TOSPEED
SPEED
SPEED
SPEED
SPEED
SPEED
SPEED
FALL
FALL
FALLSPEED
SPEED
SPEED
FALL
FALL
FALLSPEED
SPEED
SPEED
SPEED
FALL
FALL
FALLSPEED
SPEED
FALL
FALL
FALL
FALL
FALL DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
DECAY)
■
■
■ ALLOW
ALLOW
ALLOW NOSE
NOSE
NOSE TO
TO
TO FALL
FALL
FALL
■■
■
■■
■
■■
■■
■■
■■
■■ALLOW
THROUGH
THROUGHALLOW
ALLOW
THROUGH
THROUGHALLOW
ALLOW
THROUGH
THROUGH
THROUGH
THROUGHALLOW
THROUGH
THROUGHALLOW
THROUGH
THROUGHALLOW
THROUGH
THROUGHALLOW
ALLOW
ALLOW
ALLOW
ALLOW
ALLOW
ALLOW
ALLOW NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
THE
THENOSE
NOSE
NOSE
THE
THE
THENOSE
NOSE
NOSE
THE
THE
THENOSE
NOSE
THE
THE
THE
THE
THE
THE TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
TO
FALL
TO
FALL
FALL
FALL
FALL
FALL
FALL
HORIZON-5°
HORIZON-5°FALL
FALL
FALL
HORIZON-5°
HORIZON-5°
HORIZON-5°FALL
FALL
FALL
HORIZON-5°
HORIZON-5°
HORIZON-5°FALL
FALL
FALL
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
THROUGH
THROUGH
THROUGH THE
THE
THE HORIZON-5°
HORIZON-5°
HORIZON-5°
NOSE
NOSE
NOSE
NOSE
NOSE
NOSETHROUGH
NOSE
NOSETHROUGH
THROUGH
NOSE
NOSETHROUGH
THROUGH
NOSE
NOSE
NOSE
NOSE
NOSETHROUGH
THROUGH
THROUGH
THROUGH
THROUGH
THROUGH
THROUGH
THROUGH
THROUGH
THROUGH
THROUGH
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN
DOWN THE
THE
THE
THE
THE
THE
THE
THE
THE
THE
THE
THE
THE
THE
THE
THE
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
HORIZON-5°
NOSE
NOSE
NOSE DOWN
DOWN
DOWN
• DO NOT EXCEED 90° BANKS PITCH
PITCH
PITCH
PITCHNOSE
PITCH
PITCHNOSE
NOSE
PITCH
PITCHNOSE
NOSE
PITCH
PITCH
PITCH
PITCHNOSE
PITCH
PITCHNOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE
NOSE DOWN
ATTITUDEDOWN
DOWN
ATTITUDEDOWN
ATTITUDEDOWN
DOWN
ATTITUDE
ATTITUDEDOWN
DOWN
ATTITUDE
ATTITUDEDOWN
DOWN
DOWN
ATTITUDE
ATTITUDEDOWN
DOWN
DOWN
ATTITUDEDOWN
DOWN
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
• PITCH
PITCH
PITCH ATTITUDE
ATTITUDE
ATTITUDE
• AVOID ROLLING PULL-OUTS ■
■
■
■■
■
■■
■
■
■■
■
■ LEVEL
LEVEL
LEVEL
LEVELPITCH
LEVEL
LEVELPITCH
PITCH
LEVEL
LEVELPITCH
PITCH
LEVEL
LEVEL
LEVEL
LEVELPITCH
LEVEL
LEVELPITCH
PITCH
PITCH
PITCH
PITCH
PITCH
PITCH
PITCH
PITCH
PITCH
WINGS
WINGS
WINGS
WINGSATTITUDE
WINGS
WINGSATTITUDE
ATTITUDE
WINGS
WINGSATTITUDE
ATTITUDE
WINGS
WINGSATTITUDE
ATTITUDE
WINGS
WINGSATTITUDE
ATTITUDE
ATTITUDE
WINGS
WINGSATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
• ■
■
■ LEVEL
LEVEL
LEVEL WINGS
WINGS
WINGS
■
■
■
■■
■
■■
■
■
■■
■
■
■■
■
■■
■
■■
■■
■■
■■
■■
ADJUST
ADJUSTLEVEL
ADJUST
ADJUSTLEVEL
LEVEL
ADJUST
ADJUSTLEVEL
LEVEL
ADJUST
ADJUST
ADJUST
ADJUSTLEVEL
ADJUST
ADJUSTLEVEL
ADJUST
ADJUSTLEVEL
LEVEL
LEVEL
LEVEL
LEVEL
LEVEL
LEVEL
LEVEL
LEVEL WINGS
WINGS
WINGS
WINGS
THRUSTWINGS
WINGS
THRUST
THRUSTWINGS
WINGS
WINGS
THRUST
THRUSTWINGS
WINGS
WINGS
THRUST
THRUSTWINGS
WINGS
WINGS
THRUST
THRUSTWINGS
THRUST
THRUST
THRUST
THRUST
THRUST ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
■
■
■ ADJUST
ADJUST
ADJUST THRUST
THRUST
THRUST ATTITUDE
ATTITUDE
ATTITUDE
■
■■
■
■■
■
■■
■■
■■
■■
■ ADJUST
■ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST
ADJUST THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST
THRUST ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE
ATTITUDE

2 NOSE HIGH - SPEEDDECREASING

■ REDUCE THRUST
■ LEVEL WINGS
■ APPLY BACKPRESSURE AND TRIM
TO REDUCE AIRSPEED
AS NECESSARY
■ IF AIRSPEED EXCEEDS Mmo/Vmo
EXTEND LANDING GEAR
■ DO NOT EXTEND SPOILERS
■ RETURN TO STRAIGHT AND
LEVEL FLIGHT
■ ADJUST THRUST AND ATTITUDE
■ DO NOT RETRACT GEAR

Learjet 55 Developed for Training Purposes 2D-13

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-14 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Precision Approach/Missed Approach and Landing

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 INBOUND TO FAF AIRSPEED – VREF + 10 MINIMUM
FLAPS – 20° FLAPS – 40° (IF DESIRED)
GEAR – DOWN
AIRSPEED – VREF + 20
BEFORE LANDING CHECKLIST – COMPLETE
AT FAF 8M ADVISE ATC
6 TOUCHDOWN
FLAPS – 20° AIRSPEED – VREF + 10
TIMING – START SPOILERS – EXTEND 7M AT 1500 FT/CLEAR OF OBSTACLES
AIRSPEED – VTGT DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED AIRSPEED – VREF + 30
BRAKES – APPLY FLAPS – UP

Learjet 55 Developed for Training Purposes 2D-15

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-16 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Single Engine Precision Approach/Missed Approach and Landing

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 LANDING ASSURED
4 INBOUND TO FAF AIRSPEED – VREF + WIND FACTOR
CONFIGURATION CONFIGURATION
• FLAPS – 20° • FLAPS – 40°
• GEAR – DOWN
AIRSPEED – VREF + 20 8M ADVISE ATC
BEFORE LANDING CHECKLIST – COMPLETE 6 TOUCHDOWN
AIRSPEED – VREF + WIND FACTOR
SPOILERS – EXTEND 7M AT 1500 FT/CLEAR OF OBSTACLES
DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED AIRSPEED – VREF + 30
BRAKES – APPLY FLAPS – UP

Learjet 55 Developed for Training Purposes 2D-17

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-18 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Non-Precision Approach/Missed Approach and Landing

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
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

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 INBOUND TO FAF AIRSPEED – VREF + WIND FACTOR
FLAPS – 20°
GEAR – DOWN
AIRSPEED – VREF + 20
BEFORE LANDING CHECKLIST – COMPLETE
AT FAF 8M ADVISE ATC
6 TOUCHDOWN
FLAPS – 40° AIRSPEED – VREF + WIND FACTOR
TIMING – START SPOILERS – EXTEND 7M AT 1500 FT/CLEAR OF OBSTACLES
AIRSPEED – VTGT DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED AIRSPEED – VREF + 30
BRAKES – APPLY FLAPS – UP

Learjet 55 Developed for Training Purposes 2D-19

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-20 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Single Engine Non-Precision Approach/Missed Approach and Landing

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 – 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 INBOUND TO FAF AIRSPEED – VREF + 10 MINIMUM
FLAPS – 20° FLAPS – 40° (IF DESIRED)
GEAR – DOWN
AIRSPEED – VREF + 20
BEFORE LANDING CHECKLIST – COMPLETE
AT FAF 8M ADVISE ATC
6 TOUCHDOWN
FLAPS – 20° AIRSPEED – VREF + 10
TIMING – START SPOILERS – EXTEND 7M AT 1500 FT/CLEAR OF OBSTACLES
AIRSPEED – VTGT DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED AIRSPEED – VREF + 30
BRAKES – APPLY FLAPS – UP

Learjet 55 Developed for Training Purposes 2D-21

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-22 Developed for Training Purposes Learjet 55

September 2003
 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

Learjet 55 Developed for Training Purposes 2D-23

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-24 Developed for Training Purposes Learjet 55

September 2003
 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°
AIRSPEED – VREF + 20

5 BASE LEG

1,500 FT AGL

1 BEFORE DESCENT
DESCENT CHECKLIST – COMPLETE
INTERNAL A/S BUG – SET TO VREF
REMAINING BUGS – SET TO VTGT/VAC/VREF + 40

7 THRESHOLD/50 FT AGL
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 – 8° AIRSPEED – VREF + 30
FLAPS – UP

Learjet 55 Developed for Training Purposes 2D-25

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-26 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

No-Flap Visual Approach/Balked Landing

2 WITHIN 3 MINUTES OF ETA

FLAPS – UP
APPROACH CHECKLIST – COMPLETE
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

5 THRESHOLD/50 FT AGL
AIRSPEED – VREF + 20 + WIND FACTOR
YAW DAMPER – OFF BEFORE LANDING

6 TOUCHDOWN
SPOILERS – DEPLOY
BRAKES – AS REQUIRED
DRAG CHUTE OR THRUST REVERSERS – AS REQUIRED

7M ADVISE ATC

5M MISSED APPROACH 6M POSITIVE RATE OF CLIMB

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

Learjet 55 Developed for Training Purposes 2D-27

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-28 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Go Around/Missed Approach/Balked Landing

(One or Two Engine)

2 POSITIVE RATE OF CLIMB

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
AIRSPEED – VREF + 30
FLAPS – UP

Learjet 55 Developed for Training Purposes 2D-29

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-30 Developed for Training Purposes Learjet 55

September 2003
 Maneuvers

Emergency Descent
2 TRANSPONDER 7700
PILOT AND COPILOT OXY-MIC
SWITCHES ON

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
NOTE:
THE DEPICTED TURN IS NOT
PART OF THE EMERGENCY DESCENT

4 TIME AND CIRCUMSTANCES PERMITTING

CONFIRM CHECKLIST ACCOMPLISHED
EXECUTE DESCENT/BEFORE LANDING CHECKLIST
CHECK MEA/MOCA
BLEED AIR SWITCHES – NORMAL

5 LEVEL OFF AS REQUIRED

CONSIDERING TERRAIN

Learjet 55 Developed for Training Purposes 2D-31

September 2003
CAE SimuFlite

This page intentionally left blank.

2D-32 Developed for Training Purposes Learjet 55

September 2003
Limitations
Table of Contents
General Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Authorized Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Minimum Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Noise Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Smoking in Lavatory . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Altitude Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Ambient Temperature Limits (Learjet 55) . . . . . . . . . . . . 3-10
Ambient Temperature Limits . . . . . . . . . . . . . . . . . . . . . 3-11
Speed Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Takeoff Power Setting . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Load Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Takeoff and Landing Operational Limits . . . . . . . . . . . . . 3-24
Systems Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Avionics and Communications . . . . . . . . . . . . . . . . . . . . 3-29
Electrical and Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Ice and Rain Protection System . . . . . . . . . . . . . . . . . . . 3-44

Learjet 55 Developed for Training Purposes 3-1

March 2002
CAE SimuFlite
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-47
Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-48
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-49
Turbine Temperature Limits . . . . . . . . . . . . . . . . . . . . . . 3-53
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57

3-2 Developed for Training Purposes Learjet 55

March 2002
 Limitations

General Limitations
Authorized Operations
Q VFR
Q IFR
Q Day
Q Night
Q Icing Conditions
Q
This aircraft is not approved for ditching under FAR 25.801.

Certification Status
Q
FAR 25

Maneuvers
Q
No aerobatic maneuvers, including spins, are approved.
Q Intentional stalls (pusher actuations) are prohibited above
18,000 ft with flaps and/or landing gear extended.

Minimum Flight Crew

Q Pilot and copilot

Learjet 55 Developed for Training Purposes 3-3

March 2002
CAE SimuFlite

Noise Levels
The noise levels are in compliance with the requirements of
FAR 36, which are equal to or more severe than the require-
ments outlines in ICAO Annex 16. The noise levels estab-
lished in compliance with FAR 36 (Stage 3) are shown in Table
3-A. These noise values are stated for reference conditions of
standard atmospheric pressure as sea level, 77°F (25°C) ambi-
ent temperature, 70% relative humidity, and zero wind.
Takeoff and sideline noise levels were obtained at the maxi-
mum takeoff weights listed in Table 3-A, V2 + 10 kts climb
speed, 20° flaps, anti-ice systems off, and all engine takeoff
with takeoff thrust setting. No thrust cutback was required for
compliance.
Landing approach noise levels were established on a 3° glide-
slope, gear down, maximum landing weights in Table 3-A,
approach speed of VREF + 10 kts, and 40° flaps. No special
noise abatement procedures were used.
No determination has been made by the FAA that the noise
levels in the AFM are or should be acceptable or unacceptable
for operation at, into, or out of any airport.

Smoking in Lavatory
Q Passengers must be informed that smoking is prohibited in
the lavatory.

3-4 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Learjet 55 Developed for Training Purposes 3-5

March 2002
CAE SimuFlite
This page intentionally left blank.

3-6 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Operational Limitations
Altitude Limits
Maximum Pressure Altitude
Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . . . 10,000 FT
Maximum Pressure Altitude
Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51,000 FT
With Spoilers Inoperative. . . . . . . . . . . . . . . . . . . . 41,000 FT
With Any JP4 or Jet B Fuel . . . . . . . . . . . . . 33,000 FT FOR
20 MINUTES
After cruise at 33,000 ft for 20 minutes, a 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
Q On Learjet 55B, use half-bank for operations above FL410
with autopilot engaged.
Airstart Envelope
Q Do not attempt an airstart without an indication of fan rota-
tion.
Q
On S/N 55-135 to 139 and 139A, do not use starter-assist
airstarts at night or in instrument meteorological conditions.
Q If ITT is approaching the limit and rising rapidly, immediately
place thrust lever in CUTOFF and abort start.
Q At least one inverter must be operating to energize oil pres-
sure indicator. If oil pressure is not indicated within 10 sec-
onds, abort start.

Learjet 55 Developed for Training Purposes 3-7

March 2002
CAE SimuFlite
Q 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.
Q On Learjet 55C, starter-assist airstarts may be used at any
turbine speed (N2) below 45%. Starter-assisted airstarts
must be used when stabilized turbine speed (N2) is below
15%.
Q 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 3-1, following page).

WARNING: Do not attempt an airstart following an engine

failure with indications of an internal engine damage or
fire. On S/N 55-135 to 139 and 139A, during a start-assist
airstart, the air data computers (ADC 1 and ADC 2) may
momentarily drop off line; this causes the air data instru-
ments to flag. This does not occur during a windmilling
airstart. For this reason, at night or in instrument meteoro-
logical conditions, the windmilling airstart procedure must
be used.

3-8 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Relight Envelope
Learjet 55/B/C

3-1

Learjet 55 Developed for Training Purposes 3-9

March 2002
CAE SimuFlite

Ambient Temperature Limits (Learjet 55)

Q Observe the limits shown in Figure 3-2, following page.
Q Use of fuselage fuel transfer while exposed to indicated ram
air temperatures below the freeze points shown in Table 3-
B is recommended to ensure an adequate fuel supply.
Q Operation on wing fuel exposed to indicated RAM air tem-
peratures below the freeze points shown in Table 3-B for 30
minutes or more may result in a reduction of usable fuel due
to fuel freezing.
Q Use of fuselage fuel transfer while exposed to indicated
RAM air temperatures below the freeze points shown in
Table 3-B is recommended to ensure an adequate fuel sup-
ply.

3-10 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Ambient Temperature Limits

Learjet 55

3-2

Learjet 55 Developed for Training Purposes 3-11

March 2002
CAE SimuFlite

3-12 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Speed Limits
All airspeed/mach limits are expressed in terms of indicated values unless otherwise stated. Instrument error is assumed to be zero.
• Observe the airspeed/mach limits shown in Figure 3-3.

3-3

Learjet 55 Developed for Training Purposes 3-13

March 2002
CAE SimuFlite

VA, Maneuvering . . . . . . . . . . . . . . . . . . . . . 150 TO 235 KIAS

Refer to the appropriate Airspeed/Mach Limits chart in AFM
Section I to determine VA based on aircraft weight vs.
altitude.
VFE, Maximum Flap Extended (Learjet 55/55B):
Flaps 8° and 20° . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Flaps 40° . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS
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 . . . . . . . . . . . . . . . . 111 KIAS
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

3-14 Developed for Training Purposes Learjet 55

March 2002
 Limitations

VMCG, Minimum Control – Ground (Learjet 55C):

APR Not Operating . . . . . . . . . . . . . . . . . . . . . . . . . 94 KIAS
APR Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KIAS
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 to 45,000 Ft . . . . . . . . . . . . . 0.81 TO 0.79 MI
MMO, 45,000 Ft and Above . . . . . . . . . . . . . . . . . . . 0.79 MI

NOTE: These MMO limits are based upon compressibility

effects. Refer to Recovery From Inadvertent Overspeed
procedure in AFM Section III, Emergency Procedures.

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
Q Learjet 55/55B: Do not deliberately exceed VMO/MMO in any
flight condition except where specifically authorized for flight
test or in approved emergency procedures.
Q Learjet 55C: Do 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.
Q Refer to the appropriate Airspeed/Mach Limits Chart in
AFM Section I.

Learjet 55 Developed for Training Purposes 3-15

March 2002
CAE SimuFlite

WARNING: Do not extend the spoilers or operate with

spoilers deployed at speeds above VMO/MMO because of
significant nose-down pitching moment associated with
spoiler deployment.

Q VR, Rotation
– Refer to the appropriate Rotation Speed (VR) chart (Lear-
jet 55/55B) or Uncorrected Takeoff Speeds table (Learjet
55C) in AFM Section V.
Q V1, Critical Engine Failure
– 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 Dis-
tance 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.

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.

Q
V2, Takeoff Safety
– Aircraft with thrust reversers, observe the limits shown
in Figures 3-4, 3-5, and 3-6, following pages.
– Aircraft without thrust reversers, refer to appropriate
safety speed charts, AFM Section V.

3-16 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Takeoff Power Setting

Anti-Ice – OFF; Aeronca Thrust Reverser Nozzle

3-4

Learjet 55 Developed for Training Purposes 3-17

March 2002
CAE SimuFlite

Takeoff Power Setting

Nacelle HT Only; Aeronca Thrust Reverser Nozzle

3-5

3-18 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Takeoff Power Setting

Full Anti-Ice; Aeronca Thrust Reverser Nozzle

3-6

Learjet 55 Developed for Training Purposes 3-19

March 2002
CAE SimuFlite
Approach . . . . . . . . . . . . . . . . . OBSERVE CAUTION BELOW

CAUTION: Increase approach speed if turbulence is antic-

ipated due to gusty winds, wake turbulence, or wind shear.
For gusty wind conditions, the manufacturer recommends
an increase in approach speed of one-half the gust factor.

Nosewheel Steering Ground Speed:

Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 KTS
Maximum Ground Speed with any Two of the Right Three
ANTI-SKID GEN Lights Illuminated (Left Inboard,
Right Inboard, and Right Outboard) . . . . . . . . . . . . . . . 10 KTS

3-20 Developed for Training Purposes Learjet 55

March 2002
 Limitations

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 55 with ECR 2431 or
AAK 55-84-6; 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). Refer to the
SimuFlite Technical Manual or Learjet Maintenance Man-
ual for AAK/ECR descriptions.

Maximum Certified Takeoff Weight:

Learjet 55 . . . . . . . . . . . . . . . . . . . .19,500 LBS (8,845 KG)
Learjet 55 with ECR 2173 . . . . . . .20,500 LBS (9,299 KG)
Learjet 55 with ECR 2554 or
AAK 55-82-3; Learjet 55C
(Standard) . . . . . . . . . . . . . . . . . . . . 21,000 LBS (9,525 KG)
Learjet 55 with ECR 2431 or
AAK 55-84-6; Learjet 55B;
Learjet 55C (Optional). . . . . . . . . . .21,500 LBS (9,752 KG)

Q 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 pro-
tection for any wheel inoperative, or 18,500 lbs (8,391 kg)

Learjet 55 Developed for Training Purposes 3-21

March 2002
CAE SimuFlite
– 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 con-
ditions as determined from the applicable figure entitled
Takeoff Distance in AFM Section V
– maximum takeoff weight for obstacle clearance as deter-
mined from the applicable Takeoff Flight Path and Climb
Gradient figures in AFM Section V, if required.
Maximum Certified Landing Weight:
Learjet 55 . . . . . . . . . . . . . . . . . . . . 17,000 LBS (7,711 KG)
Learjet 55 with ECR 2432 or
AAK 55-84-3;
Learjet 55B/55C . . . . . . . . . . . . . . . 18,000 LBS (8,165 KG)
Q 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 Dis-
tance 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 deter-
mined from the applicable figure entitled Landing Weight
Limits in AFM Section V.

3-22 Developed for Training Purposes Learjet 55

March 2002
 Limitations

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.

Maximum Zero Fuel Weight . . . . . . . . 15,000 LBS (6,804 KG)

All weights in excess of maximum zero fuel weight must
consist of fuel.

Center of Gravity
Q
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.

CAUTION: Loading the aircraft center-of-gravity aft of the

ground handling limit (33.5% MAC) may cause the aircraft
to tip over.

Load Limits
Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.0 TO -1.0 G
Flaps Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . +2.0 TO 0.0 G
Q These acceleration valves 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.

Learjet 55 Developed for Training Purposes 3-23

March 2002
CAE SimuFlite

Takeoff and Landing Operational Limits

Cabin Pressurization
Q Do not land with the cabin pressurized.
Crosswind Component – Maximum Demonstrated
Crosswind:
Learjet 55/55B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 KTS
Learjet 55C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 KTS
Tailwind Component
Tailwind (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 KTS
Engine Synchronizer
Q The engine synchronizer must be off for takeoff, landing,
and single-engine operation.
Freon Cooling System
Q The Freon cooling system may be on for takeoff and landing
if the Cabin Temp Control knob is in manual and full cold.
Fuel Computers
Q Both fuel computers must be on and operational for takeoffs
except for ferry flight as permitted by applicable regulations.
Fuel Load
Q The wings must be balanced within 200 lbs prior to takeoff
and at landing.
Maximum Pressure Altitude
Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000 FT

3-24 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Runway Water/Slush Accumulation

Accumulation . . . . . . . . . . . . . . . . . . . . . . . . 3/4 INCH (19 MM)

Q 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/N 001 to 020 without AMK 55-81-2,
maximum accumulation is 1/2 inch (13 mm).

Seat Belts/Shoulder Harnesses

Q Seat belts and shoulder harnesses must be worn during
takeoff and landing.
Stall Warning System
Q On Learjet 55 and 55B, the stall warning system must be
on and operational for all takeoffs and landings.
Q On Learjet 55C, the stall warning system must be opera-
tional at takeoff.
Systems Checks
Q The following systems must be checked and operational for
takeoff:
– trim systems
– both yaw dampers (Learjet 55/55B)
– both EADIs and 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.

Learjet 55 Developed for Training Purposes 3-25

March 2002
CAE SimuFlite
– 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 Reduction (AAK-85-3)
Maximum Ramp Weight . . . . . . . . . . 21,250 LBS (9,639 KG)
Maximum Certified
Takeoff Weight . . . . . . . . . . . . . . . . . 21,000 LBS (9,525 KG)
Q The center of gravity of the aircraft for all flight and ground
conditions must be maintained within the center of gravity
envelope for aircraft certified for 21,000 lbs takeoff weight
defined in the basic FAA-approved AFM.
Trim
Q Set trim for all axes prior to takeoff.
Yaw Dampers
Q Turn off the yaw dampers for all takeoffs.
Q On Learjet 55/55B, turn on the primary or secondary yaw
damper for landing.

3-26 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Enroute Operational Limits

Fuel Load
Q The wings must be balanced within 500 lbs in flight, and
within 200 lbs for takeoff and landing.
Maximum Pressure Altitude
Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51,000 FT
With Spoilers Inoperative. . . . . . . . . . . . . . . . . . . . 41,000 FT
With Any JP4 or Jet B Fuel . . . . . . . . . . . . . . . . . . 33,000 FT
FOR 20 MINUTES
After cruise at 33,000 ft for 20 minutes, climb to any altitude
up to 51,000 ft is permitted.
Stall Warning System
Q On Learjet 55/55B, the stall warning system must be on.
Yaw Dampers
Q On Learjet 55/55B, the primary yaw damper or secondary
yaw damper must be on.

Learjet 55 Developed for Training Purposes 3-27

March 2002
CAE SimuFlite
This page intentionally left blank.

3-28 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Systems Limitations
Avionics and Communications
AHS Alignment (Learjet 55B/C)
Q Do not move the aircraft during AHS alignment, AHS align-
ment is indicated by the lack of attitude display, a red HDG
flag, and compass card rotation.
Air Data System (Learjet 55B/C)
Q Both air data systems (ADC 1 and 2) must be operative for
takeoff.
Q All flags on airspeed/Machmeters, altimeters, vertical speed
indicators, and altitude alerter must be retracted for takeoff.
Q
Accomplish the Before Starting Engines air data system
check according to AFM Section II to ensure proper opera-
tion.
Autopilot (Learjet 55)
Q Do not use autopilot in any axis that fails the autopilot moni-
tor check. For autopilot use with a failed axis, pull the failed
axis DC CB (AFCS PITCH or AFCS ROLL).
Category II Operations (Learjet 55)
Q Equipment certification, crew qualifications, and a Category
II Manual are required for approval to conduct Category II
operations.

Learjet 55 Developed for Training Purposes 3-29

March 2002
CAE SimuFlite
Collins APS-85 Autopilot/Flight Guidance System
(Learjet 55B/C)
Q The Collins APS-85 Pilot’s Guide (No. 523-07746445-
001117, dated 7/7/86 or later revision) must be immediately
available to the flight crew.
Q The autopilot/flight director system is approved for Category
I ILS approaches.
Q When using autopilot, the pilot or copilot must be in his/her
respective seat with seat belt fastened.
Q Operation of the autopilot with the red TRIM fail annunciator
illuminated is prohibited.
Q On S/N 55-143 and subsequent, use of the autopilot/flight
director for backcourse operations is prohibited.
Q Do not use autopilot pitch and roll axes for takeoff or land-
ing.
Q The minimum altitude for autopilot use is shown below.
Approach Configuration . . . . . . . . . . . . . . . . . . . . .200 FT AGL
Enroute Configuration . . . . . . . . . . . . . . . . . . . . 1,000 FT AGL
Q
On Learjet 55B, use of autopilot/flight director altitude hold
(ALT) with vertical speeds greater than 1,000 fpm is prohib-
ited.
Q On Learjet 55B, use half-bank for operations above FL410
with autopilot engaged.
Q On Learjet 55B, do not extend or retract spoilers with auto-
pilot engaged.
Q
On Learjet 55B, autopilot/flight director localizer or back-
course localizer intercept angle must be limited to 45° or
less.

3-30 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Electronic Flight Instrument System (EFIS)

(Learjet 55B/C)
Q The Collins EFIS-85L (12) Electronic Flight Instrument Sys-
tem Pilot’s Guide (No. 523-0774646-001117, date 8/15/86 or
later revision) must be immediately available to the flight
crew.
Q Whenever a display processor unit (DPU), multifunction pro-
cessor 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.
Q Select the onside attitude heading system (i.e., AHS 1 for
pilot’s side and AHS 2 for copilot’s side) for takeoff; the com-
parator (COMPTR) annunciators must be extinguished.
Q Both EADIs, both EHSIs, and the standby attitude indicator
must be operational for takeoff.
Q
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.
Q Backcourse operation in the composite (CMPST) mode is
prohibited.
Q Do not predicate aircraft performance, navigation, and oper-
ation on the multifunction display (MFD) as a source for
required performance, navigation, and operational data.
Q Limit ground operation of electronic flight displays (EFD)
and multifunction display (MFD) to 30 minutes if MFD FAN
or either EFD FAN annunciator illuminates.

Learjet 55 Developed for Training Purposes 3-31

March 2002
CAE SimuFlite
Q 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.
Ground Operation of Cockpit Displays(Learjet 55B/C)
Q 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
Q
The autopilot/flight director system is approved for Category
I ILS approaches.
Q
When using autopilot, the pilot or copilot must be in his/her
respective seat with seat belt fastened.
Q
Do not use autopilot pitch and roll axes for takeoff or land-
ing.
Q
If severe turbulence is encountered, use attitude hold mode
with soft (SFT) mode engaged.
Q Do not use autopilot in any axis that fails the autopilot moni-
tor check. If autopilot use with a failed axis is intended, pull
the failed DC CB (AFCS PITCH or AFCS ROLL).
Q Do not extend or retract spoilers with autopilot engaged.
Q Do not use soft (SFT) mode for autopilot-coupled VOR
approaches.
Q
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.
Q On aircraft without SB 55-22-2, lower the flaps to 8° or
more for autopilot VOR approach.

3-32 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Q On aircraft with SB 55-22-2, lower the flaps 8° or more for

VOR approach (autopilot or flight director).
Drag Chute
Q Do not deploy drag chute in flight.
Q Do not deploy drag chute at speeds in excess of 150 KIAS.
Q Do not deploy drag chute with thrust reversers (if installed)
deployed.
Q The limiting crosswind velocity is 15.0 kts (reported winds at
a 20 ft height) and is the velocity of the crosswind compo-
nent for which adequate control of the aircraft on the ground
with the drag chute deployed was actually demonstrated
during certification tests.

Learjet 55 Developed for Training Purposes 3-33

March 2002
CAE SimuFlite

Electrical and Lighting

Battery Overheat
CAUTION: On aircraft with ni-cad batteries, do not dis-
patch if the red BAT 140 or BAT 160 annunciators illuminate
at any time prior to takeoff, including engine start. Check the
batteries as specified per the Learjet Maintenance Manual.

Battery Voltage at Engine Start

Q On aircraft with lead acid batteries, do not attempt a bat-
tery start with less than 24V DC on each battery at 70°F
(21°C) or below, or less than 25V DC on each battery at
110°F (43°C) or above. Interpolate for temperatures
between 70°F (21°C) and 110°F (43°C).
Q On aircraft with ni-cad batteries, do not attempt a battery
start with less than 23V DC on each battery.
CUR LIM Annunciator
CAUTION: Illumination of the CUR LIM annunciator indi-
cates that one or both current limiters have failed. Replace
the failed current limiter(s) prior to flight.

Generator Limits
Q Limit generator output to 325A maximum for all flight and
ground operations.
GPU Limits
Q
Ensure the unit is regulated to 28V DC and limited to
1,100A maximum.

3-34 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Flight Controls
NOTE: Refer to Learjet Maintenance Manual or SimuFlite
Technical Manual for AAK/AMK definitions.

Autospoilers
Q On S/N 55-003 to 117 without AAK 55-85-1, do not arm
autospoilers for landing.
Q The Before Taxi autospoiler check in AFM Section II must be
successfully completed prior to takeoff if autospoilers are to
be armed.
Q
Do not arm autospoilers for takeoff if SPOILERON CB is
open.
Spoilerons
Q
Spoilerons may be inoperative.
Q If spoileron prefight check fails, pull the SPOILERON CB;
refer to Table 3-C, following page, for effects on spoilerons/
spoilers.
Q With spoilers inoperative, the maximum operating altitude is
limited to 41,000 ft.
Q
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 spoilers inoperative, increase by 15% the actual
landing distance obtained from AFM Section V for Lear-
jet 55 (i.e., multiply by 1.15).
Q 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)
Q
If the spoilerons fail the Before Taxi check, pull the SPOILE-
RON CB; do not arm autospoilers.

Learjet 55 Developed for Training Purposes 3-35

March 2002
CAE SimuFlite

Spoilers
Q
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.
– If the spoilers are inoperative during flight, limit the maxi-
mum operating altitude to 41,000 ft.
– Do not extend spoilers with flaps extended while air-
borne.
– Do not extend spoilers or operate with spoilers deployed
at speeds above VMO/MMO.

3-36 Developed for Training Purposes Learjet 55

March 2002
 Limitations

During landing, a time delay in the spoiler circuit causes

increased spoiler extension times. For a normal landing
(spoilerons operative with flaps below 25°), full spoiler
extension requires approximately five seconds. If the spoil-
ers are inoperative (AUG AIL annunciator illuminated) or the
SPOILERON CB is open, spoiler extension requires
approximately 11 seconds. To account for the increased
spoiler deployment times, apply the following corrections to
the distance obtained from the Actual Landing Distance
chart in AFM Section V.
Normal Landing . . . . . . . . . MULTIPLY DISTANCE BY 1.04
Spoilerons Inoperative
Landing . . . . . . . . . . . . . . . MULTIPLY DISTANCE BY 1.15
Q On S/N 55-003 to 086 with SB 55-27-7A, or AAK 55-83-4;
S/N 55-087 and subsequent, the following limits apply.
– If the spoilers are inoperative during flight, limit the operat-
ing altitude to 41,000 ft maximum.
– Do not extend spoilers with flaps extended while airborne.
– On Learjet 55B, do not extend or retract spoilers with
autopilot engaged.
– On Learjet 55/55B, 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 success-
fully 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 SPOIL-
ERON CB is open.
Stall Warning
Q
On Learjet 55/55B, the stall warning system must be on and
operational for all takeoffs and landings.

Learjet 55 Developed for Training Purposes 3-37

March 2002
CAE SimuFlite
Q 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.
Q 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.

WARNING: The nudger action verifies pitch torquer

operation prior to pusher actuation. If, during ground test,
the shaker is not accompanied by the nudger (nudger
monitor horn sounds), do not dispatch.

WARNING: If, during flight, the shaker is not accompa-

nied by the nudger (nudger monitor horn sounds), do not
decelerate further.

Q
The stall margin indicators may be used as a reference, but
they do not replace the airspeed indicators as primary
instruments.
NOTE: Warning lights for both stall warning systems are
inoperative when the generator and battery switches are off.

3-38 Developed for Training Purposes Learjet 55

March 2002
 Limitations

NOTE: On Learjet 55/55B, during takeoff in a strong cross-

wind, 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.

WARNING: 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 accumulations can
also cause unreliable stall margin indicator information.

WARNING: On Learjet 55B, even small accumulations of

ice on the wing leading edge can cause aerodynamic stall
prior to activation of the stick shaker, nudger, and/or pusher.
These accumulations can also cause unreliable stall margin
indicator information.

WARNING: On Learjet 55C, even small accumulations of

ice on the wing leading edge can cause an increase in stall
speed and may degrade stall characteristics.

Trim
Q
Set trim for all axes prior to takeoff.
Q To assure proper trim systems operation, successfully
complete before each flight the Before Starting Engines trim
systems checks in AFM Section II.

Learjet 55 Developed for Training Purposes 3-39

March 2002
CAE SimuFlite
Q Successfully complete Trim Systems Operational check in
AFM Section II a minimum of once every 10 hours of flight
operation.
WARNING: 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
can result in trim runaway.

Yaw Damper
Q Both yaw dampers must be off for all takeoffs.
Q
On Learjet 55/55B, turn on the primary yaw damper or the
secondary yaw damper for landing except as permitted in
abnormal procedures in AFM Section IV.
Q
On Learjet 55/55B, successfully complete the Before Start-
ing Engines yaw damper operational check in AFM Section II
before each flight to assure proper yaw damper operation.
Q
On Learjet 55/55B, one yaw damper must be on and opera-
tive for all flight conditions except takeoff and for trimming
rudder. For trimming rudder, disengage yaw damper,
accomplish rudder trim, then re-engage yaw damper.
Q On Learjet 55C, the yaw damper performs a self-test
through the autopilot and is not required for dispatch.
WARNING: If landings are attempted in turbulent air con-
ditions with the yaw damper off, the aircraft may exhibit
undesirable lateral-directional (Dutch roll) characteristics.

3-40 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Fuel System
Altitude Restriction
Q When using any Jet B or JP-4 fuel in the fuel mixture, the ini-
tial operating altitude is limited to 33,000 ft. After cruise at
33,000 ft for 20 minutes, climb to any altitude up to 51,000 ft
is permitted.
Anti-Icing Additive
Q
On aircraft with fuel heaters, anti-icing additive is not a
requirement. However, for microbial protection, it is recom-
mended 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.
Q
On aircraft without fuel heaters, anti-icing additive con-
forming to MIL-I-276686 (or MIL-I-85470 on Learjet 55/55C)
is required. The additive concentration by volume must be a
minimum of 0.06% and a maximum of 0.15%. Refer to AFM
Addendum I, Fuel Servicing.
CAUTION: On aircraft not equipped with fuel heaters,
lack of anti-icing additive may cause fuel filter icing and
subsequent engine flameout.

Approved Fuels
Q
The mixing of fuel types is allowed (Table 3-D, following
page).
Q Take special precautions to preclude electrostatic discharge
when switch-fueling. Refer to AFM Addendum 1, Fuel Servic-
ing.

Learjet 55 Developed for Training Purposes 3-41

March 2002
CAE SimuFlite

3-42 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Aviation Gasoline
Q The use of aviation gasoline is not approved.
Biocide Additive
Q Biobor JF is approved for use as a biocide additive when
premixed in the fuel supply facility.
Q
Additive concentration must not exceed 270 ppm.
Q Refer to AFM Addendum I, Fuel Servicing.
Electronic Fuel Computer Servicing Gravity
Q Adjust the engine electronic fuel computer to the recom-
mended specific gravity position for the type of fuel in use.
Refer to AFM Addendum I, Fuel Servicing, for recom-
mended specific gravity settings and adjustment proce-
dures.
NOTE: Due to fuel computer accessibility, fuel computer
specific gravity adjustment is not considered a normal pilot
function.

CAUTION: Engine surge may occur if the recommended

specific gravity adjustment is not adhered to for the type of
fuel in use. If surge is encountered, refer to the Engine
Maintenance Manual.

Fuel Load/Balance
Q
Do not take off or land with wing fuel imbalance greater than
200 lbs.
Q During flight, wing fuel balance must be maintained within
500 lbs.
Fuel Temperature – JP-4, Jet B, or Equivalent Fuels
Q
On aircraft with fuel heaters, do not take off at ambient
temperatures above 55°F (13°C).

Learjet 55 Developed for Training Purposes 3-43

March 2002
CAE SimuFlite
Q On aircraft with fuel heaters, do not takeoff with fuel temp-
erature below -65°F (-54°C).
Fuel Temperature – JP-5, Jet A, Jet A-1, or Equivalent
Fuels
Q Do not take off with fuel temperature below -20°F (-29°C).
Lateral Imbalance Single-Point Refuel System (if
installed)
Q Use of single-point refuel system is limited to aircraft with
fuel heaters.
Unusable Fuel
Q The fuel remaining in the fuel tanks when the fuel quantity
indicator reads zero is not usable in flight.

Hydraulic System
Approved Fluid
Q Only hydraulic fluid conforming to MIL-H-5606 is approved.
Hydraulic Pump Duty Cycle
Q 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)
Q Turn on anti-ice systems prior to takeoff into visible moisture
and OAT of 40°F (4.4°C) or below.
Q
If anti-ice systems are required during takeoff, turn them on
prior to setting takeoff power.
Q Turn on anti-ice systems prior to flight into visible moisture
and ram air temperature of 50°F (10°C) or below.

3-44 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Anti-Ice Operation (Learjet 55B/C)

Q Turn on anti-ice systems prior to takeoff or flight into visible
moisture and outside air temperature of 41°F (5°C) or
below.
Q If anti-ice systems are required during takeoff, turn them on
prior to setting takeoff power.
NOTE: If using the anti-ice systems on takeoff, re-
compute the takeoff distance and N1 takeoff power settings
as appropriate.

Horizontal Stabilizer Anti-Ice

CAUTION: 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
annunciator is not illuminated and DC amperes increase,
immediately set STAB WING HEAT switch off.

Nacelle Heat
Q
Do not operate nacelle heat for more than 30 seconds when
an engine is not in operation.
Stall Warning
Q
See Systems Limitations, Flight Controls section.
Windshield Alcohol Anti-Ice
Q Methyl alcohol (Methanol) per Federal Specification O-M-232,
Grade A, is required.
Q
The alcohol reservoir must be refilled after each use.
Windshield Defog System
Q
Power to operate the interior windshield defog system must
be supplied by either an engine generator or a GPU.

Learjet 55 Developed for Training Purposes 3-45

March 2002
CAE SimuFlite

Landing Gear
Anti-Skid
Q Before taxi and with the anti-skid switch on, check that the
anti-skid generator lights are extinguished. If a light is illumi-
nated, assume the anti-skid system is inoperative. Leave
the switch on, and limit the takeoff weight to 18,500 lbs.
Refer to AFM Section V for increased takeoff distance.
NOTE: If, during approach, one or more anti-skid lights
remain illuminated after lowering the landing gear, set the
ANTI-SKID switch to OFF then ON to clear the system. If the
light(s) remain illuminated, assume the anti-skid system is
inoperative; leave the switch on and refer to AFM Section V
for the increased landing distance.

NOTE: If, upon touchdown, one or more anti-skid lights illu-

minate, anti-skid protection for the associated wheel is inop-
erative and has reverted to manual brake control.
Q 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 pres-
sure for two to three seconds.
CAUTION: With anti-skid inoperative, heavy brake pres-
sures may skid the tires and cause tire blow-out. Flight
tests determined that modulating toe-brake pressures pro-
duces improved feel and reduces the probability of tire
skid.

Main Tire Limiting Ground Speed

Maximum Ground Speed. . . . . . . . . . . . . . . . . . . . . . . 182 KTS
Nosewheel Steering
Maximum Ground Speed. . . . . . . . . . . . . . . . . . . . . . . . 45 KTS
Maximum Ground Speed With Two of Three

3-46 Developed for Training Purposes Learjet 55

March 2002
 Limitations

ANTI-SKID GEN Lights Illuminated (Left Inboard,

Right Inboard, and Right Outboard) . . . . . . . . . . . . . . . 10 KTS
CAUTION: During moderate to heavy braking action on
patchy snow or ice, avoid the use of nosewheel steering
above 10 kts.

Turnaround Limits (Learjet 55)

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.
Q Park the aircraft for a minimum waiting period of 30 minutes
before making the next takeoff attempt.
Q Following the 30-minute waiting period, visually inspect the
main gear tires, wheels, and brakes for condition.
WARNING: On S/N 55-003 to 076 without AAK 55-82-6,
failure to observe the turnaround limits in AFM Section I and
V may result in wheel fuse plug release during subsequent
takeoff.

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.

Oxygen System
The following certification requirements are in addition to the
requirements of applicable operating rules. Observe the most
restrictive of the two requirements (certification or operating).
Q
Above FL250, crew masks must be in the quick-donning
position, which allows donning within five seconds.

Learjet 55 Developed for Training Purposes 3-47

March 2002
CAE SimuFlite

WARNING: Smoking is prohibited while the oxygen system

is in use.

Q Remove hats and “ear muff” type headsets prior to donning

crew oxygen masks.
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.

Q Crew and passenger oxygen masks are not approved for

use above 40,000 ft cabin altitude.

WARNING: Passenger masks are intended for use during

an emergency descent to an altitude not requiring supple-
mental oxygen. Passenger masks will not provide suffi-
cient 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.

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.

Pneumatic System
Anti-Skid
Q
Do not turn on the Freon cooling system during landing with
the 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.

3-48 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Cabin Pressurization
Q 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.

CAUTION: 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 airflow through
the heat exchanger, and possible damage to air-condition-
ing components may occur.

Freon Cooling System

Q
The Freon cooling system must be off for takeoff and landing
or the Cabin Temp Control knob must be “MANUAL” and
“FULL COLD.”
Q
Power to the Freon cooling system must be supplied by an
engine generator or a GPU.

Powerplant
Approved Oils
Q
Oils conforming to Garrett Turbine Engine Company specifi-
cation EMS 53110, Type II are approved. Specifically, these
are:
– Aeroshell/Royco Turbine Oil 500 and 560
– Castrol 5000
– Exxon (Enco/Esso) Turbo Oil 2380
– Mobil Jet Oil II and 254.

Learjet 55 Developed for Training Purposes 3-49

March 2002
CAE SimuFlite
APR Engine Cycles – S/N 55-065, 087 and
subsequent; prior aircraft with AAK 55-83-4
Q Four engine cycles must be recorded in the engine log when
APR is used and one or both of the following engine param-
eters are exceeded:
– turbine speed (N2) greater than 100%
– interstage turbine temperature (ITT) greater than 907°C.
Automatic Performance Reserve
Q
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.
Q
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.
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.

Q On Learjet 55/55B, both APR and autospoilers must be

operative and armed to use the takeoff distance perfor-
mance improvement shown on the applicable Takeoff Dis-
tance chart in AFM Section V.
Q
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.

3-50 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Engine Operating Temperature Limits

Q Refer to Figure 3-7, following page, for aircraft not equipped
with an APR system and Figure 3-8, page 3-55, for engines
with an APR system.

Learjet 55 Developed for Training Purposes 3-51

March 2002
CAE SimuFlite

Turbine Temperature Limits

Aircraft without APR System (TFE 731-3A Engine)

3-7

Start – If ITT limit is exceeded, abort start and refer to Engine Light Maintenance
Manual for corrective action.
Takeoff – If takeoff ITT limit is exceeded, reduce power to within limits and record both
temperature and duration in excess of limit in engine log. An ITT overshoot resulting
from takeoff power not exceeding the takeoff transient limit is allowable and does not
require an engine log entry.
If takeoff transient ITT limit is exceeded, reduce power to within takeoff limits and make
an electronic fuel computer N1 adjustment before next flight.
If 939°C is exceeded for more than 10 seconds or 977°C is attained or exceeded, refer
to Engine Light Maintenance Manual for corrective action.
Maximum Continuous – The maximum continuous limit is 885°C; however, for
greatest engine life, it is recommended that, under normal conditions, engine power be
reduced to an ITT of 865°C or less after 30 minutes of maximum continuous operation.

3-52 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Turbine Temperature Limits

Aircraft with APR System (TFE 731-3AR Engine)

3-8

Start – If ITT limit is exceeded, abort start and refer to Engine Light Maintenance
Manual for corrective action.
Takeoff – Takeoff ITT exceeding the normal takeoff ITT limit is permitted. Refer to APR
Engine Cycles.
If the APR-ON takeoff ITT limit is exceeded, reduce power to within limits and record
both temperature and duration in excess of limit in engine log. Except as noted in APR
Engine Cycles, an ITT overshoot resulting from takeoff power not exceeding the takeoff
transient limit is allowable and does not require an engine log entry.
If takeoff transient ITT limit is exceeded, reduce power to within takeoff limits and make
an electronic fuel computer N1 adjustment before next flight.
If 939°C is exceeded for more than 10 seconds or 977°C is attained or exceeded, refer
to Engine Light Maintenance Manual for corrective action.
Maximum Continuous – The maximum continuous limit is 885°C; however, for
greatest engine life, it is recommended that, under normal conditions, engine power be
reduced to an ITT of 865°C or less after 30 minutes of maximum continuous operation.

Learjet 55 Developed for Training Purposes 3-53

March 2002
CAE SimuFlite
Engine Speed Limits

Table 3-E; 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
Q
The engine synchronizer must be off for takeoff, landing,
and single-engine operation.
NOTE: The engine synchronizer also provides electrical filter-
ing to prevent HF radio transmission interference with the
engine fuel computers.

WARNING: Airflow into the TFE731 engine is sufficient to

draw personnel and equipment into the engine inlet. Per-
sonnel in proximity of the engine inlet should maintain a
safe distance at all times during engine operation.

3-54 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Fuel Computers
Q 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.

Hydraulic System Pressure at Engine Shutdown –

Learjet 55/55B
Q Bleed hydraulic pressure from system before selecting
battery switches OFF.
CAUTION: At engine shutdown, failure to bleed hy-drau-
lic pressure from system before selecting battery switches
OFF could result in nose gear retraction if the landing gear
selector valve malfunctions.

NOTE: If the parking brake is set, use of flaps to bleed hydrau-

lic system pressure does not affect parking brake pressure.

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

Learjet 55 Developed for Training Purposes 3-55

March 2002
CAE SimuFlite
Preheating
Q When the aircraft has been cold-soaked at ambient temper-
atures below -13°F (-25°C), operate the engines a mini-
mum 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 temper-
ature prevents attainment of 30°C (86°F), idle power may be
exceeded as required to further warm the oil to normal operat-
ing limits prior to takeoff. On shutdown for Learjet 55B/C, idle
engine for two minutes prior to thrust lever cutoff.

SPR
Q Do not energize SPR switch at any time other than engine
start. Use of SPR is not required above 0°F (-17.8°C).
Start Cycles
Q If the engine does not start, observe the following cooling
periods (Table 3-F) between subsequent start attempts.
After one hour, the cycle may be repeated.

Table 3-A; Table 3-F; Start Cycles

3-56 Developed for Training Purposes Learjet 55

March 2002
 Limitations

Thrust Reversers
Q Operational procedures in the AFM Supplement are manda-
tory.
Q Thrust reverser system use is limited to ground operations
on paved surfaces; attempts to deploy shall not be made in
flight.
Q
Thrust reversers must not be used to back up the aircraft.
Q Thrust reverser CBs must not be intentionally pulled while in
flight, except as specified in emergency and/or abnormal
procedures.
Q Thrust reversers must not be used for touch-and-go land-
ings.
Q
Do not deploy drag chute while using reverse thrust.
Q Maximum reverse thrust is usable at 60 KIAS or above. Idle
reverse thrust is usable at any speed.
Q
The limiting crosswind component for use of thrust reversers
is 25 kts (reported tower winds measured at a 20 ft height).
WARNING: When landing on snow-covered runways,
apply reverse thrust with caution because visibility may be
impaired.

Learjet 55 Developed for Training Purposes 3-57

March 2002
CAE SimuFlite
This page intentionally left blank.

3-58 Developed for Training Purposes Learjet 55

March 2002
Systems
Table of Contents
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-1
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-1
Environmental Systems . . . . . . . . . . . . . . . . . . . . . . . . . 4C-1
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-1
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-1
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F-1
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G-1
Ice and Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4H-1
Landing Gear and Brakes . . . . . . . . . . . . . . . . . . . . . . . 4I-1
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J-1
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4K-1
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4L-1

Learjet 55 Developed for Training Purposes 4-1

March 2002
CAE SimuFlite
This page intentionally left blank.

4-2 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Avionics
Pitot/Static System
Learjet 55B/C (S/N 55-127 to 55-147)

SECONDARY
AIR DATA
COMPUTER

STANDBY
ALTIMETER

PRIMARY AIR
DATA
COMPUTER

STANDBY
MACH/
AIRSPEED
INDICATOR

PITOT PITOT

STATIC 1 STATIC 1

SHUTOFF VALVES SHUTOFF VALVES

STATIC 2 STATIC 2

PILOT'S COPILOT'S
PITOT/STATIC PITOT/STATIC
TUBE TUBE

PITOT/STATIC PITOT/STATIC
DRAIN VALVES DRAIN VALVES

PILOT'S PITOT

COPILOT'S PITOT

PILOT'S STATIC

COPILOT'S STATIC

Learjet 55 Developed for Training Purposes 4A-1

March 2002
CAE SimuFlite

Pitot/Static System
Learjet 55 (S/N 55-003 to 55-126)

LANDING
GEAR OPTIONAL
AURAL EQUIPMENT
WARNING

AIR DATA
SENSOR

MACH
SWITCH

ALTITUDE
CONTROL

VERTICAL SPEED VERTICAL SPEED

INDICATOR INDICATOR

ALTIMETER ALTIMETER

MACH/AIRSPEED MACH/AIRSPEED
PITOT INDICATOR INDICATOR PITOT
(ALTITUDE/ (ALTITUDE/
OVERSPEED OVERSPEED
SWITCHES) SWITCHES)
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 DRAIN VALVES

PILOT'S PITOT

COPILOT'S PITOT

PILOT'S STATIC

COPILOT'S STATIC

4A-2 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Avionics
This chapter provides a brief overview of the following:
Q
flight environment data systems
Q
communication equipment
Q navigation equipment
Q
flight control systems.
Besides these specific areas, this chapter includes instrumenta-
tion not addressed in other chapters.
Depending on customer preference, modifications, and system
upgrades, avionics systems vary widely. This chapter provides a
brief overview of the most common equipment.
For a complete description and operating procedures for avion-
ics systems in the Learjet 55, refer to the applicable Aircraft
Flight Manual supplements and avionics equipment pilot’s
guides.

Flight Environment Data Systems

The flight environment data system consists of:
Q pitot/static system
Q altimeters
Q vertical speed indicators
Q airspeed indicators
Q airspeed warning
Q air data system
Q
standard air temperature/total air temperature/true air-
speed system
Q altitude preselect alerter system.

Learjet 55 Developed for Training Purposes 4A-3

March 2002
CAE SimuFlite

Pitot/Static System
The pitot/static system provides ram air pressure and static
pressure data from a combined pitot/static tube on either side of
the aircraft nose. Each tube has a single pitot opening and two
static openings with electrically-powered heating elements that
prevent ice formation.
Two solenoid-operated shutoff valves for each side of the static
system isolate the left or right pitot/static tube static ports from its
opposite. The three position (L/BOTH/R) STATIC SOURCE
switch on the pilot’s or center panel uses 28V DC from the
STATIC SEL CB to control the valves electrically. In the
BOTH position all four valves open; R position closes static
shutoff valves on the left side and L position closes valves on the
right side.
On S/N 003 through 126, the left pitot/static tube provides ram
air pressure to the 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 secondary ADC. The forward static port on
the left pitot/static tube and aft static port on the right pitot/static
tube provides static pressure to the primary ADC. The forward
static port on the right pitot/static tube and the aft port on the left
pitot/static tube provides static pressure to the standby Mach/
airspeed indicator, the standby altimeter and secondary ADC.

4A-4 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Altimeters
Various types of altimeters are on the Learjet 55. Typical units
include:
Q radio/barometric (RADBAR)
Q barometric
Q ADC-driven.
RADBAR altimeters combine a radio altimeter (RAD) and a
barometric (BAR) altimeter in a single unit. A moving pointer and
a drum counter display barometric altitude from -1,000 to
+50,000 ft. The pointer makes a complete revolution of the dial
every 1,000 ft. The drums display altitude in ten-thousands,
thousands, and hundreds of feet. A separate three-digit, incan-
descent display shows radio altitude from 0 to 990 ft; above 990
ft the display blanks. The display receives radio altitude informa-
tion through a radio altimeter converter from the radio altimeter
system.
ADC-driven altimeters use electrical signals from an air data
computer to display aircraft altitude with a pointer and a drum
display. The pointer makes one revolution every one thousand
feet. The drum display shows altitude in ten-thousands, thou-
sands, and hundreds of feet.
All altimeters contain provisions for adjusting the unit to local
barometric pressure in either millibars or inches of mercury (In
Hg). On encoding altimeters, adjusting to local barometric pres-
sure has no effect on the encoded altitude information; it is
always relative to standard pressure (29.92 In Hg/1013 milli-
bars).
Vertical Speed Indicators
Depending on the aircraft serial number, modification status, and
customer preference, the vertical speed indicators (VSIs) are
either static pressure-driven or electrically-driven.
On the Learjet 55, the typical VSI is an inertial-lead instan-
taneous vertical speed indicator (IVSI). An IVSI provides an

Learjet 55 Developed for Training Purposes 4A-5

March 2002
CAE SimuFlite
instantaneous display of aircraft altitude rate-of-change. An
accelerometer senses a change in normal acceleration to dis-
place the indicator’s pointer before a change in static pressure
occurs. Typical IVSIs display aircraft vertical velocity from 0 to
6,000 feet per minute (FPM), either up and down.
On the Learjet 55B and 55C, ADC-driven VSIs use digital
signals to provide an accurate display of an aircraft’s vertical
velocity. The indicator displays vertical speed from 0 to 6,000
feet per minute, up or down with a pointer moving over a
stationary dial. A manually positioned index (bug) provides a
visual reminder of a desired vertical speed.
Airspeed Indicators
Typical Mach/airspeed indicators for the pilot and copilot provide
an accurate display of aircraft airspeed and Mach number. On
the Learjet 55, the airspeed indicators and Mach/overspeed
warning system are part of the same system.
On the Learjet 55, the 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.
On the Learjet 55B and 55C, separate air data computers
electrically drive the Mach/airspeed indicators. Each indicator
display airspeed from 60 to 420 KIAS with a pointer and Mach
number with a two-digit drum display. A moving barber pole
indicates the maximum airspeed (VMO). A combined indicator
test button and index (bug) setting knob is on the lower left
corner of the indicator. Pressing the button initiates a system
test; the IAS warning flag appears and the airspeed and VMO
pointers move to a reference airspeed.

4A-6 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Airspeed Warning
The airspeed warning system uses switches in either the Mach/
airspeed indicators or separate ADC-driven switches to activate
a rising-tone aural overspeed warning. Warning system activa-
tion 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:
Q 300 ±5 KIAS (VMO) below 8,000 ft
Q 350 ±6 KIAS (VMO) between 8,000 and 24,000 ft
Q 0.81 Mach (MMO) between 24,000 and 37,000 ft
Q 0.81 Mach (MMO) varying to 0.79 Mach (MMO) with altitude
changes from 37,000 and 45,000 ft
Q 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.
On the Learjet 55B and 55C, the system activates with the
autopilot engaged and the Mach trim system operative if air-
speed exceeds:
Q 302 ±3 KIAS (VMO) below 8,000 ft
Q
352 ±3 KIAS (VMO) between 8,000 and 23,600 ft
Q
0.81 to 0.82 Mach (MMO) between 23,600 and 37,000 ft
Q 0.80 to 0.81 Mach (MMO) between 37,000 and 43,500 ft
Q 0.79 to 0.80 Mach (MMO) between 43,500 and 51,000 ft.

Learjet 55 Developed for Training Purposes 4A-7

March 2002
CAE SimuFlite
With the autopilot disengaged and the Mach trim system not
operative, the aural warning sounds when Mach number
exceeds 0.74 (MMO).
If airspeed exceeds the maximum allowable, the stick puller
activates. On the Learjet 55B, a pusher/puller servo applies
force to attain a nose-up attitude. On the Learjet 55C, the
autopilot pitch servo applies force to attain a nose-up attitude.
With the autopilot disengaged, there is no stick puller function.
The stick puller on the Learjet 55C does not function during an
overspeed condition. If an overspeed condition exists with the
autopilot on, the system disengages altitude hold and commands
a slight pitch-up attitude with the stick puller. If the flight director
is in the active mode, the system disengages altitude hold and
commands a pitch-up attitude on the command bar indicator;
there is no stick puller command.
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 altime-
ters.
The primary (pilot’s) ADC supplies the following:
Q
pilot’s Mach/airspeed indicator
Q
pilot’s altimeter
Q pilot’s vertical speed indicator
Q altitude preselect
Q left stall warning
Q gear warning
Q No. 1 attitude heading system (AHS)
Q pilot’s electronic flight instrument system (EFIS)
Q left flight guidance system
Q mach trim
Q No. 1 flight management system (FMS)
Q No. 1 transponder

4A-8 Developed for Training Purposes Learjet 55

March 2002
 Avionics

The secondary (copilot’s) ADC supplies the:

Q copilot’s Mach/airspeed indicator
Q copilot’s altimeter
Q copilot’s vertical speed indicator
Q altitude preselect
Q right stall warning
Q gear warning
Q
No. 2 attitude heading system (AHS)
Q
overspeed warning
Q
No. 2 transponder
Q
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.
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 tempera-
ture and airspeed with a digital display. It also supplies tempera-
ture information to the air data computers (if installed).
The digital display continuously displays static air temperature
and true airspeed; pressing the TAT button displays total air
temperature.

Learjet 55 Developed for Training Purposes 4A-9

March 2002
CAE SimuFlite

Altitude Preselect Alerter

Altitude alerting systems provide visual and aural indications
when the aircraft approaches or deviates from a selected
altitude; these systems receive altitude information from an
altimeter or an ADC. The unit provides visual warnings through
the light on the unit and aural warnings through the cockpit
speakers and headsets.
Once the aircraft altitude is within 1,000 ft of the desired altitude,
the altitude alerter light illuminates and the alert horn sounds for
one second, depending on the aircraft rate of climb or descent.
The light extinguishes once the aircraft is within 300 ft of selected
altitude. The light illuminates and the horn sounds if altitude
deviates more than 300 ft; correcting the altitude or selecting a
new altitude extinguishes the light.
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.
Other instrumentation includes clocks, the magnetic compass,
standby gyro horizon, altimeter, and airspeed indicator.

4A-10 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Communications
Communications equipment on the Learjet 55 includes:
Q
VHF communications
Q
HF communications
Q Flitefone
Q
interphone
Q
passenger briefing system
Q
audio control panels
Q
cockpit voice recorder (CVR)
Q static discharging.
VHF Communications
Typical VHF transceivers provide air-to-air, air-to-ground, and
ground-to-ground communications. The unit operates in the
117.000 to 136.975 MHz frequency range with a frequency
spacing of 25 kHz that provides 720 channels. Optional trans-
ceivers 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 commu-
nication systems utilize two separate receivers. Each receiver
has its own control head and antenna. Triple VHF communica-
tion systems have three independent systems: COMM 1A,
COMM 1B, and COMM 2. The COMM 1A and 1B systems have
separate receivers and control heads but share an antenna. The
COMM 2 system is for emergency use if either the COMM 1A or
COMM 1B system fails.

Learjet 55 Developed for Training Purposes 4A-11

March 2002
CAE SimuFlite

HF Communications
Most aircraft use high frequency (HF) communications equip-
ment to allow very long range communications. Typical systems
operate in the 2.0000 to 29.9999 MHz range with frequency
spacing of 100 Hz; this provides 280,000 distinct channels. Most
HF transceivers provide amplitude modulation (AM) and single
side band (SSB) transmission modes.
Flitefone
A FlitefoneTM radio-telephone allows the crew or passengers to
communicate with ground stations through the public telephone
system, with mobile telephones, or other aircraft with radio
telephones over the high frequency (HF) and ultra-high frequen-
cy (UHF) radio frequencies. The system also allows communica-
tion between the cockpit and passenger cabin.
Interphone
The ground maintenance interphone system permits two-way
communication between the flight crew and ground personnel.
An audio amplifier connects the nose, tailcone, and cockpit jacks
together to enable communications with the cockpit and ground
personnel. With headsets connected to the jacks, communica-
tion 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.

4A-12 Developed for Training Purposes Learjet 55

March 2002
 Avionics

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. If the audio
control panel becomes inoperative, the pilots may utilize the
EMER position on the Audio select switch. The pilots must be
using headsets to make use of this option. If so, the pilot will
hear all radios and must selectively turn down the volume on
those not requiring monitoring. 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 commu-
nication transmitters, public address system, and interphone
system.
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 recorder unit is in an international orange-colored, fire and
shock resistant container in the tailcone compartment. An under-
water locator beacon on the unit assists in locating the unit if the
aircraft crashes in water.
Parking brake and squat switches enable the recorder bulk-
erase mode when the parking brake is on and aircraft is on the
ground; the recorder continuously erases the tape. The CVR
begins recording with parking brake release and weight off the
wheels.

Learjet 55 Developed for Training Purposes 4A-13

March 2002
CAE SimuFlite
On S/N 003 through 144, oil pressure switches on the left and
right engines stop the recorder if the aircraft crashes and the
recorder continues to receive power. On S/N 144 through 147,
an inertia switch performs the same function. If the aircraft
experiences an 8 G impact, the switch opens to remove power
to the CVR. A reset button near the inertia switch resets it.
The emergency locator transmitter (ELT) transmits a downward
sweeping tone on 121.5 MHz and 243.0 MHz as an aid in
locating a downed aircraft.
An impact switch in the transmitter activates the system with the
application of a force approximately 5 Gs along the longitudinal
axis of the aircraft.
The system switch either arms, activates, or turns off the ELT.
Some systems employ a switch that can reset the 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 lighting strikes on the aircraft structure and static
charges on avionics equipment. The static discharges bleed off
accumulated static charges to the atmosphere and direct light-
ning strikes away from the aircraft.
During the preflight inspection, check the security, presence, and
condition of the dischargers.
Navigation
Typical navigation equipment on the Learjet 55 includes very
high frequency (VHF) receivers, an instrument landing system
(ILS), automatic direction finding (ADF), vertical and directional
gyros, and long range navigation equipment. This discussion
also includes flight management and area navigation systems.
VHF Navigation
VHF navigation receivers provide very high frequency
omnirange (VOR), localizer (LOC), glideslope (GS), and marker

4A-14 Developed for Training Purposes Learjet 55

March 2002
 Avionics

beacon navigation information to the flight crew through various

indicating equipment.
Typically, each system receives 200 VHF frequencies from
108.00 to 117.95 with 50 MHz spacing, 40 paired glideslope
frequencies from 329.15 to 335.00 MHz spaced at 150 kHz, and
40 LOC frequencies from 108.10 to 111.95 MHz. Automatic
DME channeling is through the navigation receiver. Multiple
outputs from the receivers drive the flight director, radio magnetic
indicators (RMIs), autopilot, course deviation indicators, and
area navigation equipment (RNAV). The receiver supplies audio
output to the audio control units.
Receiver control, frequency selection, and frequency display are
through control heads on the center instrument panel.
As part of the VHF navigation receiver, a marker beacon receiver
provides visual and aural indications of beacon passage. The
system receives on 75 MHz and provides electrical outputs to
two sets of three indicating lights on the instrument panel. The
receiver also provides audio output to the audio control units for
beacon passage notification.
Instrument Landing System
Instrument landing system (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 118.10 to 111.95 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

Learjet 55 Developed for Training Purposes 4A-15

March 2002
CAE SimuFlite
provides 3,120 frequencies.

Radio Magnetic Indicators

Two radio magnetic indicators display aircraft heading informa-
tion on a calibrated servo-driven compass card. A pointer and
compass card provides bearing indication to either VOR or ADF
stations.
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.
Area Navigation Systems
Area navigation systems (RNAV) allow point-to-point navigation
within the coverage of VHF navigation facilities (VOR/VORTAC/
DME). Most systems allow the storage of flight plans containing
multiple waypoints for frequently flown routes.
These systems utilize data provided by the VHF, DME, and
localizer receivers to compute and display waypoint information.
Flight Management Systems
Flight management systems (FMS) utilize position information
from various navigation equipment to provide an integrated
navigation display and control system.
Typical systems receive and process information from the DME,
VOR, and VLF/Omega 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 way-
points and facilities to automate aircraft navigation.
VLF Navigation
Very low frequency (VLF) navigation systems provide great
circle, point-to-point navigation on a world-wide basis. These
systems utilize very low frequency transmissions from Omega
and U.S. Navy facilities.
The receiver-computer unit processes all inputs and provides

4A-16 Developed for Training Purposes Learjet 55

March 2002
 Avionics

position coordinates, distance and deviation information, drift

and track angle deviation, wind direction and speed, and ground
speed to the control display unit. The receiver-computer also
provides inputs to the horizontal situation indicators (HSIs),
autopilot and flight director system. Loss of navigation facility
signals causes the system to revert to dead reckoning based on
aircraft heading, true airspeed, and last computed winds.
Flight Data Recorder
A flight data recorder (FDR) records aircraft flight data on foil or
magnetic tape. The FDR consists of a remotely mounted record-
er unit and an accelerometer. The FDR, in the tailcone, is in an
international orange painted steel container built to withstand
impact and fire.
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.
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 altim-
eters, 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

Learjet 55 Developed for Training Purposes 4A-17

March 2002
CAE SimuFlite
to the horizontal situation indicators (HSIs), and DME displays.

Radio Altimeter
Radio altimeter systems provide precise altitude above ground
level (AGL) readings for approach and landing. The system
consists of a transceiver, indicator, and transmit and receive
antennas on the aft fuselage. The system transmits a 4250 to
4350 MHz (4.3 GHz, 5 MHz) signal toward the ground, receives
the bounced signal, and computes distance from the delay
between transmission and reception. The system provides alti-
tude 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.
Flight Path Advisory System
The flight path advisory system works with the radio altimeter,
nose gear relay panel, and the flight direction to provide a verbal
warning of unsafe flight conditions.
If the aircraft descends to 2,000 ft, the system provides a RADIO
ALTITUDE warning. 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.

4A-18 Developed for Training Purposes Learjet 55

March 2002
 Avionics

If the aircraft deviates more than one dot from the localizer, the
system announces LOCALIZER three times; for a deviation of
more than one dot from the glideslope the system announces
GLIDESLOPE three times. The LOCALIZER and GLIDESLOPE
warnings continue until the crew corrects the deviation from the
localizer or glideslope path.
If the aircraft descends below 500 ft with the landing gear
retracted, the system announces CHECK GEAR three times.
These warnings repeat every 100 ft until gear extension.
Transponder
Typical transponder systems with Mode C or Mode S capability
provide identification and altitude reporting to surveillance radar
installations. The system transmits on 1090 MHz and receives
on 1030 MHz. The pilot’s encoding altimeter provides aircraft
altitude information to the transponder system for transmission to
ATC radar facilities.
Weather Radar
The vertical gyro system provides aircraft attitude information to
the radar system to stabilize the antenna. The system operates
by transmitting a high frequency radio signal (X-band), receiving
the bounced signal, and displaying the received signals on the
display. Controls on and below the indicator select system mode,
scan range, antenna tilt, and receiver gain (sensitivity).
Typical systems provide:
Q selectable scanning range
Q ground mapping
Q
weather cell contouring
Q adjustable antenna tilt and scan
Q
target alerting.

Learjet 55 Developed for Training Purposes 4A-19

March 2002
CAE SimuFlite
Radar power output and scanning area varies between equip-
ment 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 recom-
mended 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 equip-
ment 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 and
buildings.
Attitude and Direction Systems
Attitude and direction systems include:
Q directional gyros
Q vertical gyros
Q 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 informa-
tion to the pilot’s and copilot’s horizontal situation indicators
(HSIs), radio magnetic indicators (RMIs), autopilot, and flight
director.

4A-20 Developed for Training Purposes Learjet 55

March 2002
 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 a signal provided by the flux valve. In
FREE, the directional gyro operates independently from the flux
valve. Manual correction of the gyro is through the SLAVE L-R
switch.
Vertical Gyros
Two vertical gyros provide aircraft pitch and roll information to
the autopilot, flight instruments, flight director, and radar antenna
stabilization system.
Each unit consists of an electronically driven gyro rotating on its
vertical axis. Gimbals within the unit limit the amount of freedom
in the pitch and roll axes. The gyro is free to pitch 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.
Attitude heading systems provide:
Q
heading, pitch, roll, valid attitude, and valid heading data
to the electronic flight instrument system (EFIS)
Q
heading to the flight management system (FMS)
Q
pitch, roll, pitch rate, roll rate, yaw rate, lateral accelera-
tion, and vertical acceleration to the autopilot/flight guid-
ance computer
Q
pitch and roll stabilization to the weather radar
Q
heading to the opposite side’s radio magnetic indicator
(RMI).

Learjet 55 Developed for Training Purposes 4A-21

March 2002
CAE SimuFlite
HEADING control switches (FREE SLAVE and SLAVE L-R)
for each AHS are on the pilot’s and copilot’s subpanels. The
FREE SLAVE switch allows the AHS to operate either indepen-
dently (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 reversion-
ary switching.

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.
Flight control systems provide three operation options to the
flight crew: manual, automatic, or semi-automatic. Manual oper-
ation 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 disen-
gages or fails.
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.

4A-22 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Autopilot
The autopilot system provides automatic control and stabilization
of the aircraft about the pitch and roll axes. It positions the aircraft
elevator and ailerons in response to flight computer steering
commands. An integrated or separate yaw damper system
provides stability in the yaw axis. Selectable operating modes
provide the ability to maintain automatically a desired altitude,
pitch attitude or heading, and to capture automatically and track
localizer, glideslope, and VOR signals.
A typical autopilot system consists of:
Q
autopilot controller
Q autopilot switches
Q
autopilot electrical control box
Q
autopilot computer
Q pitch and roll servo actuators
Q
pitch and/or roll position sensors.
The autopilot system obtains signals from the air data comput-
ers, vertical accelerometer, the vertical and directional gyros,
and navigation receivers. With this data, the autopilot drives the
pitch and roll actuators to maintain a desired aircraft altitude and
attitude.

Autopilot Controller
The autopilot controller is on the top center of the instrument
panel. The controller contains the autopilot engage and self-test
buttons as well as annunciators and mode selectors for the
autopilot and flight director. The following description concerns
the J.E.T. FCC-550 autopilot. The autopilot controller for the
Collins APS-85 is similar.
Primary controls and annunciators for the autopilot include the
ENG (engage) button, the TST (test) button, and the PWR
(power) annunciator. Additional buttons select the various auto-
pilot operating modes including soft ride (SFT), heading (HDG),

Learjet 55 Developed for Training Purposes 4A-23

March 2002
CAE SimuFlite
half-bank (1/2 BNK), navigation (NAV), wing levelling (LVL), and
speed hold (SPD and V/S). Amber and green annunciators
illuminate to indicate selection and engagement of the various
system modes.
Before engaging the autopilot with the ENG button, turn the
AUTOPILOT and PITCH TRIM switches ON. The aircraft must
be in less than a 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:
Q pitch and roll servo and clutch engage circuits
Q roll rate gyro
Q vertical gyro
Q vertical accelerometer
Q pitch and roll monitors
Q autopilot release circuits.
After pressing the TST and ENG buttons, the MON, ROLL, and
PITCH annunciators illuminate. If MON, ROLL, and PITCH
annunciators extinguish after approximately nine seconds, the
autopilot passed the self-test and is operational. If either the
ROLL or PITCH annunciators begin flashing, the associated axis
is malfunctioning; the autopilot failed the self-test. The MON
annunciator remains illuminated to indicate axis failure; the
autopilot is not operational.
The Collins APS-85 autopilot on the Learjet 55B and 55C has a
self-test feature. Turning aircraft batteries ON powers up the
autopilot and initiates the system self-test. If the autopilot fails the
self-test, the autopilot will not engage and an FD flag appears on
the EADIs.

4A-24 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Autopilot Switches
Additional controls for the autopilot are on the instrument panel,
pedestal, and on the control wheels.
The AUTOPILOT switch on lower left instrument panel supplies
power to the autopilot system. The PITCH TRIM switch on the
pedestal affects the operation of the autopilot. The switch must
be in either PRI or SEC for the autopilot to operate.
The control wheel master switch (MSW) on the outboard horns
of the pilot’s and copilot’s control wheels disengages the auto-
pilot. The PITCH and ROLL annunciators extinguish and the
autopilot disengage tone sounds to indicate autopilot disengage-
ment.
A control wheel trim switch is above each control wheel master
switch. The switches either disengage the autopilot, make trim
adjustments with the autopilot pitch and roll axes disengaged
using the barrel portion of the trim switch. The switch has four
positions: LWD (left wing down), RWD (right wing down),
NOSE UP, and NOSE DN (nose down).
Autopilot Computer
The autopilot computer (flight control computer) computes and
processes commands for the autopilot and flight guidance
systems. The computer then provides driving signals to the
servos.
Servo Actuators
Servo actuators position the ailerons, elevators, and rudder.
Each servo drives its flight control with a DC torque motor. Once
the flight control reaches the desired position, a feedback signal
from a position sensor cancels the command signal and de-
energizes the servo. If a flight control moves from a set position,
a generated error signal commands the servo to reposition the
flight control.

Learjet 55 Developed for Training Purposes 4A-25

March 2002
CAE SimuFlite
Yaw Damper
The Learjet 55 possesses a dual yaw damper (primary and
secondary) system that operates independently from the autopi-
lot. The Learjet 55B has a dual yaw damper system with a
primary system which operates through the autopilot and a
secondary system that operates independently. The Learjet 55C
has a single yaw damper system that is part of the flight control
system. This discussion focuses on the Learjet 55 and 55B
system.
The system consists of:
Q computer
Q control panel
Q yaw servo and capstan
Q yaw follow-up
Q rate gyro
Q 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 sepa-
rate controls for the primary and secondary yaw damper sys-
tems. Each side of the panel contains power and engage buttons
an 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

4A-26 Developed for Training Purposes Learjet 55

March 2002
 Avionics

applying pressure to each of the rudder pedals; there should be

resistance. Use the control wheel master switch to disengage the
yaw damper. The complete yaw damper check is recommended
to be accomplished when maintenance has been accomplished,
and periodically at the discretion of the operator or pilot.
Testing of the yaw damper on the Learjet 55B is similar to the
procedure for the Learjet 55. Instead of testing the primary and
secondary yaw dampers, only test the secondary yaw damper.
The primary yaw damper is part of the autopilot system and it
undergoes a test during the autopilot self-test.
The yaw damper on the Learjet 55C is part of the flight control
system. The system operates similarly with the flight control
computer providing the driving signals to the rudder servo. The
system is not required for flight, only for the autopilot function.
The yaw damper control panel on the pedestal contains a single
YD ENG button and ENG annunciator. Testing of the yaw
damper is through the autopilot self-test.
On all aircraft, the control wheel master switches also controls
the yaw damper system. Pressing either button sends a disen-
gage signal to the yaw damper. The ENG annunciator extin-
guishes to indicate yaw damper disengagement.
Flight Director
The flight director system generates vertical and lateral steering
commands for the attitude director indicator (ADI) and the
autopilot system. The ADI displays these commands as com-
mand bars; the autopilot uses them as steering commands.
The four flight director systems available on the Learjet 55
include:
Q
Collins FIS-84
Q
Collins FDS-85
Q Collins FD-109Y
Q
Sperry SPI-501/502.

Learjet 55 Developed for Training Purposes 4A-27

March 2002
CAE SimuFlite
Depending on the system installed, the flight director interfaces
with the autopilot computer or has its own flight director comput-
er. Each system interfaces with the navigation receivers, vertical
and horizontal gyros (or AHS), and the radio magnetic indicators
(RMIs).

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.
Attitude Director Indicator
An attitude director indicator (ADI) provides a three-dimensional
display of aircraft attitude and flight control system commands.
The attitude director indicator displays:
Q pitch and roll commands
Q flight director steering commands
Q
localizer and glideslope deviation
Q
rate-of-turn
Q
radio altitude
Q decision height
Q
speed deviation.
A rate-of-turn sensor detects aircraft lateral turn rate and drives
the ADI rate-of-turn display.

4A-28 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Two bars flanking the aircraft symbol display steering commands

from the flight director. The bars are servo-driven for combined
pitch and roll commands. Numerous warning flags within the
indicator alert the crew to invalid information received by the ADI.
Horizontal Situation Indicator
A typical horizontal situation indicator displays:
Q aircraft position and heading in relation to magnetic or
true north
Q selected heading and selected course
Q
distance to and from a DME station or waypoint
Q
deviation from selected VOR, localizer (LOC), or other
navigation aid
Q
vertical deviation from glideslope, and TO/FROM and
bearing/track pointer information
Q
speed, elapsed time or time-to-go.
Numerous warning flags appear to alert the crew to invalid data
and system and component failures.

Collins EFIS-85 (Learjet 55B/C)

The Collins EFIS-85 electronic flight instrument system (EFIS)
consists of:
Q four EFD-85 electronic flight displays
Q one MFD-85A multifunction display
Q one WXP-85C weather radar panel
Q one EFIS control panel
Q two DCP-85E display control panels
Q two CHP-86B course heading panels
Q two DPU-85G display processor units
Q
one MPU-85G multifunction processor unit
Q
EFIS cooling panel.

Learjet 55 Developed for Training Purposes 4A-29

March 2002
CAE SimuFlite
Two electronic flight displays on each side of the instrument
panel replace the mechanical attitude director and horizontal
situation indicators with color CRTs. The top unit of each pair
functions as an electronic attitude director indicator (EADI). The
bottom unit is an electronic horizontal situation indicator (EHSI).
The multifunction display is both a weather radar and navigation
information display.
If an EADI or EHSI fails, the operating display can present a
combined EADI/EHSI display. The multifunction display also can
replace a failed EADI or EHSI.
The electronic flight instrument system receives data from
various sources:
Q
VHF navigation equipment (VOR/LOC/glideslope)
Q
distance measuring equipment
Q
automatic direction finding (ADF)
Q
flight control system
Q
radio altimeter
Q
air data system
Q
autopilot
Q
weather radar.
The system processes this data and presents it on the EADI,
EHSI, and multifunction display.

EADI
Each electronic attitude director indicator is a color CRT driven
by a display processor unit. The EADI displays:
Q
localizer deviation
Q glideslope deviation
Q
radio altitude
Q
decision height

4A-30 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Q angle-of-attack fast/slow
Q flight director command bars
Q autopilot and flight director annunciators
Q data loss and system failure warnings.
A mechanical inclinometer on the bottom of the display uses a
weighted ball in a curved tube to show aircraft slip.

EHSI
Each electronic horizontal situation indicator presents the same
information as its mechanical counterpart. The EHSI displays:
Q
aircraft position and heading with respect to magnetic or
true north
Q
selected heading and selected course
Q
DME slant range
Q vertical deviation from glideslope
Q
TO/FROM indication from the selected VOR navigation
aid
Q bearing and track information
Q
ground speed in knots
Q
navigation source selected.
The EHSI operates in either full-compass format, partial-com-
pass format, or weather data mode. Full-compass format dis-
plays a 360° compass rose; partial-compass displays only 90° of
compass coordinates.
The advantage of a partial compass format is the ability to
display additional information such as weather radar returns,
navigation aid position, range rings, and wind vector. Format
selection is through the display controller.
System failures displayed on the EHSI include heading, course,
azimuth and vertical deviation failure.

Learjet 55 Developed for Training Purposes 4A-31

March 2002
CAE SimuFlite
Multifunction Display
The multifunction display (MFD) on the center instrument panel
replaces the standard weather radar display. Driven by the
multifunction processor unit, the MFD presents weather radar,
navigation, and checklist data.
Controls on the MFD allow the selection of radar, navigation,
flight plan, and emergency data. Line select and line advance
buttons allow cursor movement and mode selection.

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 panels 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.
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 pushbutton 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.

4A-32 Developed for Training Purposes Learjet 55

March 2002
 Avionics

Processor Units
The display processor units are the heart of the electronic flight
instrument system. The processor units receive information from
the navigation receivers, gyros, weather radar, and guidance
systems to provide an integrated display of navigation and
aircraft guidance information on the EADIs, EHSIs, and MFD.
Navigation and guidance equipment provide pitch and roll infor-
mation, heading, glideslope, localizer (LOC), course deviation,
bearing (NAV and ADF), aircraft position, airspeed, and ground
speed. The processor units process this information, then
present it on the respective display.

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.

Learjet 55 Developed for Training Purposes 4A-33

March 2002
CAE SimuFlite

4A-34 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Electrical System
DC Electrical System
The Learjet 55/55B/C direct current (DC) electrical system
provides and distributes 28.5V DC power to the appropriate
buses for systems requiring direct current.

Power Sources
DC electrical power sources are:
n two 36 amp-hour, 24V DC lead-acid batteries or optional
40 amp-hour, 24V DC nickel-cadmium (Ni-Cad) batteries
(S/N 102 and subsequent may have two optional high
capacity lead-acid batteries)
n
two engine-driven 30 volt, 400A DC generators
n external DC power supply
n single or optional dual emergency power pack system
(Learjet 55)
n 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, 24V DC lead-acid batteries supply main
battery power through their respective Battery buses. Each
plastic battery case contains 12 interconnected cells filled with
electrolyte (i.e., diluted sulfuric acid). Two vents, one on each
battery case, expel hydrogen gags as the battery charges and
discharges. The vents also drain electrolyte spillage or overflow.
On S/N 104 and subsequent and aircraft with AAK 55-83-5, a
battery vent sump jar on the lower aft side of the left battery
contains bicarbonate of soda to neutralize any electrolyte spill-
age, overflow, or hydrogen gas vented from the batteries.

Learjet 55 Developed for Training Purposes 4B-1

March 2002
CAE SimuFlite

Nickel-Cadmium (Ni-Cad) Batteries

Aircraft with optional ni-cad batteries have two 40 ampere-hour,
24V DC batteries in the aft compartment to supply main battery
power. Each stainless steel battery case contains 19 or 20 cells
and has a removable cover. Type TCA 5 batteries have 19 cells;
types TCA 5-20 and TCA 5-20-1 have 20 cells.
The battery vent system consists of hoses connected to the
battery case vent ports and overboard vents. The right drain
vents aft and the left drain vents forward to produce an airflow
through the batteries. Ensure the gas vents are clear at all times.
If the vents are not properly vented, a hydrogen gas build-up can
lead to an explosion. Electrolyte spillage can corrode the aircraft.

Battery Switches
The two-position battery switches (BAT 1/2/OFF) on the lower
center instrument panel control the aircraft batteries. Each
battery is wired directly to the corresponding Battery bus.
When either battery switch is on (i.e., in the BAT position), the
corresponding 16-volt battery relay closes to connect the respec-
tive Battery bus to the Battery Charging bus. When the switch is
OFF, the battery relays de-energize, isolating the affected Bat-
tery bus from the Battery Charging bus.

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:
n lower green band – 50°F to 140°F
n center yellow band – 140°F to 160°F
n upper red band – above 160°F.

4B-2 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

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 mal-
functioning battery on the BAT TEMP indicator, isolate that
battery by setting its switch to OFF, and follow the Abnormal
Procedures checklist. If it occurs on the ground, do not take off.
In all cases, replace the battery.

Generators
A 30V DC, 400 amp, air-cooled, brushless generator on each
engine generates 28.5V DC output with a maximum load limit of
325 amps. During normal operation, both generators operate in
parallel to supply those systems requiring DC power. If no oil
pressure registers during an engine start, the respective genera-
tor cannot come on-line.
Starter-Generator Switches
Two three-position starter-generator switches (GEN/OFF/
START L/R) on the center switch panel control the engine
generators (see Engine Starting, this chapter).
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 31V DC output, the corresponding voltage regulator
energizes an overvoltage 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.

Learjet 55 Developed for Training Purposes 4B-3

March 2002
CAE SimuFlite

DC Electrical System
Learjet 55 B/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 L

ENTRY LIGHTS RESET FIELD
CONTROL G L LANDING LIGHT
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 Y L CABIN BLOWER
EMER BUS BUS 20 V
2 O R CABIN BLOWER
CONTROL L
10 GROUND POWER C STAB ACTUATOR (PRIMARY TRIM
T H
4 S GROUND POWER CONTROL OVERVOLT ACTUATOR POWER)
3 CUTOUT A ELECTRIC HYDRAULIC PUMP CUR
NORMAL 0 (MUST HAVE ONE BATTERY LIM
SWITCH ON) R 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 GE R AIR
N 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

4B-4 Developed for Training Purposes Learjet55

March 2002
 Electrical System

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 SWITCH CIRCUITS HF 1 ADPTR
S PRI YAW DAMP S EADI 1
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 B R STALL HT ADF 2CAB DISPLAY
A R PITOT HT L AUTO TEMP CONT R NAC HT RAZOR
R ICE DET B PILOT RMI U
L CAB PRESS U SPOILER S WING HT
OIL TEMP A STATIC PORT SEL
CAB AIR S SEC YAW DAMP
B TAT PROBE HT EMER BUS INV
INSTR LIGHTS B
PED LTS AVIONICS MASTER
B U SWITCH CIRCUITS
U SYSTEM TEST S
S FCC 2
MSP 2
PRI YAW DAMP

40A

40A

MAIN BUS
CONTROL
OVERLOAD
SENSOR RIGHT MAIN POWER

2A MAIN BUS CONTROL

SEC INV
R IGN & START (GENERATOR FIELD)

Learjet 55 Developed for Training Purposes 4B-5

March 2002
CAE SimuFlite

This page intentionally left blank.

4B-6 Developed for Training Purposes Learjet55

March 2002
 Electrical System

DC Electrical System
Learjet 55

L 4 R

LEFT D 3 D
C C
GENERATOR 2
A A
M M
P
1
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 AUDIO 1 A WHEEL MASTER GALLEY
START L PITOT HT I COMM 1A OR RADAR TOILET
IGNITION A A I
OFF BOX L ICE DET COMM 1 N L ECS VALVE PUMP
B FUEL FLOW L L AIR IGN L NAV 1 SQUAT SW HEATER
IDLE TO OFF DC VOLTMETER
STBY FUEL CONTROL A OXY VALVE ATC 1 AIR DATA SEN AFT FUS TANK
70% RIGHT ESSENTIAL A & B BUSES B
PUMP RELAY PANEL T LEFT ESSENTIAL A & B BUSES 1 } B PITCH TRIM
YAW TRIM
A RADIO ALTM
FPA U
ADF 1 AFT FUS TANK PUMP
T DME 1 XFER VALVE
DEFOG HEAT (INTERNAL) AFCS S
E BLOWER BUS B 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
20 V R CABIN BLOWER
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
CABIN INTERIOR INTER BUS R R I
AIR B CONTROL R STBY PUMP R FAN RPM STEREO SEC MKR BCN
IGNITION U DEFOG / CLIMATE CONTROL CABIN 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 D 3 D
MAIN BUS
OVERLOAD CONTROL
C C
SENSOR MAIN BUS CONTROL
1 CONNECT TO BATT RIGHT 2
SEC INV
A A
CHARGING BUS GENERATOR M M R IGN & START (GENERATOR FIELD)
P
1
P
2A
S x100
S

Learjet 55 Developed for Training Purposes 4B-7

March 2002
CAE SimuFlite

This page intentionally left blank.

4B-8 Developed for Training Purposes Learjet55

March 2002
 Electrical System

Emergency Bus System

Learjet 55 B/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
BATTERY 2
VSI
1 COMM 1
SWITCH SWITCH NAV 1
DECK A DECK B EMER
BATTERY BUS
EMER OFF CHARGING
BUS STAB ACT TIE
BUS L EMER BUS
3
AUX HYD PUMP
NORM
COPILOT'S CB PANEL
DC VOLTMETER R 26V AC BUS
BATTERY
2 GEAR
SWITCH SWITCH WARN LTS
DECK A DECK B R ESS A BUS FUEL QTY
1 AHS 2
OFF FUS TANK AUX PUMP
R ITT 3 PILOT RMI
1 SEC PITCH TRIM
BATTERY 2 FLAPS 115/26V AC
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 115V AC SEC YAW DAMP
PULLER
1 GROUND TO ACTIVATE RELAYS SUPPLIED THROUGH 3
EMER BUS POSITION OF EMER BUS SWITCH AND
“ON” POSITION OF BATTERY SWITCHES. SECONDARY
EMERGENCY
2 GROUND TO ACTIVATE RELAYS SUPPLIED THROUGH POWER
EMER BUS POSITION OF EMER BUS SWITCHES. SUPPLY

3 POWER TO ACTIVATE CB PANEL RELAYS SUPPLIED

THROUGH EMER BUS CONT CIRCUIT BREAKERS AND
GROUND SUPPLIED THROUGH EMER BUS POSITION
OF EMER BUS SWITCH.

Learjet 55 Developed for Training Purposes 4B-9

March 2002
CAE SimuFlite

This page intentionally left blank.

4B-10 Developed for Training Purposes Learjet55

March 2002
 Electrical System

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 STANDBY
RELAY 2 OVERVOLTAGE
EMER PUMP GND
BUS FUEL
CONTROL
RELAY TRIP DC AMPS
L START FUEL
NORM RELAY 1 L 4 R
COMPUTER
OFF OFF
LEFT L GEN CURRENT D 3 D
BATTERY L
BAT 1 BAT 1 CONTROL GEN SENSOR C C
LEFT LEFT BUS GEN CIRCUIT
OFF 2
BATTERY LEFT BATTERY LEFT A A
BATTERY BATTERY START L L GEN
M 1 M
RELAY RELAY RESET P P
L THROTTLE SW NORM S S
x100
L IGN &
START OFF L GEN
L IGN LEFT
GEN AIR IGN LEFT GEN CUR
RESET BUS LIM
L AIR AIR IGN
IGN DC VOLTS

EXT EXT R AIR BATTERY CHARGING BUS

EXTERNAL PWR EXTERNAL PWR IGN AIR IGN D
30 C
POWER RELAY POWER RELAY RESET RIGHT
RECEPTACLE RECEPTACLE AIR IGN RIGHT GEN 20 V
EXTERNAL POWER R IGN
EXTERNAL POWER GEN R GEN BUS O
OVER VOLTAGE OVER VOLTAGE R IGN & OFF L
10 T
CUTOUT CIRCUIT CUTOUT CIRCUIT START
R THROTTLE SW NORM S
0

RIGHT RIGHT
BATTERY BATTERY START R R GEN
RIGHT RELAY RIGHT RELAY
BATTERY OFF RESET
BATTERY
BAT 2 BAT 2 RIGHT GEN R GEN R
BATTERY CONTROL GEN CURRENT
OFF OFF BUS CIRCUIT SENSOR
LEARJET 55 R START FUEL
RELAY 1 CONTROL
RELAY
TRIP
LEARJET 55B/C FUEL
COMPUTER
OVERVOLTAGE
R START RIGHT GND
RELAY 2 STANDBY FIELD POWER
PUMP RH
R START GEN
CROSS START
PCB 1 CURRENT 2
LIMIT
R GEN R VOLTAGE
INTERFACE REGULATOR
RIGHT STARTER

Learjet 55 Developed for Training Purposes 4B-11

March 2002
CAE SimuFlite

This page intentionally left blank.

4B-12 Developed for Training Purposes Learjet55

March 2002
 Electrical System

L/R GEN Annunciators

Amber L/R GEN annunciators on the glareshield panel illuminate
if:
Q
a corresponding generator fails or is off-line due to an und-
ervoltage or overvoltage (31V DC) condition
Q
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 instru-
ment panel indicates amperage output of each generator.
Ammeter range is 0 to 400 amps, color-coded as follows:
Q green – 0 to 325 amps (normal)
Q red – 325 amps.

DC Voltmeter
On Learjet 55, the voltmeter indicates Battery Charging bus
voltage from 0 to 30V DC; the red range begins at 32V.
On Learjet 55B/C, when the EMER BUS switch is in the NORM
position, the DC voltmeter indicates the voltage on the Battery
Charging bus. However, if the EMER BUS switch is in the
EMER position, the voltmeter indicates the voltage of the left and
right main aircraft batteries through the EMER BUS control
circuits.

Learjet 55 Developed for Training Purposes 4B-13

March 2002
CAE SimuFlite

External Power
A ground power unit (GPU) connects to the aircraft DC electrical
distribution system through a standard external power receptacle
underneath the right engine pylon. To start an engine or operate
aircraft systems using external power, at least one BAT switch
must be in the ON position. If the external power source exceeds
approximately 33V DC, external power overvoltage protection
circuits open the external power relay and disconnect the
external power from the aircraft DC distribution system. Auxiliary
power amperage must be limited to maximum to 1,100A and a
minimum of 500A, as specified on the placard above the external
power receptacle.

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 distribu-
tion 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 limit-
ers, 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 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 275A current limiters.

4B-14 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

A spare current limiter box, if installed, is in the aft compartment

and contains a spare current limiter of each size used in the
aircraft.
The red CUR LIM annunciator on the glareshield panel indicates
the continuity of two 275A current limiters, which connect the
Battery Charging bus to the Generator buses. If both current
limiters fail, the 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.
Sensors wired across the current limiter terminals illuminate the
CUR LIM annunciator if either current limiter fails.

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. 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 undervoltage 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:
Q 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

Learjet 55 Developed for Training Purposes 4B-15

March 2002
CAE SimuFlite
Q an equalizer circuit between the voltage regulator and the
current limiter panel
Q a current-limiting, cross-starting circuit between the volt-
age 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.
Voltage Regulators
Two solid state voltage regulators on the left side of the aft
equipment compartment, one for each engine, maintain a con-
stant output voltage (approximately 28V DC) to the Generator
buses under varying engine speeds and load conditions by
automatically adjusting the generator field current. Four circuits
in each regulator function as follows:
Q the voltage regulator equalizer circuit connects during par-
allel generator operation. This equalizer circuit senses any
change in the applicable generator load and automatically
adjusts the respective generator field until a balanced con-
dition results
Q if a generator overvoltage condition occurs (31 ±0.5V DC),
an overvoltage regulator circuit completes a ground to a
solenoid in the generator reset/trip relay. See
GEN RESET switches in this section
Q
an auxiliary regulator circuit receives voltage from the S+
terminal on the generator
Q
another circuit limits generator current during engine
cross-starting and ground operation.

4B-16 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

DC Bus System
The Learjet 55 electrical system uses 15 DC distribution buses
to supply power from the engine generators, the aircraft batter-
ies, and/or a ground power unit (GPU) to systems and equip-
ment requiring 28V DC current. The Learjet 55 DC buses are:
Q Battery 1 and 2
Q Left and Right Generator
Q Battery Charging
Q Left and Right Main Power
Q Left and Right Essential A
Q Left and Right Essential B
Q Interior (S/Ns 90, 92, 93, 97, and subsequent)
Q Blower
Q Left and Right Main.
The Learjet 55B/C electrical systems use the following 17 DC
distribution buses:
Q Battery 1 and 2
Q Left and Right Generator
Q Battery Charging
Q Left and Right Main Power
Q Left and Right Essential A
Q Left and Right Essential B
Q
Blower
Q Interior
Q
Left and Right Power
Q
Left and Right Emergency.
Battery Buses
The main aircraft batteries feed the corresponding Battery buses
in the circuit breaker panels through 20A current limiters.

Learjet 55 Developed for Training Purposes 4B-17

March 2002
CAE SimuFlite
Equipment connected to the Battery buses is always available
for use, regardless of the battery switch position. The following
circuits are wired to the Left Battery bus:
Q left stall warning system
Q single point refueling panel
Q external battery switch on S/N 127 and subsequent and
prior aircraft with optional external battery switch
installed.
Q entry door light
Q optional tailcone compartment light.
The following circuits are wired to the right battery bus:
Q right stall warning system
Q baggage compartment lights
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:
Q Battery Charging bus through the 275A current limiters
Q Left and Right Main buses (Learjet 55)
Q
Left and Right Power buses (Learjet 55B/C) in the circuit
breaker panels through a 100A current limiter, an over-
voltage sensor, and a control relay
Q Main Power buses in the circuit breaker panels through
10A current limiters
Q
Essential A and B buses (S/N 089 and subsequent and
aircraft with AMK 55-84-1)
Q associated AC inverter
Q
left or right landing light.

4B-18 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Battery Charging Bus

During normal operation, each generator supplies 28V DC
regulated output to its respective Generator bus, which in turn
applies voltage to the Battery Charging bus through a 275A
current limiter.
Without engine power or a loss of both 275A current limiters, the
main aircraft batteries and/or a ground power unit feed the
Battery Charging bus, which, on S/N 003 through 089 and
aircraft without AMK 55-84-1, powers the Essential buses in
the circuit breaker panels through 50A current limiters. On S/N
090 and subsequent and aircraft with AMK 55-84-1, the
Generator buses supply the Essential buses.
At least one battery switch must be on to connect the GPU
output voltage to the Battery Charging bus.
The Battery Charging bus powers the following circuits:
Q fuel flow
Q
DC Voltmeter
Q internal defog heat
Q Blower bus, which powers the internal auxiliary defog
blower, the cockpit blower, and the left and right cabin blow-
ers
Q stabilizer actuator (primary trim actuator power)
Q electric hydraulic pump
Q
left and right auxiliary heat
Q
Freon cooling
Q stabilizer heat
Q recognition light
Q
cabin interior bus control
Q Left and Right Essential A/B buses (S/N 003 through 089
without AMK 55-84-1).

Learjet 55 Developed for Training Purposes 4B-19

March 2002
CAE SimuFlite
Essential A and B Buses
On S/N 003 through 089 without AMK 55-84-1, the Battery
Charging bus feeds the Essential DC buses through a current
limiter and a circuit breaker.
On S/N 090 and subsequent and aircraft with AMK 55-84-1,
the Generator buses feed the Essential buses.
The Essential buses in early unmodified aircraft depend on the
Battery Charging bus for power. If both 275A Battery Charging
bus current limiters fail simultaneously, generator power is
isolated from the Battery Charging bus. The only remaining
power for Essential bus loads is the main aircraft batteries. If the
aircraft is operated in this condition with minimum IFR equipment
and assuming the batteries are new and fully charged, the
batteries will deplete in 30 minutes or less, and power is lost to
the Battery buses, Battery Charging bus, and Essential A/B
buses.
In later and modified models with Essential buses independent
of the Battery Charging bus, the negative impact of dual 275A
current limiter failure is greatly reduced. In this case, there is a
significantly lower drain on the aircraft batteries, and if the
batteries fail, power is lost only to the Battery buses and Battery
Charging bus.
On the Learjet 55B/C, when the EMER BUS switch is in the
NORM position, the Essential A buses supply power to the
associated equipment on the left and right Emergency buses;
when the EMER BUS switch is in the EMER BUS position, the
main aircraft batteries supply power to equipment on the Emer-
gency 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, self-
resetting overload sensors, and control relays. (See Overload
Sensors this chapter.)

4B-20 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Power Buses (Learjet 55B/C)

The Power bus in the Learjet 55B/C is essentially the same bus
as the Main bus in the Learjet 55. The name was changed in the
later models to avoid confusion between names of the Main bus
and Main Power bus.
The left and right Generator buses feed the left and right Power
buses, respectively, through a 100A current limiter, a self-
resetting overload sensor, and a control relay.

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
starter and generator control circuits, and the inverter control
relays.
In the Learjet 55, the Main Power bus 2A CBs are on both the
left and right circuit breaker panels.
In the Learjet 55B/C, the Main Power bus 50A CBs are on the
left circuit breaker panel. The MAIN BUS TIE CB is in the
second row of the right circuit breaker panel.
The Left Main Power bus CBs are:
Q Left Main bus on the Learjet 55/Left Power bus on the
Learjet 55B/C
Q left ignition and start
Q primary inverter.
Q
The Right Main Power bus CBs are:
Q
Right Main bus on the Learjet 55/Right Power bus on the
Learjet 55B/C
Q right ignition and start
Q
secondary inverter.
The ignition and start 7.5A CBs power the generator control
circuits.

Learjet 55 Developed for Training Purposes 4B-21

March 2002
CAE SimuFlite
Blower Bus
The Blower bus on the right circuit breaker panel supplies power
to the cabin and cockpit blowers from the Battery Charging bus.
The Blower bus circuit breakers are:
Q AUX DEFOG
Q COCKPIT BLOWER
Q R CABIN BLOWER
Q L CABIN BLOWER
Interior Bus
The Interior bus CBs on S/N 90, 92, 93, 97, and subsequent
supply power through a 50A current limiter and a 50A CB to
equipment in the passenger cabin. The Battery Charging bus
feeds the Interior bus through the 50A INTR BUS CONT CB.
Although equipment in the passenger cabin varies from aircraft
to aircraft, a typical setup would include the following circuit
breakers:
Q
INTR BUS CONT
Q STEREO/MAINT ICS
Q RH READ LTS
Q
AISLE LTS
Q CABINET LTS
Q TOILET
Q GALLEY.
Bus Overload Sensors
Overload sensors between the Main buses and associated
Generator buses prevent a current limiter fault that could isolate
systems connected to the Main bus. If an overload condition
occurs (70A), the circuit breaker repositions a switch to de-
energize a power relay and disconnect the Main bus.

4B-22 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Additionally, the switch applies a ground to trip the affected MAIN

BUS CONTROL CB on the Main Power bus. When the over-
load sensor CB cools, the switch resets; however, the power
relay does not re-energize because of the open
MAIN BUS CONTROL CB. Once the malfunction is corrected
and the affected MAIN BUS CONTROL CB is reset, the power
relay re-energizes and restores power to the MAIN BUS.
DC Circuit Breakers
Push-to-reset, thermal circuit breakers (CBs) protect the air-
craft’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 40A ESS A and ESS B buses intercon-
nect through the 20A 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 50A MAIN BUS TIE CB on the copilot’s circuit
breaker panel.

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.

Emergency Power Systems

The Learjet 55/55B/C emergency power systems are indepen-
dent of the aircraft normal power supplies and provide both DC
and AC voltage for a limited time (approximate maximum 30
minutes) to corresponding critical systems if there is a total
electrical system failure.

Learjet 55 Developed for Training Purposes 4B-23

March 2002
CAE SimuFlite
Learjet 55 Emergency Power System
The Learjet 55 emergency power supply system has a nickel-
cadmium or lead-acid battery to provide 24/28V DC and 5V DC
power for critical systems if both generators fail. This emergency
power pack supplies power to the standby attitude indicator,
landing gear, flaps, and N1 indicator, as well as the emergency
power (EMER PWR) indicator. The aircraft generators deliver a
constant trickle-charge to the emergency power pack via the
right Essential B bus.
An emergency power switch (EMER BAT 1) on the center
switch panel controls the emergency power pack. The switch
has three positions: BAT 1/STBY/OFF.
If a DC power loss occurs with the emergency power switch in
STBY, the power pack automatically powers the standby attitude
indicator, engine N1 indicators, and the EMER PWR indicator.
If a DC power loss occurs with the switch in BAT 1, the power
pack automatically powers the standby attitude indicator, the
landing gear actuating and indicating systems, the N1 engine
indicators, and the flap actuating system (the flap position
indicator is inoperative).
The EMER PWR indicator on the left instrument panel illumi-
nates during emergency power operation of the selected sys-
tems.
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.

4B-24 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Learjet 55B/C Emergency Power System

The Learjet 55B/C has a dual emergency power battery system;
the EMER PWR BAT 1/2 switches control the emergency bat-
teries.
Emergency battery 1 powers the 28V DC standby attitude
indicator, the EMER PWR 1 annunciator, and lights in the
following equipment for approximately 30 minutes:
Q left and right fan speed indicators
Q magnetic compass
Q standby airspeed indicator
Q standby altimeter
Qstandby attitude indicator.
Emergency battery 2 powers the following:
Q left and right fan speed indicators
Q
landing gear indications
Q 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 corre-
sponding batteries through the 7.5A EMER BAT 1 and 2 CBs,
respectively.
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 55 Developed for Training Purposes 4B-25

March 2002
CAE SimuFlite
Learjet 55B/C Emergency Bus System
An Emergency bus system supplies 28V DC, 115V AC and
26V AC to selected systems if both generators fail. In addition,
the emergency bus system de-energizes and isolates all nones-
sential equipment in the event of electrical smoke or fire.
The aircraft batteries power the DC equipment on the Emergen-
cy bus while the secondary emergency power supply inverter
provides AC power to the AC equipment on the Emergency bus.
Emergency Bus Circuit Breakers (CBs)
The aircraft batteries supply 28V DC power to the Emergency
bus system control circuits through the
EMER BUS CONT CBs. All EMER BUS CBs have red col-
lars. With the exception of the EMER BUS CONT CB and the
EMER BUS TIE CB, all Emergency bus CBs are on the top row
of both the left and right circuit breaker panels.
The EMER BUS TIE is on the top row of the pilot’s circuit
breaker panel. The EMER BUS CONT CB is on the ESS B bus
row in each pilot’s circuit breaker panel just forward of the
NORM BKUP switch.
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 normal
electrical system powers equipment on the Emergency buses.
When the switch is in the EMER BUS position, the emergency
bus system powers equipment on the Emergency buses. When
the battery relays de-energize, the aircraft batteries are com-
pletely isolated from the Battery Charging bus and the normal
DC power distribution system. Selecting EMER BUS distributes
electrical power as follows:

4B-26 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Q DC power for the stabilizer actuator, auxiliary hydraulic

pump, and DC voltmeter switches from the Battery Charg-
ing bus to the aircraft batteries.
Q DC powered equipment on the Emergency buses
switches from the associated Essential A bus to the air-
craft batteries. The EMER BUS TIE CB interconnects
the left and right Emergency DC buses.
An Emergency bus converter in the secondary emergency
power supply feeds 115V AC to the secondary yaw damper,
puller circuit, and to the 26V AC transformer in the copilot’s CB
panel. The 26V AC output from the transformer routes to the
AHS 2 and PILOT RMI CBs in the copilot’s panel, then switch-
es to the NAV 1 AC CB in the pilot’s panel.

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 28V DC 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. (See Avionics chapter).

Learjet 55 Developed for Training Purposes 4B-27

March 2002
CAE SimuFlite

Engine Starting
A 28V DC starter and igniter box on each engine provide engine
starting. Prior to starting an engine, set the following switches to
ON:
Q
the BAT 1/2 switches (to supply power to the left and right
IGN & START CBs)
Q the applicable FUEL CPMTR (to supply fuel scheduling
for the engine start)
Q
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, a 28V DC starter on the engine accessory section provides
normal engine starting from either external power or the aircraft
battery system. Once the engine stabilizes at approximately 45%
to 50% N2, the fuel computer turns off the igniters and the
starter. (See Power Plant chapter).

Igniters
A 28V DC ignition system consists of an ignition exciter box on
the left side of each engine. The igniters provide continuous
ignition when the pilot manually sets the AIR IGN L/R switches
as follows:
Q OFF position – power for ignition comes from the 7.5A
START IGN CB through the throttle quadrant ignition
switch
Q AIR IGN position – power for ignition 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 is operating.

4B-28 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Starter Generator Switch in START Position

With the thrust lever at CUTOFF and the BAT switches ON, the
L/R IGN & START CBs apply DC power to close the left and
right number 1 start relays. Then with the GEN START switch
set to START, the corresponding IGN & START CB applies
DC power to:
Q
close the corresponding number 2 starter relay
Q activate the corresponding standby fuel pump
Q shut down the cooling, auxiliary heat, and stabilizer heat
systems
Q
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 comput-
er 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 annun-
ciator extinguish.
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:
Q
disengage the associated number 1 starter relay
Q shut down the corresponding standby pump
Q activate the corresponding generator
Q reset the cooling, auxiliary heat, and stabilizer heat
systems’ cutout relays.

Learjet 55 Developed for Training Purposes 4B-29

March 2002
CAE SimuFlite
Engine Starting Methods
Soft Start
All starters have soft start provisions. When 28V DC is initially
applied to the starter, an internal resistor circuit allows only 10 to
14V DC to the starter. After approximately 1.5 seconds, the
voltage drop across the resistor decreases until system voltage
is applied to the starter. This occurs on all types of engine starts.
External Power Start
An external power unit connects to a receptacle under the right
engine pylon to power the aircraft electrical system. The ground
power unit (GPU) must be set to provide a minimum of 500 amps
to a maximum 1,100 amps and a voltage of 28V DC.
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.

Battery Start
A battery start differs from a GPU start only in that GPU power is
not available. Once an engine starts, its generator charges the
batteries and powers a cross generator start on the other engine.
Cross Generator Start
During a cross generator start, the operating generator’s voltage
regulator output reduces to approximately 26.5V DC to prevent
opening the 275A current limiter to the Battery Charging bus.
The operating engine remains at idle during the second engine’s
start.

4B-30 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

AC Electrical System
The Learjet 55/55B/C AC electrical system receives DC power
from the aircraft generators and converts it to 115V AC and
26V AC as the aircraft AC systems require. A primary and
secondary inverter in the aft compartment generate and distrib-
ute AC power via a paralleling control box. Other AC system
components include two auto transformers that convert
115V AC to 26V AC and overload sensors and current limiters
that protect the system. In addition, an optional third inverter may
be installed.

AC Inverters
Two 115V AC, 400 Hz, 1,000 VA solid state static inverters are
in the aft equipment section above the baggage compartment.
An exception is S/N 142, in which the inverters are in the nose
avionics compartment.
The left and right DC Generator buses supply 28V DC through
a 100A current limiter, an automatic reset overload sensor, and
an inverter relay to the primary and secondary AC inverters,
respectively. The DC Main Power buses power the inverter
control relays through a circuit breaker and the inverter switch.
Either inverter is capable of carrying the entire AC system load.
At 400 Hz ±1%, the inverter frequency is compatible with
sensitive aircraft instruments.
During normal operation, the primary and secondary inverters
apply 115V AC power to the left and right AC buses, respective-
ly, 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

Learjet 55 Developed for Training Purposes 4B-31

March 2002
CAE SimuFlite
2A PRI-INV and SEC-INV CBs on the left and right circuit
breaker panels supply 28V DC power to the primary and
secondary inverter control circuits, respectively.

Optional Auxiliary AC Inverter

If installed, an optional auxiliary static inverter in the aft equip-
ment 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.
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.

Inverter Annunciators
The applicable amber inverter annunciator (PRI INV or
SEC INV) on the glareshield panel illuminates if the inverter
supplies less than 90V (switch OFF or malfunction) or if a
malfunction “downstream” reduces demand on the inverter to
approximately 10 volt-amps. In addition, the annunciators
illuminate if the primary or secondary inverter switches are
selected OFF while electrical power is available. The AUX INV
annunciator does not illuminate when the switch is off; it illumi-
nates only if the switch is on and the inverter fails.
Overload Sensors
An overload sensor on each inverter protects the inverter from
DC current flow overload damage. The overload sensor is a 60A
thermal CB mechanically connected to an internal switch.

4B-32 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

When the overload sensor CB cools, the switch resets; howev-

er, 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:
Q An automatic frequency circuit synchronizes inverter out-
put frequencies.
Q An automatic load circuit equalizes the AC load between
static inverters.
Q
An automatic fault circuit isolates all open, fault to
ground, fault to 28V DC, and fault to 115V AC wires that
connect to the paralleling control box.
Switching functions for the paralleling control box include the
following:
Q
115V AC from the primary inverter to the left AC distribu-
tion bus
Q 115V AC from the secondary inverter to the right AC dis-
tribution bus
Q 115V AC from an optional auxiliary inverter to the left or
right AC distribution bus.

Learjet 55 Developed for Training Purposes 4B-33

March 2002
CAE SimuFlite
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 90V AC. If an inverter fails,
creating insufficient inverter current flow, or if an inverter control
CB fails, the paralleling control box illuminates the corresponding
amber annunciator (PRI INV, SEC INV, or AUX INV).

AC Buses
The primary and secondary inverters feed the left and right AC
buses respectively through the left and right 10A AC BUS CBs.
The 7.5A AC BUS TIE CB connects the L/R AC buses.
The auxiliary inverter can feed either the left or right AC bus
through the left AUX BUS or right AUX BUS CB, as selected
with the AUX INV L/R BUS switch.

Autotransformers
Two autotransformers, one in each pilot’s circuit breaker panel,
reduce the 115V AC voltage to 26V AC for certain aircraft and
avionics systems. The autotransformers also regulate the low-
ered output voltage so that it maintains a constant value regard-
less of variations in the input voltage.

AC Voltmeter and Bus Switch

On the Learjet 55, a single reading, vertical scale voltmeter
(AC VOLTS) in the center instrument panel monitors the
115V AC distribution buses.
Selecting PRI on the AC BUS switch on the center switch panel
monitors the primary (left) 115V AC distribution bus. Selecting
SEC on the AC BUS switch monitors the secondary (right)
115V AC distribution bus.
On the Learjet 55B/C, a dual-reading AC voltmeter monitors
both the left and right 115V AC distribution buses. The primary
and secondary voltmeter (PRI VM and SEC VM) CBs feed
inputs to the voltmeter.

4B-34 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Circuit Breaker Protection

Push-to-reset magnetic circuit breakers protect the aircraft AC
electrical circuits. Two circuit breaker panels, one on each side
of the cockpit, contain rows of circuit breakers arranged with AC
buses on top and DC buses on the lower three rows.
The top row contains the left and right AC bus, the 115V AC
bus, and the 26V AC bus CBs. In the Learjet 55B/C, the
Emergency DC bus is on the top row as well. The
7.5A AC BUS TIE circuit breaker in the copilot’s panel inter-
connects the left and right AC buses and powers the opposite
bus if one bus CB or current limiter fails.

Emergency AC Power
(Learjet 55B/C)
The 115V, 75VA SI-100 inverter provides emergency AC power
from the DC Emergency bus via the EMER PWR CB. (See DC
Electrical System, Emergency Power Systems.)
With the emergency bus switch in EMER BUS position, the
Emergency bus control circuits apply 115V AC power directly to
the following:
Q NAV 1 CB on the left 115V AC bus
Q
SEC YAW DAMP and PULLER CBs on the right 115V
AC bus (55B only)
Q right 26V AC auto transformer.
With the Emergency bus switch in the NORM position, the
following occurs:
Q the left 115V AC bus distributes power to the NAV 1 CB
Q
the right 115V AC bus distributes power to the
SEC YAW DAMP and PULLER CBs and the right
26V AC auto transformer (55B only)
Q
all the equipment on the 26V AC bus is powered nor-
mally.

Learjet 55 Developed for Training Purposes 4B-35

March 2002
CAE SimuFlite

Exterior Lighting
Landing/Taxi Lights
Two lights, one on each main gear, are full bright for landing and
dim for taxiing. A three-position (L or R/TAXI/OFF) LDG LT
switch on the center instrument panel controls the landing/taxi
lights as follows:
With the switch in the L or R (on) position, the lights receive
28V DC to illuminate full bright.
With the switch in the TAXI position, resistors shunt the
light’s input power to 21V DC 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.

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 lights illuminate
most instrument panel avionics annunciators dim
most instrument panel and pedestal “peanut” lights dim
the LANDING GEAR position light dimmer rheostat acti-
vates.
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.

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

4B-36 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

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
controls the lights, which operate on 28V DC 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, on the copilot’s outboard switch panel.
With the STROBE LT switch on, each light’s power supply
receives 28V DC via the 7.5A STROBE LTS CB on the pilot’s
circuit breaker panel. Each power supply produces a 450V DC
pulse to flash the associated light at a rate of approximately 50
pulses per minute.

Recognition Light
A recognition light is on the upper leading edge of the vertical
stabilizer. The two-position RECOG LT/OFF switch, on the
copilot’s outboard switch panel controls the light. When the
switch is on, control circuits apply 28V DC from the Battery
Charging bus to illuminate the light. To extend the life of the bulb,
turn the recognition light off at altitudes of 18,000 ft or above. The
light and control circuits operate on 28V DC supplied through a
30A current limiter.
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 accumu-
lation. A switch on the copilot’s dimming control panel controls
the 28V DC light via a 5A CB.

Interior Lighting
Interior lighting includes systems for the cockpit, passenger

Learjet 55 Developed for Training Purposes 4B-37

March 2002
CAE SimuFlite
compartment, and aft compartments.

Cockpit Lighting
Instrument Panel Floodlights
Three cold-cathode, fluorescent lights in the glareshield illumi-
nate the instrument panel. The FLOOD rheostat 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
28V DC to two power supply units that operate the fluorescent
lights on 600V AC.
Instrument Lights
Three 5V DC power supply units power the incandescent light-
ing for the instrument panel indicators, center pedestal indica-
tors, and the magnetic compass. The 7.5A INSTR LTS CB on
the pilot’s circuit breaker panel feeds provides 28V DC to the
power supply units.
The pilot’s INSTR dimmer switch controls brightness for the
pilot’s engine instruments, stall margin indicator, flight instru-
ments, 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 for-
ward of the dimmer panel controls the copilot’s flight director LED
readout.
The copilot’s CTR PNL/PEDESTAL dimmer switch controls the
brightness for the center instrument panel (except engine instru-
ments), magnetic compass, pedestal, and autopilot controller.

Switch Panel Lighting

The following panels have 115V AC electroluminescent lighting

4B-38 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

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 electrolumines-
cent 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 electrolumi-
nescent 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.
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
28V DC to the 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

Learjet 55 Developed for Training Purposes 4B-39

March 2002
CAE SimuFlite
copilot’s side panel controls and dims the dome lights. The
STEP LIGHT switch also controls these lights. The 7.5A
INSTR LTS CB on the copilot’s circuit breaker panel supplies
28V DC to the dome lights.

Passenger Compartment Lighting

The passenger compartment lighting consists of aisle lights,
passenger reading lights, overhead lights, entry lights, NO
SMOKING/FASTEN SEAT BELT 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 sup-
plies 28V DC to the aisle lights.
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 copilot’s circuit breaker panel supply 28V DC to the
passenger reading lights on the left and right sides of the cabin,
respectively.
Overhead Lights
Cold-cathode fluorescent lighting recessed in the cabin head-
liner provides general cabin lighting.
Normally, the three-position OVERHEAD LIGHT rocker switch
on the left service cabinet near the entry door controls and dims
the overhead lights.
In the event of cabin depressurization, the center lights automat-
ically illuminate full bright if the cabin altitude reaches approxi-

4B-40 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

mately 14,000 ft.

In aircraft with an optional emergency lighting system, two power
supply units illuminate the lights with 28V DC supplied through
the 10A CABIN LTS CB on the copilot’s circuit breaker panel. If
the normal electrical system fails, the emergency lights automat-
ically illuminate.
Entry Light
A cabin entry door light on the left service cabinet illuminates the
lower door steps. The STEP LIGHT rocker switch on the left
service cabinet near the entry door controls the entry light. The
lights are wired to the Left Battery bus through the 5A
ENTRY LT CB on the pilot’s circuit breaker panel; the light is on
operative regardless of the BAT switch position.
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 illumi-
nate and an audible tone sounds. When the switch is set to
FASTEN SEAT BELT, only the fasten seat belt symbol illumi-
nates and the tone sounds. In addition, a RETURN TO SEAT
sign in the lavatory illuminates whenever the fasten seat belt
symbol is activated.

Learjet 55 Developed for Training Purposes 4B-41

March 2002
CAE SimuFlite
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, and the cabin
overhead fluorescent lights.
Two sealed ni-cad batteries and a control circuitry module
comprise each of two power supplies, one forward and one aft.
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 is in the DISARM position and at least one
BAT switch is on, the amber light adjacent to the EMER LIGHT
switch illuminates to remind the crew to reset the switch to ARM.
Move the switch to DISARM prior to setting the BAT switches
off.
EMER LTS NORM Switch
The EMERGENCY LIGHTING/NORMAL switch on the left ser-
vice cabinet near the entry door manually controls the emergen-
cy 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

4B-42 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

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 28V DC to each power
supply to maintain a standby mode; it also provides a trickle
charge to the ni-cad batteries.

Learjet 55 Developed for Training Purposes 4B-43

March 2002
CAE SimuFlite

Electrical System
Learjet 55

Power Source DC
Generators (2 engine-driven)
Batteries (2 nicad or lead acid)
AC
Static inverters (2)
Third optional inverter
Emergency power pack(s) (1 or 2)

Distribution DC buses
Generator L/R
Battery L/R
Battery Charging
Essential A/B L/R
Main Power L/R
Main L/R
Blower
Interior
Emergency battery 1
Optional Emergency battery 2
AC buses
AC L/R
26V AC L/R

Control Switches
START/GEN
RESET
Battery
Inverter
Auxiliary Inverter (if installed)
EMER BAT

Monitor Annunciators
GEN L/R
BAT 140
BAT 160
DC ammeter
DC voltmeter
BAT TEMP gage

4B-44 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Electrical System (cont.)

Learjet 55

Protection Circuit breakers

Current limiters
GPU overvoltage – 33V DC
Generator overvoltage – 31V DC
Inverter overcurrent – 60A
Main/Power bus overcurrent – 70A
Generator – 325A continuous

Learjet 55 Developed for Training Purposes 4B-45

March 2002
CAE SimuFlite

Electrical System
Learjet 55B/C

Power Source DC
Generators (2 engine-driven)
Batteries (2 nicad or lead acid)
AC
Static inverters (2)
Third optional inverter
Emergency power pack(s) (1 or 2)
SI-100 Emergency inverter

Distribution DC buses
Generator L/R
Battery L/R
Battery Charging
Essential A/B L/R
Main Power L/R
Main L/R
Blower
Interior
Emergency L/R
Emergency batteries (2)
AC buses
AC L/R
26V AC L/R

Control Switches
START/GEN
RESET
Battery
Inverter
Auxiliary Inverter (if installed)
EMER BAT
EMER BUS

4B-46 Developed for Training Purposes Learjet 55

March 2002
 Electrical System

Electrical System (cont.)

Learjet 55B/C

Monitor Annunciators
GEN L/R
BAT 140
BAT 160
DC ammeter
DC voltmeter
BAT TEMP gage

Protection Circuit breakers

Current limiters
GPU overvoltage – 33V DC
Generator overvoltage – 31V DC
Inverter overcurrent – 60A
Main/Power bus overcurrent – 70A
Generator – 325A continuous

Learjet 55 Developed for Training Purposes 4B-47

March 2002
CAE SimuFlite
This page intentionally left blank.

4B-48 Developed for Training Purposes Learjet 55

March 2002
L5CRH-4Cpg1-8_FO.fm Page 1 Friday, May 25, 2007 9:38 AM

Environmental 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
AIR L ALCOHOL AIR R
HIGH PRESSURE HIGH PRESSURE
SHUTOFF SOLENOID GROUND ANTI-ICE
SERVICE SHUTOFF SOLENOID

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
HEAT
EXCHANGER BLEED AIR
EXCHANGER OUTPUT
RAM AIR CONDITIONED AIR
PLENUM
OVERBOARD

Learjet 55 Developed for Training Purposes 4C-1

March 2002
L5CRH-4Cpg1-8_FO.fm Page 2 Friday, May 25, 2007 9:38 AM

CAE SimuFlite
This page intentionally left blank.

4C-2 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Pneumatic System

1 HIGH PRESSURE BLEED AIR SOURCE (LRS) 19 CABIN TEMP CONTROL VALVE TORQUE MOTOR
55B/C TO COCKPIT
(R BLEED R 2 LOW PRESSURE BLEED AIR SOURCE (LRS)
SENSOR FAN 20 CABIN TEMP CONTROL VALVE
VALVES)
M 3 BLEED AIR MIXING VALVE (LRS) 21 COCKPIT TEMP CONTROL VALVE
10 A 26
I 4 HIGH PRESSURE SHUTOFF SOLENOID (LRS) 22 CABIN DUCT TEMP SENSOR
R ECS N R
VALVE CABIN 5 THRUST REVERSER AIR MOTOR (LRS) 23 CABIN DUCT OVER TEMP SENSOR (300°F)
AIR ON
2 P E
1 6 FAN SPINNER ANTI-ICE (LRS) 24 COCKPIT DUCT OVER TEMP SENSOR (300°F)
4 W S
BLEED R S 55B/C 7 NACELLE ANTI-ICE (LRS) 25 COCKPIT DUCT TEMP SENSOR
AIR R 3 (CAB OFF
5 B B AIR) 8 PYLON OVER TEMP SENSOR (250°F) (LRS) 26 10 SECOND DELAY TIMER
U 9 DUCT OVER TEMP SENSOR (645°F) (LRS) 27 CABIN TEMP CONTROL
7 6 S B RAM
8 U BLEED AIR 10 EMERGENCY PRESSURIZATION VALVE (LRS) 28 COCKPIT CONTROL
10 S AIR
R FW SOV T
E
HOT T
11 BLEED AIR REGULATOR SHUTOFF VALVE (LRS) 29 LEFT OR RIGHT ESC CONTROL
E
M 5 M
P
9 C
O
4
P
C 12 WING ANTI-ICE 30 EMERGENCY PRESS ANEROID
N
T
3 O
N
T
SWITCH AT 9,500 FT CABIN ALTITUDE
C
R
2
1
C
A
13 WINDSHIELD ANTI-ICE (ALCOHOL)
E B
W COLD

24 25
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
17 SERVO PRESSURE REGULATOR
22 HOT BLEED AIR
30 16A 18 COCKPIT TEMP CONTROL VALVE TORQUE MOTOR
20 CONDITIONED AIR
FLOW CONTROL
13 15 VALVE HEAT RAM AIR VENTILATION
EXCHANGER
SERVO AIR
12
AUTO TEMP CONTROL AIR
14 16 18 CONTROL
19 27 (IND.) FORCED AIR
OVERBOARD
MAN
CABIN
10 AUTO TEMP
17
28 AUTO
MAN TEMP
TO COCKPIT AIR SENSOR 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 CREW GAUGE S M 11
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

Learjet 55 Developed for Training Purposes 4C-3

March 2002
CAE SimuFlite

Freon Cooling System

4C-4 Developed for Training Purposes Learjet 55

March 2002
 Environmental 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
HEAT CONTROL CABIN TEMP A R
9
SENSORS HI U HI L 7 AUX CAB HEAT
X 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

90
0
(10 SEC) THROUGH SQUAT CABIN
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
S HT HI N
125°-150° LO G
6 R CABIN
1 BLOWER
HI B
U
S
OVERHEAD VARIABLE- THERMAL 15A
B AUX
B COCKPIT FREON OPENING AIR OUTLETS L HT LOW
FUSE L CABIN O
A EVAPORATOR
430°F BLOWER W
T E
LO
2 R
C HI 15A
H TEMP B
INTERNAL
A INTERNAL SENSOR DEFOG 5 U
125°-150° BLOWER COCKPIT DOOR S
R DEFOG OUTLET 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
O
HI DIFFUSER SENSOR PRESSURE
W L FAN BULKHEAD
E O COCKPIT SKIN
R TEMP SENSOR COCKPIT AIR
OFF TEMP SENSOR
B
U
S

Learjet 55 Developed for Training Purposes 4C-5

March 2002
CAE SimuFlite
This page intentionally left blank.

4C-6 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Pressurization System

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

P
N.O. PRESSURE 11,500 FT
11,500 FT RELIEF
5 (9.7 PSI)

AUTOMATIC
CABIN AIR CABIN ALTITUDE
CONTROLLER

6
6 <82% >82% 7 5
AL
N.O.

FT N
40 T-
AFT

AC ABI
5 x F
10 T
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

Learjet 55 Developed for Training Purposes 4C-7

March 2002
CAE SimuFlite
This page intentionally left blank.

4C-8 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Environmental Systems
This chapter describes the systems that extract, distribute, and
control engine bleed air. The pneumatic, pressurization, and air
conditioning systems are combined in this chapter to present
the flow of engine bleed air and its use throughout the aircraft.
The pneumatic system extracts bleed air from the engines
and transfers it to various systems (i.e., air conditioning, ice
and rain protection, and pressurization). In addition, bleed air
pressurizes the hydraulic reservoirs and on some models the
alcohol reservoir.
The air conditioning system routes engine bleed air collected
by the pneumatic system through a heat exchanger for cooling.
This section also discusses aircraft heating, the refrigeration
unit, and the auxiliary cabin heater.
The pressurization system utilizes engine bleed air to provide
cabin pressurization.

Pneumatic System
The pneumatic system provides engine bleed air for the follow-
ing:
Q
air conditioning and heating
Q cabin pressurization
Q airframe and engine anti-ice
Q
alcohol anti-ice reservoir
Q
Aeronca thrust reversers
Q temperature control system
Q
emergency pressurization valves
Each engine supplies high and low pressure bleed air to its
respective mixing valve. The mixing valve combines the high
and low pressure bleed air and also acts as a high pressure

Learjet 55 Developed for Training Purposes 4C-9

March 2002
CAE SimuFlite
shutoff valve. Bleed air from the mixing valves passes through
shutoff valves to the bleed air manifold for distribution to the vari-
ous airplane systems.
The system consists of two independent distribution systems
connected to a common distribution point. Two bleed air
switches control the system; two annunciators on the
glareshield monitor system operation.

Components
Each distribution system consists of:
Q bleed air mixing valves
Q bleed air regulator and shutoff valves
Q emergency pressurization valves
Q bleed air check valves
Q bleed air switches.
A bleed air manifold assembly controls the distribution of
engine bleed air for systems that require it.
Bleed Air Mixing Valves
The bleed air mixing valve mixes the high and low pressure
bleed air to maintain a constant supply. In EMER, the emer-
gency pressurization valves open and route bleed air directly to
the cabin for pressurization. Bleed air to the wing, windshield,
and cabin distribution systems is not available.
Without power to the solenoid (switch in OFF), the mixing valve
prevents HP bleed air from mixing with the LP bleed, and only
LP bleed air is available to the aircraft systems. With power
applied to the solenoid (switch in ON), HP and LP are delivered
to the systems using bleed air. If insufficient LP bleed air is
present, HP bleed provides the only source for the mixing
valve; a check valve in the mixing valve closes and prevents
HP bleed from back-flowing into the LP port.

4C-10 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Shutoff/Regulator Valve
A bleed air regulator and shutoff valve is in the bleed air supply
line from each engine. From the left and right pressure regula-
tor shutoff valve, bleed air is distributed to the wing anti-ice sys-
tem, air conditioning system, ground service port, pneumatic
system, windshield anti-ice, pressurization vacuum source, and
hydraulic system.
The bleed air shutoff/regulator valve is spring-loaded to the
closed position; it is opened pneumatically with the
BLEED AIR switch in ON whenever bleed air is available from
the mixing valve. Setting the appropriate BLEED AIR switch
to ON opens the valve at 5 PSI and limits system pressure to
35 ±2 PSI.
The normally open solenoid on the shutoff/regulator valve
closes whenever the BLEED AIR switch is placed to OFF or
EMERGENCY. The valves, in addition to being controlled by
the BLEED AIR switches, are energized closed by two other
means:
Q
pulling of the associated ENG FIRE PULL T-handle
Q automatic activation of emergency pressurization through the
respective aneroid.
Check Valves
Bleed air check valves between the bleed air shutoff/regulator
valve and the manifold assembly prevent reverse air flow to the
ram air plenum. The check valves allow bleed air to flow from
the engine; they close with reverse flow. This prevents loss of
bleed air during single engine operation by stopping flow from
the operative engine through the ducts to the inoperative
engine.
Manifold Assembly
The manifold assembly in the aft compartment is the common
bleed air distribution point for the environmental and alcohol

Learjet 55 Developed for Training Purposes 4C-11

March 2002
CAE SimuFlite
pneumatic (anti-ice) systems. By routing bleed air to various
systems, the manifold accomplishes the following:
Q cabin air conditioning
Q cabin pressurization
Q windshield and wing anti-ice
Q hydraulic reservoir pressurizing.
Conditioned air is the result of bleed air routed by the manifold
through the heat exchanger; it then travels to the cabin and
cockpit through ducting. Controlling the amount of bleed air
allowed to bypass the heat exchanger varies cabin heating and
cooling.
Cabin pressurization is the result of routing engine bleed air
into the cabin and controlling its escape through the cabin air
exhaust valve.
The manifold directs conditioned air through ducting and con-
trol valves to external outlet nozzles forward of the windshield
to provide windshield anti-icing. In addition, air is directed
through the manifold to the wing leading edges to provide anti-
ice protection.
BLEED AIR Switch
The lever-locking, three-position BLEED AIR switches on the
copilot lower subpanel control bleed air mixing, regulate air
flow, and operate the emergency pressurization valve (see
Pressurization System, this chapter) through the Environmental
Control System (ECS) box.
With a BLEED AIR switch in the OFF position, the HP solenoid
is de-energized closed and HP bleed air flow stops.
With the BLEED AIR switch in the ON position, the shutoff/reg-
ulator valve and the emergency pressurization valve do not
receive electrical power. Both valves remain in their respective
normally open and closed position if DC power is lost. When a
BLEED AIR switch is placed in ON, the shutoff/regulator valve

4C-12 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

opens to allow regulated air flow into the bleed air distribution
manifold; the HP solenoid is energized open to allow HP bleed
air flow into the mixing valve. The emergency pressurization
valve is de-energized closed. The associated emergency pres-
surization aneroid also receives 28V DC power when the
BLEED AIR switch is ON (see Pressurization System, this
chapter).
When the associated BLEED AIR switch is placed in EMER,
the HP shutoff solenoid is de-energized closed and the bleed
air shutoff/regulator valve closes to stop the flow of air into the
bleed air distribution manifold. The emergency pressurization
valve receives electrical power and is energized open to allow
hot unconditioned bleed air to flow directly into the cabin distri-
bution ducts for emergency pressurization. In addition, the
amber EMER PRESS annunciator illuminates (see Pressur-
ization System, this chapter).
Duct and Pylon Overtemp Sensors
Each engine’s bleed air system has two overtemp sensors: one
for the duct and one for the pylon. The duct sensor completes a
ground to illuminate the red L or R BLEED AIR annunciator
and the red MSTR WARN light. The lights illuminate when the
respective duct reaches approximately 645°F. When the duct
temperature drops below 615°F the lights extinguish. Depend-
ing on altitude and power settings, temperature in the duct var-
ies between 200°F and 600°F.
The normally open pylon overtemp sensor closes if the pylon
temperature exceeds approximately 250°F; this illuminates the
red L or R BLEED AIR annunciator. When the pylon tempera-
ture drops below 240°F the annunciator extinguishes.
Flow Control Valve
The flow control valve regulates the volume of air entering the
cabin through the air-conditioning and heating system. A ven-
turi downstream of the flow control valve senses system pres-

Learjet 55 Developed for Training Purposes 4C-13

March 2002
CAE SimuFlite
sure and modulates the flow control valve to maintain a
constant flow.
The flow control valve also acts as a cabin air shutoff valve.
The CABIN AIR switch turns the flow of air to the cabin on or
off. Hot bleed air routes from the flow control valve through
either the temperature control valves or the heat exchanger.
CABIN AIR Switch
The two-position CABIN AIR switch on the pressurization and
temperature control panel manipulates the flow control valve.
With the BLEED AIR switches in ON, setting the CABIN AIR
switch to ON de-energizes the valve’s solenoid to allow system
pressure to the valve’s controlling chambers.
On S/N 019 and subsequent, setting the CABIN AIR switch to
OFF energizes the valve’s control solenoid after a six second
delay; this shuts off control pressure to allow the valve shutoff
sleeve to block bleed air flow.

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 with-
out 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:
Q
a generator relay that completes a circuit from the cooling
system switch to the compressor motor relay
Q 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

4C-14 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Q a start cutout relay that cuts power to the compressor motor

during engine start
Q a cabin blower relay that energizes when the cooling system
switch is in COOL or FAN
Q a cabin blower relay that trips when the CABIN AIR switch is
in ON
Q an auxiliary heat cutout relay that energizes to prevent the
heater and refrigeration system from operating at the same
time.

Refrigeration System
The refrigeration system provides ground cooling, inflight cool-
ing at lower altitudes, and cabin dehumidification. The Freon
cooling system requires DC power and can only be used if a
GPU, or at least one generator is powering the aircraft. System
operation is inhibited during engine starts and when the stabi-
lizer anti-ice is in operation. The Freon system also shuts off
automatically if the cabin temperature control valve opens more
than 15° (HOT).
On aircraft prior to S/N 089 without AAK 55-83-6, the Freon
compressor receives 28V DC power from the Battery Charging
bus through a 175A current limiter and power relay any time
the system is in operation.
On S/N 089 and subsequent, a 5 hp motor replaces the 3 hp
compressor motor. If the system shuts down automatically
because of a fault, the system may be restored by placing the
COOL/FAN/OFF switch to OFF and then back to COOL. This
should reset the system back to normal operation.

Operation
With the compressor operating and the CABIN AIR switch in
the OFF position, Freon is compressed and circulated through-
out the system while the cabin blowers circulate air across the
cabin evaporator to the overhead diffusers.

Learjet 55 Developed for Training Purposes 4C-15

March 2002
CAE SimuFlite
With the CABIN AIR switch in ON, the cockpit blower
(AUX FAN) circulates Freon cooled air to the variable outlets
(wemacs) in the cockpit and cabin. If the cockpit AUX FAN
switch is in OFF and the COOL/FAN/OFF switch is in COOL,
the cockpit blower automatically operates at low speed. This
ensures proper airflow across the cockpit evaporator when the
system is in operation. With the CABIN AIR switch in ON,
pneumatic bleed air flows through the cabin evaporator for
cooling.
The cabin blowers can be operated independently of the Freon
system by placing the cooling system switch in FAN whenever
the CABIN AIR switch is in OFF.
A refrigerant pressure switch plumbed to the compressor dis-
charge port provides system overpressurization protection. If
the compressor discharge 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.

FREON ON Light
The optional green FREON ON light on the glareshield illumi-
nates 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 ele-
ments, and ducting for the left and right overhead diffusers.

4C-16 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

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 pilot’s seat provides additional air circulation in the cockpit
and cabin. The COCKPIT AUX FAN switch on the copilot
lighting panel has an ON/OFF detent; the switch is rotated
clockwise to increase the speed of the blower. Air is distributed
to the cockpit by two overhead wemacs and to the cabin by the
overhead adjustable wemacs.
The cockpit blower can be used in flight or on the ground for air
circulation. It also operates as a function of the Freon cooling
system. It can be operated through the rheostat whenever the
aircraft’s main batteries are on. The blower motor, however,
must be off during the start checklist.

Cabin Blowers
Two cabin blowers (cabin fans) on the left and right sides of the
aft cabin admit air across the evaporator when the CABIN AIR
switch is off. When the CABIN AIR switch is ON, the pneu-
matic bleed air flows across the evaporator for cabin cooling
and heating.
The cabin blowers are used to circulate air in the cabin through
the overhead diffusers. The COOL/FAN/OFF switch or the
AUX HT switch on the copilot depressurization and tempera-
ture 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 avail-
able from a generator or ground power unit.

Learjet 55 Developed for Training Purposes 4C-17

March 2002
CAE SimuFlite
With the CABIN AIR switch in OFF, the cabin blowers auto-
matically energize whenever the AUX HT is placed to HI or
LO, or the Freon cooling system is placed to COOL.

Dual Temperature Control System

The dual-zone temperature control system automatically con-
trols 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:
Q two temperature control system mode switches
Q two temperature selectors
Q a dual-pointer temperature control indicator
Q two temperature controllers
Q two temperature sensors
Q two skin temperature sensors
Q two pneumatic temperature control valves
Q two torque motors
Q a pressure regulator
Q two pressure regulator check valves
Q
two air distribution check valves
Q two duct temperature sensors
Q two duct overheat thermostats
Q cabin climate control box.
Both temperature control mode switches are two-position, tog-
gle types; they are labeled AUTO/MAN and installed on the
pressurization control panel below the temperature selector the
switch controls.

4C-18 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

The crew and cabin temperature selectors are dial-mounted

pointers that can be rotated clockwise from COLD to HOT;
temperatures range from 60°F 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.

Temperature Control Valves

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 tem-
perature control system automatically maintains the selected
temperature with the (CREW or CABIN) temp selector. Duct
temperature sensors in each system close the affected temper-
ature 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 valves stay
in the position selected and only respond when manually
moved or reselected to AUTO. Duct overheat protection is also
available in the manual mode.
On aircraft prior to S/N 019, the cabin and cockpit tempera-
ture sensor blowers become operational when the CABIN AIR
switch is placed to ON. On S/N 19 and subsequent, the sen-
sor blowers have a 10 second time delay before becoming
operational. When the mode selector is in MAN, the manual

Learjet 55 Developed for Training Purposes 4C-19

March 2002
CAE SimuFlite
temperature selector knob removes the cabin and cockpit tem-
perature sensors from the system and controls pressure to the
bypass valves.
On S/N 127 and subsequent and as an option on prior air-
craft, 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 func-
tion 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 passen-
gers can adjust their own desired temperature using the HOT/
COLD selector. When the cabin temperature control valve is
adjusted through the cabin selector, it can be observed on the
CABIN TEMP indicator by vertical needle movement. When
MAN is selected, the HOT/COLD selector is bypassed and the
cabin temperature is adjusted with the cockpit HOT/COLD
selector knob.
The CABIN TEMP HOT/COLD selector is normally in the mid
cabin sidewall area with the Flitefone.

Cabin Temperature Gage

The gage on the center pedestal or copilot’s instrument panel
includes a temperature sensor. A 2A CB supplies 28V DC
power. Color bands indicate the following temperatures:
Q blue – 60 to 70°F
Q
green – 70 to 80°F
Q red – 80 to 90°F.

Duct Overheat
The cabin and cockpit temperature controllers limit duct tem-
perature to below 250°F. Duct temperature overheat sensors
illuminate the amber DUCT OV HT light whenever excessive
high temperatures (300°F) are sensed.

4C-20 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

The temperature indicator needle moves to the full cold posi-

tion to signify which duct supply line is overheating.

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 diffus-
ers, 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 posi-
tions: OFF/LO/HI. When the switch is set to LO or HI, power
energizes the defog heater and activates the defog blower. Air-
flow from the defog blower is forced across heater elements
and ducted to two windshield diffusers on the lower inboard
side of the windshield.

Auxiliary Cabin Heater

An auxiliary cabin heater in the cooling system ducting pro-
vides additional heating for the cabin only. The heater consists
of two heater coil assemblies, a three-position system switch,
and a thermal switch and fuse for each heating assembly. Each
coil assembly has two heating elements. With the AUX HT
switch set to HI, all four heating elements in the ducts energize.
With the switch set to LO, only two heater elements energize
(one in each coil assembly).

Learjet 55 Developed for Training Purposes 4C-21

March 2002
CAE SimuFlite
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
125°F to 150°F airflow temperature. If a malfunction occurs, the
thermal fuses melt at approximately 430°F to disconnect elec-
trical power from the heater coils.
The thermoswitches also prevent the cabin blowers from oper-
ating during initial startup until the airflow across the heater
coils reaches 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.

Pressurization System
Routing engine bleed air into the cabin and controlling its
escape with the cabin air exhaust valve provides cabin pressur-
ization. In flight, normal pressurization operation does not
require electrical power; the system uses regulated vacuum
from an ejector pump in the aft equipment bay.
Components of the pressurization system include the following:
Q cabin air exhaust valve
Q cabin safety valve
Q
differential pressure relief valves
Q
cabin altitude limiter
Q pressurization air filters
Q jet pump and pressurization vacuum regulator
Q
pressurization aneroid switch(es)
Q pressurization module.

4C-22 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Air Source
Normally, conditioned air ducts into the cabin through the air
conditioning and heating system. In an emergency pressuriza-
tion situation, engine bleed air routes directly into the cabin,
bypassing the cabin air-conditioning ducting.

Cabin Air Exhaust Valve

The escape of cabin air is regulated by modulating the cabin air
exhaust (outflow) valve to maintain a constant cabin pressure.
The outflow valve is under the copilot’s floor on the forward
pressure bulkhead at frame 8.

Manual Control Valve (Cherry Picker)

The cabin air exhaust valve can also be controlled manually. In
flight, the manual control valve accomplishes this. A small lever
with a bright red knob on the end, located on the pressurization
control module, controls the valve. The lever is commonly
referred to as the “cherry picker,” because of its appearance, or
as the UP-DOWN control knob. The three-position (up, down,
and neutral) manual control valve lever is spring-loaded to the
neutral position.

AUTO-MAN Switch
The AUTO-MAN switch, on the pressurization and temperature
control panel, provides automatic and manual mode selection
for normal pressurization. DC power is required to place the
system in MAN. With the switch set to MAN, solenoid valves in
the regulated vacuum lines energize to remove regulated vac-
uum from the cabin controller. The control valve operates man-
ually by the red UP-DOWN control knob “cherry picker.”
When the AUTO-MAN switch is set to AUTO, the solenoid
valves de-energize and allow regulated vacuum to the cabin
controller for automatic pressurization control. Normally, the
AUTO-MAN switch remains in the AUTO position.

Learjet 55 Developed for Training Purposes 4C-23

March 2002
CAE SimuFlite
With the pressurization switch in MAN, the red UP/DN manual
control knob “cherry picker” applies either cabin pressure or
ambient outside static air pressure to the valve.

Cabin Safety Valve

The cabin safety valve on the aft pressure bulkhead is a spring-
balanced poppet valve. Its operation is separate from that of
the cabin altitude controller and cabin air exhaust valve.
It is held open on the ground until the CABIN AIR switch is ON.
With the CABIN AIR switch OFF, 28V DC through the 2A
BLEED AIR CB from the R ESS B bus holds open a nor-
mally-closed solenoid valve. The open solenoid directs regu-
lated vacuum to the cabin safety valve, holding it open.

Differential Pressure Relief Valves

There are two differential relief valves in the system. One is in
the pressurization module and one is on the aft pressure bulk-
head next to the cabin safety valve.
If the cabin reaches the differential setting of the forward relief
valve (9.4 PSI), it opens and allows static air pressure from the
right heated static port to open the cabin exhaust valve. As the
cabin differential falls below the preset level, the outflow valve
closes. This safety feature is not available in manual pressur-
ization mode. If in manual or if it fails, the aft pressurization dif-
ferential relief valve opens at its preset differential (9.7 PSI).

Cabin Altitude Limiter

There are two cabin altitude limiters in the aircraft: one each in
the forward and aft cabin areas. The limiters maintain cabin alti-
tude at approximately 11,500 ±1,500 ft if the differential pres-
sure valve malfunctions. If the cabin altitude reaches 11,500 ft
due to loss of pressurization, the limiters close both outflow and
safety valves to try to maintain an 11,500 ft cabin.

4C-24 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

The altitude limiters on the Learjet 55B/55C operate in the

same manner.

Pressurization Filters
Three filters remove contaminants from the air and operate the
pressurization control system. One is in the pressurization
module, one is on the cabin safety valve, and one is on the aft
pressure bulkhead.

Jet Pump and Pressurization

Vacuum Regulator
The pressurization vacuum regulator (jet pump) is in the aft
compartment on the left side.
The jet pump utilizes engine bleed air to generate a vacuum
(negative pressure) in the venturi. A vacuum of 4.00 ±0.75 in
Hg differential pressure is maintained between the cabin and
the vacuum line through the regulator.

Pressurization Aneroid Switches

If the cabin altitude increases to a predetermined level, the
aneroid switches complete a circuit to close the normally open
solenoid valve in the pressurization module. This isolates the
cabin air exhaust control valve (forward outflow valve) from the
mini-controller. The manual control valve “cherry picker” must
be used to control the cabin altitude.
Two aneroid switches are in the pressurization module. One in
the pressurization module automatically selects the manual
mode if certain conditions are met and illuminates the
CABIN ALT annunciator; the other sounds the aural warning
horn.
The cabin air exhaust control valve aneroid switch activates at
8,750 ±250 ft and resets on or before 7,230 ft; this aneroid
switch activates the CABIN ALT annunciator and closes a
solenoid valve to isolate the auto mini-controller which switches

Learjet 55 Developed for Training Purposes 4C-25

March 2002
CAE SimuFlite
the system to MANUAL. The cabin pressure aneroid switch
activates at 10,100 ±250 ft and resets on or before 8,600 ft; this
aneroid switch actuates the aural warning horn. The
HORN SILENCE switch on the center subpanel silences the
aural horn. The horn resets after 60 seconds and must be resi-
lenced each time.
Two emergency pressurization aneroid switches forward of the
pilot’s and copilot’s CB panels actuate at 9,500 ±250 ft cabin
altitude. They automatically position the mixing valves and the
emergency pressurization valves to emergency to route LP
bleed air directly to the cabin for pressurization.

Pressurization Module
The pressurization module on the copilot’s lower panel consists
of:
Q rate selector
Q rate controller
Q cabin altitude controller
Q differential pressure relief valve
Q manual cabin altitude control valve
Q solenoid valves
Q cabin altitude and differential pressure gage
Q
pneumatic relay.
The manual cabin altitude control valve “cherry picker” allows
the crew to change cabin altitude if normal pressurization sys-
tem controls malfunction. The knob labeled UP/DN is in the top
corner of the pressurization control panel.
The cabin altitude and differential pressure gage vents to ambi-
ent pressure and cabin pressure. Two pointers indicate flight
altitude and differential pressure.

4C-26 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Pressurization Controls
The cabin pressure controller, including the rate controller, con-
trols normal pressurization. Prior to takeoff, the AUTO-MAN
switch is set to AUTO, the CABIN AIR switch to ON, and the
aircraft altitude selector knob to cruise altitude. The rate knob
may be turned to obtain a 600 ±50 fpm rate of cabin pressuriza-
tion. The rate is monitored by the cabin rate-of-climb indicator
and can be varied with the RATE selector knob. Cabin altitude
is monitored with the cabin altimeter, which includes a cabin
pressure differential scale.

Cabin Altitude Warning

An amber CABIN ALT annunciator on the glareshield visually
warns the crew that cabin altitude is increasing and that a sole-
noid in the pressurization module closed to remove the control-
ler and put the system in manual mode. The manual control
valve “cherry picker” must be used to close or open the outflow
valve.
A rotary test switch on the center instrument panel tests the
aural cabin altitude warning circuits.
When the cabin altitude light illuminates, the pressurization
system automatically switches to manual and the mini-control-
ler is isolated from the outflow valve. The cabin altitude can
only be controlled by the manual control valve “cherry picker”
until the system is reset at 7,230 ft.

Emergency Pressurization
When cabin altitude reaches 9,500 ±250 ft, emergency pres-
surization actuates; the valves reset at 8,300 ft. There are two
ways to actuate the emergency pressurization system:
Q
automatically by the aneroid switches
Q
manually by placing the bleed air switches in EMER.

Learjet 55 Developed for Training Purposes 4C-27

March 2002
CAE SimuFlite
The amber EMER PRESS annunciator illuminates when the
valves go to the emergency position for any reason.

EMER PRESS Override Switches

Emergency pressurization override switches allow takeoffs and
landings at field elevations higher than the emergency pressur-
ization aneroid switch settings (9,500 ±250 ft). The switches
are on the copilot’s subpanel and are labeled EMER PRESS
OVERRIDE – NORMAL L and R. With the switches in OVER-
RIDE, the emergency pressurization aneroid switches are elec-
trically isolated from the emergency pressurization valves. With
the override switches in NORMAL, actuation of the aneroid
switches has no effect if the BLEED AIR switches are in OFF
or EMER.

Emergency Pressurization Valves

Two emergency pressurization valves allow bleed air to route
directly to the cabin distribution ducts for emergency pressur-
ization. The emergency valves are electrically controlled and
actuated by bleed air; they are independent of one another.
Placing a bleed air switch in EMER manually applies 28V DC
power to the associated emergency valve control solenoid to
open the valve. Automatic actuation of emergency airflow
occurs through an aneroid switch if the cabin altitude exceeds
9,500 ±250 ft. The aneroid switch resets itself at 8,300 ft and
the emergency valves can be reset by cycling the switch to
OFF and then to ON.
If a BLEED AIR switch is turned off or the ground is removed
from the aneroid switch(es) through the override switches, the
emergency pressurization valve(s) cannot be activated.
When both valves are open, temperature control and bleed air
for wing and windshield anti-ice is unavailable.

4C-28 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Operation
When on the ground with the cabin air switch off, the cabin
safety valve is held open by the regulated vacuum through the
normally closed solenoid valve L-13. During ground operation,
the two normally closed solenoids (L-2 and L-4) in the pressur-
ization module are electrically held open through the squat
switch relay panel. The normally open solenoids (L-5 and L-6)
in the module remain open with no power. Turning the cabin air
switch on removes DC power from solenoid L-13 to cause it to
go to the normally closed position. The cabin safety valve then
closes.
Once airborne, the squat switch relay box removes DC power
from solenoid valves L-2 and L-4. This causes the valves to go
to their normal closed position.
Depending on the setting of the cabin altitude controller, a mod-
ulated vacuum is applied to the outflow valve through the nor-
mally open solenoid valves L-1 and L-6. Solenoid valve L-1
isolates the cabin altitude controller from the outflow valve if the
cabin exceeds 8,750 ft or if the AUTO-MANUAL switch is in
MANUAL.
The manual control valve “cherry picker” can be used in man-
ual or auto modes; the difference is that the pressurization sys-
tem returns to its previous setting in automatic mode.

Before Takeoff
If the CABIN AIR switch is ON and the safety valve closes, the
cabin cannot pressurize until the pilot advances the right thrust
lever past 82% N1 power on takeoff. This feature prevents a
cabin pressure “bump” immediately after rotation. At 82%, sole-
noid L-5 and L-6 are electrically closed and traps pressure in
the cabin controller and pneumatic relays at approximately 200
ft below field elevation. This pressure remains until rotation and
the squat switch puts the aircraft in the air mode and opens the
L-6 solenoid at the outflow valve and the L-5 solenoid at the

Learjet 55 Developed for Training Purposes 4C-29

March 2002
CAE SimuFlite
cabin pressure controller. This releases the trapped pressure in
the cabin controller and pneumatic relay, causing the outflow
valve to modulate to the adjusted rate of climb set by the pilot.

Cruise and Descent

Once at cruise, the cabin pressure controller modulates the
outflow valve as necessary to maintain the desired cruise alti-
tude. On descent, set the cabin pressure controller to field ele-
vation and adjust the rate controller to a 500 fpm descent (or as
desired).

Cabin Protection
If the cabin climbs above 8,750 ft, the manual pressure aneroid
illuminates the CAB ALT light. If the cabin continues to rise, at
approximately 11,500 ft both cabin altitude limiters open to
cabin pressure which closes the spring loaded outflow and
safety valves.
If overpressurization occurs, the 9.4 PSID differential relief
valve applies the static air pressure from the static port to the
outflow valve to open it. If this fails and the pressure continues
to increase to 9.7 PSID, the aft differential relief valve applies
static pressure from a static port on the aft pressure bulkhead
of the cabin to the cabin safety valve; the cabin safety valve
opens and relieves cabin pressure.

Landing
As the aircraft descends and reaches the preselected cabin
altitude, the cabin air exhaust control valve modulates toward
the open position. As the aircraft descends below the pre-
selected cabin altitude, the cabin becomes unpressurized and
follows the aircraft rate of descent to touchdown. With the
thrust lever setting reduced to less than 82% N1, the throttle
switches actuate to the less-than-82% position, which has no
effect on the system until the squat switches are actuated. As
the aircraft touches down, the squat switches actuate to the

4C-30 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

ground position. This allows solenoid air valve L-2 to open and,
with the CABIN AIR switch set to OFF, the vacuum shutoff
solenoid valve (L-13) opens. Regulated vacuum reduces con-
trol chamber pressure in the cabin air exhaust control and
cabin safety valve, and the poppets move to the full-open posi-
tion to allow residual air at cabin pressure to flow to atmo-
sphere.

Learjet 55 Developed for Training Purposes 4C-31

March 2002
CAE SimuFlite

Pneumatic Systems
Air Conditioning/Heating System

Power Source Bleed air

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 gage
Gages
CREW TEMP control
CAB TEMP control
Annunciators
DUCT OV HT
FREON ON (optional)

Protection Circuit breakers

4C-32 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Auxiliary Heating System

(Ground Mode only)

Power Source Control

Battery Charging bus
Operation
Right Main bus (Learjet 55)
Right Power bus (Learjet 55B/C)

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

Learjet 55 Developed for Training Purposes 4C-33

March 2002
CAE SimuFlite

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

Monitor Annunciators
BLEED AIR L/R
EMER PRESS

Protection Circuit breakers

4C-34 Developed for Training Purposes Learjet 55

March 2002
 Environmental Systems

Freon Cooling System

Power Source Battery Charging bus
Left Main bus (Learjet 55)
Left Power bus (Learjet 55B/C)

Distribution Freon compressor

Condenser
Evaporators

Control Switches
COOL/FAN/OFF
CABIN AIR

Monitor Fault sensor

Learjet 55 Developed for Training Purposes 4C-35

March 2002
CAE SimuFlite

Pressurization System
Power Source Bleed air
Outside static air
Right Essential B bus
Emergency pressurization
Main L/R buses (Learjet 55)
Power L/R buses (Learjet 55B/C)

Distribution 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

Monitor Annunciators
CABIN ALT
EMER PRESS
Gages
CABIN ALT
CABIN CLIMB
Cabin altitude warning horn
Protection Cabin altitude limiters to maintain cabin altitude
if differential pressure valves malfunction

4C-36 Developed for Training Purposes Learjet 55

March 2002
 Fire Protection
Fire Protection System
Learjet 55B/C

Learjet 55 Developed for Training Purposes 4D-1

March 2002
CAE SimuFlite

Fire Protection System

Learjet 55

4D-2 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

Fire Protection System

The fire protection system consists of a direct current overheat
sensing system for each engine. A 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 con-
tains portable fire extinguishers in the left refreshment cabinet
and/or behind the pilot’s seat.

Fire Detection System

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 Fire Detection System Components
Components of the fire detection system include:
Q control units
Q
sensing elements/assemblies
Q ENG FIRE PULL T-handles.
Control Units
Two control units in the tailcone control the nacelle’s fire detec-
tion system by monitoring resistance through sensing ele-
ments. 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.

Learjet 55 Developed for Training Purposes 4D-3

March 2002
CAE SimuFlite

ENG FIRE PULL T-Handles

The control units in the aft compartment illuminate the
ENG FIRE PULL T-handle for the affected engine if ther-
mistor core resistance levels indicate an overheat condition or
fire.
When an accessory gearbox or firewall sensing element’s
resistance level is roughly equivalent to 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 700°F before the light illuminates.
Electrical power for the system passes through the 7.5A L/
R ENG FIRE DET CB on the pilot’s and copilot’s ESS B pan-
els respectively.

Cabin Fire Detection System

Components of the cabin smoke detection system include:
Q a smoke detector
Q an amplifier
Q a circuit breaker
Q a CAB FIRE annunciator.
Smoke Detector
The smoke detector is in the upper left side of the cabin bag-
gage 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 sig-
nal from the smoke detector and applies it to a transistor circuit.

4D-4 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

CABIN FIRE Annunciator

The transistor circuit receives the signal from the amplifier and
completes a ground to illuminate the red CABIN FIRE annunci-
ator on the glareshield annunciator panel, causing it to flash on
and off.

Engine 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:
Q fire bottles/extinguishing agent
Q
check valves
Q ENG FIRE PULL T-handles
Q ENG EXT ARMED switchlights
Q
discharge valves/indicators
Q 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 gage on each bottle indicates the container’s pres-
sure.
An explosive cartridge (i.e., squib) detonates to discharge the
bottle’s contents. The bottle discharges (full discharge) in
approximately one to two seconds. The agent is noncorrosive.
There is no requirement for engine or nacelle cleaning after dis-
charge.

Learjet 55 Developed for Training Purposes 4D-5

March 2002
CAE SimuFlite

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 switch-
lights above the pulled T-handle illuminate. The amber EMERG
PRESS annunciator also illuminates.
On the Learjet 55B and 55C, both ENG EXT ARMED single
lights illuminate. The EMERG PRESS annunciator also illumi-
nates.
On all models, the EMERG PRESS annunciator may be
extinguished by turning OFF the associated BLEED AIR
switch during the Engine Fire Shutdown checklist.
ENG EXT ARMED Switchlights
Pressing an illuminated ENG EXT ARMED switchlight extin-
guishes the light, disables the corresponding light above the
second T-handle and applies 28V DC to the explosive car-
tridge on the respective bottle. The bottle discharges its con-
tents 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 press-
ing an ENG EXT ARMED light has no effect on the light indi-
cations.
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.

4D-6 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

Discharge Valves/Indicators
A thermal discharge valve in each bottle relieves pressure
when bottle temperature reaches 102.8°C (217°F) and vents
bottle contents overboard. A red thermal discharge disc rup-
tures 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.
Portable Fire Extinguisher
The portable fire extinguisher is available for use in the flight
and passenger compartments. Its location varies by aircraft.

Learjet 55 Developed for Training Purposes 4D-7

March 2002
CAE SimuFlite

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

ENG EXT ARMED switchlights
Red thermal discharge indicator disc
Yellow manual discharge indicator disc
Fire bottle pressure gage (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

4D-8 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls
Flaps System

Learjet 55 Developed for Training Purposes 4E-1

March 2002
CAE SimuFlite

Spoilers System

4E-2 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

Stall Warning System

Learjet 55 Developed for Training Purposes 4E-3

March 2002
CAE SimuFlite

This page intentionally left blank.

4E-4 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

Mach Trim System

Learjet 55 Developed for Training Purposes 4E-5

March 2002
CAE SimuFlite

This page intentionally left blank.

4E-6 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

Flight Controls
The primary flight controls are mechanically driven by direct
cable connection to the corresponding cockpit control; they
consist of the following:
Q ailerons
Q elevators
Q rudder.
Secondary flight controls are electrically controlled and hydrau-
lically operated. They are as follows:
Q flaps
Q spoilers.
Trim tabs for roll and yaw trim are on the left aileron and the
rudder. Positioning the horizontal stabilizer results in pitch trim.
The autopilot, stall warning, Mach overspeed, and pitch trim
systems also affect control of the aircraft.
In addition to the primary and secondary flight controls, the
following complete the flight controls systems:
Q
stall warning
Q Mach overspeed devices
Q pitch trim systems
Q
autopilot (see Avionics chapter).

Primary Flight Controls

The primary flight controls (i.e., the ailerons, elevators, and rud-
der) permit command of the aircraft through the roll, pitch, and
yaw axes. They receive input from the control wheels, control
columns, and pedals in the cockpit via cables and bellcranks.

Learjet 55 Developed for Training Purposes 4E-7

March 2002
CAE SimuFlite

Ailerons
Rotation of the control wheel moves the ailerons inversely to
one another producing aircraft movement around the roll axis
(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.
Roll Trim
A trim tab on the left aileron’s inboard trailing edge provides lat-
eral trim capability. A rotary-type electric actuator connects to
the tab using a push-pull rod.
A trim switch on the outboard horn of the left and right control
wheel controls the actuator. The trim switch is a dual-function
(trim and trim arming) switch. The switch’s four positions are as
follows:
Q LWD (left wing down)
Q RWD (right wing down)
Q NOSE UP
Q NOSE DN.
The actuation of the pilot’s switch overrides the actuation of the
copilot’s switch. The actuation of either switch disengages the
autopilot (if autopilot MANUV R/P switch has not been
pressed).
On the trim indicator panel of the pedestal, the AIL TRIM indi-
cator symbolizes the aileron trim tab position. The two semi-cir-
cular scales and pointers present the trim tab position for the
LWD and RWD.
Elevators
The elevators on the trailing edge of the horizontal provide
pitch control of the aircraft mechanically through fore and aft
movement of the control column or electrically through the
autopilot pitch servo.

4E-8 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

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.
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 con-
trol of the aircraft about the vertical axis. Full range of motion is
30° +2° -1° left and right of center. Rudder pedals or the PRI or
SEC yaw damper servos control the rudders.
Rudder Trim
The rudder trim system reduces pilot input forces to aid the
pilot in maintaining control of the aircraft.
The dual rotary-type trim tab switch labeled NOSE LEFT/OFF/
RIGHT on the center pedestal positions the rudder trim tab on
the lower trailing edge of the rudder. Moving both rudder trim
switches from the spring-loaded OFF position to either the right
or the left operates the tab electrically.
The rudder semi-circular scale and pointer trim indicator on the
center pedestal shows the position of the rudder trim tab. Trim
tab travel is 11° ±1° left and right.
Horizontal Stabilizer
The horizontal stabilizer is an airfoil attached to the top of the
vertical stabilizer, which provides stability in pitch. Reposition-
ing the horizontal stabilizer with a dual motor, screw-jack type
actuator produces pitch trim.
Mach Trim
The Mach trim system provides automatic pitch trim compensa-
tion at operation of airspeeds above 0.70 Mach. The system
operates through a Mach trim computer and a primary pitch

Learjet 55 Developed for Training Purposes 4E-9

March 2002
CAE SimuFlite

trim motor, which activates to induce the required 1 lb. of con-

trol yoke force with a 6 KTS airspeed change whenever the
autopilot is disengaged or inoperative. The Mach trim system
engages automatically upon reaching 0.70 Mach.
A malfunction circuit automatically disengages the Mach trim
system and alerts the crew both visually with the red
MACH TRIM annunciator on the glareshield and aurally with
the overspeed warning horn, if the Mach speed is greater than
0.74 Mach.
With the aircraft on the ground, the SYS TEST switch on the
center switch panel at MACH TRIM, and the center button
pressed, a test of the Mach trim system occurs. This test also
checks the Mach trim/overspeed warning circuits and causes
the overspeed warning horn to sound when the Mach trim dis-
engages.
Pressing the MACH TRIM test button simulates continuous
Mach trim operation with the primary trim system operating.
The Mach monitor detects the continuous trim signal as a Mach
trim computer output error. The monitor removes power from
the primary trim and illuminates the red MACH TRIM and
amber PITCH TRIM annunciators.
Pressing the MACH TRIM test button in flight resynchronizes
the Mach trim system to the horizontal stabilizer position and
existing Mach speed.
Pitch Trim
Repositioning the horizontal stabilizer with a dual-motor actua-
tor results in pitch trim. The primary trim motor is operated by
the primary pitch trim switches. The secondary pitch trim switch
and the autopilot control the secondary trim motor. A speed
controller in the primary pitch system changes trim rate as a
function of horizontal stabilizer trim position (6.5 on trim indica-
tor). The speed controller allows high trim rates for takeoff or
approach and low trim rates for cruise. A trim speed monitor in

4E-10 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

the speed controller warns of a trim speed error. The primary

and secondary pitch trim systems are electrically independent.
The PITCH TRIM indicator displays the degree of the horizon-
tal stabilizer trim in increments of one to eleven degrees nose-
up to nose-down. An index mark at the 6.5 position separates
the high and low trim rate ranges.
The amber PITCH TRIM annunciator illuminates for any of the
following:
Q when the trim speed monitor detects a trim rate fault
Q the pitch trim selector switch selected to OFF and DC power
is applied to the aircraft
Q the wheel master switch pressed
Q attempting to trim using the control wheel trim switch when
the pitch trim selector switch is in SEC.
Q on the ground, the annunciator indicates the pitch trim is
more than 1.2° outside the takeoff segment on the pitch trim
indicator.
In flight, the simultaneous illumination of the PITCH TRIM and
MACH TRIM annunciators indicates a Mach trim computer
output error. If this occurs, the Mach monitor removes power
from the primary trim motor, which disables the Mach trim and
primary trim. To regain use of the primary trim, set the primary
trim switch to OFF then PRI. To regain Mach trim, move the
rotary TEST switch to MACH TRIM and press the TEST but-
ton; this resynchronizes the Mach trim system to the horizontal
stabilizer position and existing Mach speed.
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.

Learjet 55 Developed for Training Purposes 4E-11

March 2002
CAE SimuFlite

Control Wheel Master Switches

Each control wheel’s outboard horn has a control wheel master
switch (MSW) beneath the control wheel trim switch. In addition
to their other functions, either MSW, when pressed, inhibits pri-
mary and secondary pitch trim. When using the MSW to inhibit
the primary pitch trim, the primary pitch trim does not resume
until the release of the MSW. Until the release of the MSW, the
secondary pitch trim remains disabled.
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:
Q FWD
Q
OFF
Q
AFT.
Selecting FWD or AFT moves the electrically controlled actua-
tor to adjust the pedals to the desired position. 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 (dutch roll) through a dual (primary and secondary) yaw
damper system.
Both yaw damper systems for the Learjet 55 must be opera-
tional for flight. Engage the yaw damper from engine start to
shutdown except for takeoff, retrimming the rudder and No Flap
Landing.
While taxiing, the yaw damper delivers better steering feel and
improves nosewheel centering through the rudder pedals. Yaw
damper authority adjusts with the flaps extended beyond 3.
Pressing the wheel master switch disengages the yaw damper.

4E-12 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

The J.E.T. yaw dampers in the Learjet 55 require 28V DC and

115V AC of power.
The Learjet 55B’s primary yaw damper is part of the Collins
autopilot system and does not require AC power. The second-
ary yaw damper manufactured by J.E.T. operates indepen-
dently of the autopilot.
Both yaw dampers for the Learjet 55/55B must be operational
for flight with one engaged after takeoff and operated con-
stantly, except when trimming the rudder, and the yaw damper
must be disengaged prior to touchdown if landing with zero
flaps.
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.
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.
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 pri-
mary (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 disen-
gaged.
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

Learjet 55 Developed for Training Purposes 4E-13

March 2002
CAE SimuFlite

does a self test. Engagement of one damper throughout the

flight, except for takeoff and while trimming rudder, is required.
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.
Trim-in-Motion Audio Clicker
A trim-in-motion audio clicker system alerts the crew of hori-
zontal 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.

Secondary Flight Controls

Electrically controlled and hydraulically operated secondary
flight controls include the following:
Q flaps
Q spoilers.
Flaps
The flaps attach to the rear wing spar with tracks, rollers, and
hinges. Full flap travel is from 0 to 40, and interconnecting
cables and pulleys synchronize flap movement throughout the
range of flap travel.

4E-14 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

The preselect flap switch on the right side of the pedestal oper-
ates the electrically controlled and hydraulically actuated sin-
gle-slotted flaps. The switch has four positions: UP, 8, 20, DN.
On S/N 3 to 126, if a DC electrical power loss occurs, the
EMERG BAT 1 (ON) sends electrical current to the flap control
valve and the flap selector. On S/N 127 and subsequent,
selecting emergency bus supplies power to the flaps from the
Right EMERG bus. If the aircraft batteries contain sufficient
electrical power, the flaps operate.
Flap Position Indicator
A flap position indicator on the instrument panel provides a
visual indication of flap position.
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 will lower the flaps
until the airflow pressure exceeds the limit of the relief valve;
the flaps remain at this position until airspeed reduction occurs,
then the flaps continue the extension to the preselected posi-
tion.
The flap position indicator does not operate if a loss of DC
power occurs with the selection of flaps through the
EMERG BAT 1 position.
Spoiler Operation
The spoiler (EXT or RET) switch extends or retracts the spoil-
ers. Setting the switch to extend applies power to the spoiler
computer through its SPOILER CB on the copilot ESS B bus
(Learjet 55B/C, right EMER bus).
The amber SPOILER annunciator on the glareshield illumi-
nates when either spoiler is more than 1° from the retracted
position. The light flashes whenever the spoilers are extended
and flaps are selected beyond 3.

Learjet 55 Developed for Training Purposes 4E-15

March 2002
CAE SimuFlite

The spoilers provide a more positive roll control at slow air-

speeds during approach. The Spoileron Mode automatically
engages when flaps are selected beyond 25 degrees.
In the event of a malfunction, (6° split between spoilers in
Spoiler Mode or 6° split between spoiler and associated aileron
in the Spoileron Mode) a monitor circuit automatically disen-
gages 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/spoile-
rons are inoperative inflight whenever the amber AUG AIL or
SPOILER MON lights are illuminated and/or 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 nor-
mally 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.
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; when not incorporating SB 55-27-7,
AMK 55-84-7A, or AAK 55-83-4, increased calculated landing
distance by 4% (by 15% if the spoilers are inoperative) to allow
for longer spoiler extension time on unmodified aircraft.
Autospoiler Mode
On S/N 065, 087, and subsequent and aircraft with AAK 55-
83-4, a switch on the forward pedestal assembly controls the
autospoiler system. In ARM, the spoilers deploy automatically
(in one to four seconds) with weight-on-the-gear (closing the
squat switches) and throttle levers at IDLE. The one-to-four
second time delay prevents spoiler deployment on a bounced
landing.

4E-16 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

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 opera-
tion. Normal selection of extension or retraction modes over-
rides the autospoiler mode.
Arm the autospoiler system for landing on S/N 117 and subse-
quent, and prior aircraft with AAK 55-85-1. Without the mod-
ification, do not arm the system for landing.

Stall Warning System

(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 an aerodynamic stall. The system consists of
the following:
Q left and right stall vanes
Q a two channel computer-amplifier
Q
flap position switches for each flap
Q an altitude switch in each airspeed/Mach indicator
Q two 0.5g accelerometers
Q
a stick nudger
Q a stick pusher
Q a stick shaker for each crew position
Q
a stall margin indicator for each crew position
Q
L and R STALL warning annunciators
Q L and R STALL WARN switches.
The flap position and altitude switches provide bias information
to the computer-amplifier, which shifts stall indication speeds
downward as the flaps go from 0° to 40° and shifts stall indica-

Learjet 55 Developed for Training Purposes 4E-17

March 2002
CAE SimuFlite

tion speeds approximately 10 kts upwards at approximately

18,000 ft pressure altitude.
The nudger control circuits utilize the autopilot pitch axis cir-
cuitry to pulse the elevator servo. With the engagement of the
autopilot, activation of the nudger cancels any selected autopi-
lot 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.
As the AOA increases to a speed approximately 7% above the
pusher speed for the appropriate configuration, the stall mar-
gin-indicator pointers enter the yellow segment, the L and
R STALL annunciators illuminate and flash, and the stick shak-
ers and stick nudger actuate. Should the AOA 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 altitude.
The red L/R STALL warning annunciators in the glareshield
annunciator panel indicate an impending stall or a system mal-
function. During flight operations, the annunciators flash if the
shaker actuates. The annunciators pulse at the same fre-
quency 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 illumina-
tion 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.

Stall Warning System

(Learjet 55C)
The stall warning system for the Learjet 55C provides flight
control information to the crew (visual and tactile warning) rela-
tive to an impending aerodynamic stall. The system consists of
the following:

4E-18 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

Q left and right stall vanes on the forward fuselage

Q a two channel computer-amplifier
Q shaker interrupt box
Q flap position switches for each flap
Q two 18,000 ft altitude switches
Q a stick shaker for each crew position activated by the Mach
indicator for the associated crew position
Q
stall margin indicator for each crew position
Q L and R STALL warning annunciators.
The flap position switches provide bias information to the com-
puter-amplifier, which decreases stall warning speeds as the
flaps go from 0° to 40°. Above approximately 18,000 ft pres-
sure altitude, the altitude switches bias the system to increase
stall warning speeds approximately 15 kts.
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.
The stall margin indicator pointers enter the yellow segment,
the L and R STALL annunciators illuminate then flash, and the
stick shakers actuate when the angle of attack increases to an
angle corresponding to an airspeed at least 7% above the stall
speed published in the Airplane Flight Manual.
The red L and R STALL warning annunciators in the
glareshield annunciator panel indicate an impending stall or a
system malfunction. During flight operations, the annunciators
illuminate and flash if the shaker actuates. The annunciators
pulse at the same frequency and duration as the shakers. The
flash frequency increases as the AOA increases from initial
shaker actuation. At or just prior to the stall margin pointer

Learjet 55 Developed for Training Purposes 4E-19

March 2002
CAE SimuFlite

entering the red segment, the flash frequency is sufficient to

cause the annunciators to appear steady.
On S/N 101, 105, 107, and subsequent; and aircraft with
AMK 55-84-4, the stall warning system includes an ALFA DOT
airspeed sensing and signal biasing unit. Aircraft without the
improvement are restricted from performing intentional stall
maneuvers with the aircraft’s center of gravity aft of 17% MAC.
On S/N 003 to 134, the test circuit (i.e., rotary test switch) oper-
ates 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 air-
craft 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 approxi-
mately one second to indicate proper operation of the horn and
the applicable 0.5g accelerometer. The corresponding stall
margin indicator pointer begins to sweep from the green seg-
ment toward the red segment.
As the pointer passes the green-yellow margin, the stick-
shaker actuates, the stick nudger actuates and the L STALL
annunciator flashes. As the pointer passes the yellow-red mar-
gin, 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,

4E-20 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

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 seg-
ment. As the pointer passes the green-yellow margin, the stick-
shaker and stick nudger actuate and the R STALL annunciator
flashes. As the pointer passes the yellow-red margin, the
pusher replaces the nudger action. After a brief interval of full
pusher force, the needle sweeps back to the yellow or green
segment. If the needle remains in the yellow segment, the
shaker and nudger continue to run until the release of the test
button.
Upon completion of both stall tests, repeat the right stall test
with either control wheel master switch depressed. Verify that
as the stall margin indicator needle moves through the arc, the
nudger and pusher do not actuate, and the failure tone sounds.
The final test is to operate the flaps through a complete exten-
sion or retraction sequence and check that both stall margin
indicator needles make one significant shift in position.
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 illumi-
nate, and the red L STALL warning annunciator flashes. High
frequency vibration of the control column verifies shaker actua-
tion. 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

Learjet 55 Developed for Training Purposes 4E-21

March 2002
CAE SimuFlite

needle passes the green-yellow margin, the shaker actuates,

the MASTER WARNING lights illuminate, and the red
R STALL warning annunciator flashes. High frequency vibra-
tion of the control column verifies shaker actuation. Release
the test button.
Stall Fences
The stall fences help reduce the spanwise progression of a stall
from the top of the wing to the tip and thereby provide improved
aileron control at or near stalling speed.
On S/N 003 to 086 without AAK 55-83-4, a stall strip is on
each 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.
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 out-
board of WS 195.5 and the other outboard of WS 231.3. Addi-
tional 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.

Mach/Overspeed Warning System

The Mach/overspeed warning system warns the pilot if the air-
craft exceeds VMO or MMO. An overspeed horn sounds when
the airspeed exceeds 300 kts below 8,000 ft or when the air-
speed 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

4E-22 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

the nose up to aid in reducing airspeed. Pressing the wheel

master switch interrupts the stick puller.
For the Learjet 55, a switch module senses indicated airspeed
in excess of 300 kts, flight altitude below 8,000 ft, and 0.74
Mach. If airspeed exceeds 0.74 with the autopilot disengaged
and Mach trim inoperative, the speed switch turns on the over-
speed warning horn. The warning horn also sounds when the
indicator needle coincides with the barberpole above 8,000 ft,
which occurs at 350 kts indicated airspeed and between 0.81
and 0.79 Mach.
The airspeed warning system uses switches in either the Mach/
airspeed indicators or separate ADC-driven switches to acti-
vate 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:
Q
300 ±5 KIAS (VMO) below 8,000 ft
Q 350 ±6 KIAS (VMO) between 8,000 and 24,000 ft
Q 0.81 Mach (MMO) between 24,000 and 37,000 ft
Q
0.81 Mach (MMO) varying to 0.79 Mach (MMO) with altitude
changes from 37,000 and 45,000 ft
Q 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 air-
speed reaches two to six kts. above the overspeed warning
activation speed. The stick puller also activates above 24,000

Learjet 55 Developed for Training Purposes 4E-23

March 2002
CAE SimuFlite

ft. if airspeed increases 0.005 to 0.015 Mach above the warning

system activation speed.
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.
With the autopilot not engaged, the Mach trim system inopera-
tive; when the Mach speed exceeds 0.74, the overspeed PCB
turns on the overspeed warning horn.
On the Learjet 55B and 55C, the system activates with the
autopilot engaged and the Mach trim system operative if air-
speed exceeds:
Q 302 ±3 KIAS (VMO) below 8,000 ft
Q 352 ±3 KIAS (VMO) between 8,000 and 23,600 ft
Q 0.81 to 0.82 Mach (MMO) between 23,600 and 37,000 ft
Q 0.80 to 0.81 Mach (MMO) between 37,000 and 43,500 ft
Q 0.79 to 0.80 Mach (MMO) between 43,500 and 51,000 ft.
With the autopilot disengaged and the Mach trim system not
operative, the aural warning sounds when Mach number
exceeds 0.74 (MMO).
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 auto-
pilot 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

4E-24 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

autopilot on, the system disengages altitude hold and com-

mands a slight pitch-up attitude with the stick puller. If the flight
director is in the active mode, the system disengages altitude
hold and commands a pitch-up attitude on the altitude com-
mand bars; there is no stick puller command.

Learjet 55 Developed for Training Purposes 4E-25

March 2002
CAE SimuFlite

Flight Controls
Ailerons

Power Source Left Essential B bus

Control Control wheel

Monitor Trim indicator

Protection ROLL TRIM CB

Aileron balance tabs

Elevators

Power Source Left Essential B bus

Distribution Mechanical cables and pulleys

Control Control wheel

Stall warning pitch actuator (Learjet 55/55B)
Autopilot pitch actuator
J.E.T. servo for autopilot, stall pusher, and
mach puller (Learjet 55/55B)
Collins autopilot servo and J.E.T. servo
for stall position and mach puller
(Learjet 55B)
Collins servo for autopilot (Learjet 55C)

Monitor 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)

4E-26 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

Flaps

Power Source Hydraulic pressure

Right Essential B bus

Control Preselect flap position switches

Monitor Flap indicator

Protection Mechanical flap interconnect

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

Learjet 55 Developed for Training Purposes 4E-27

March 2002
CAE SimuFlite

Pitch Trim – Horizontal Stabilizer

Power Source Learjet 55

Battery Charging bus
Essential B L/R buses
Learjet 55B/C
Battery Charging bus
Right Battery bus
Right Emergency bus

Control Switches
Control wheel
PRI/OFF/SEC
Pedestal trim
Autopilot
Monitor PITCH TRIM annunciator
Trim indicator
Trim speed monitor
Audio trim in motion “clicker”
Flaps 3°

Protection Circuit breakers

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.

4E-28 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

Spoilers

Power Source Control

Right Essential B bus (Learjet 55)
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

Protection Circuit breakers

Squat switches
Autospoiler mode (ARM position): one- to
four-second time delay that prevents
spoiler deployment on bounced landing

Learjet 55 Developed for Training Purposes 4E-29

March 2002
CAE SimuFlite

Stall Warning System

Power Source Hot Battery L/R buses

Essential B 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
Stick shaker (each crew position)
Stall margin indicator (each crew position)
STALL L/R warning annunciators

Protection Circuit breakers

Current limiters
GPU overvoltage – 33V DC
Generator overvoltage – 31V DC
Inverter overcurrent – 60A
Main/Power bus overcurrent – 90A
Generator – 325A continuous

WARNING: 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 informati-
onto be unreliable.

4E-30 Developed for Training Purposes Learjet 55

March 2002
 Flight Controls

WARNING: On Learjet 55B, even small accumulations of

ice on the wing leading edge can cause aerodynamic stall
prior to activation of the stick pusher, nudger, and/or
pusher. In addition, these accumulations may cause stall
margin indicator information to be unreliable.

WARNING: On Learjet 55C, even small accumulations of

ice on the wing leading edge can increase stall speed and
may degrade stall characteristics.

Yaw Damper

Power Source Learjet 55 dual yaw dampers

Computer – 115V AC L/R buses
Actuator – Left Essential B bus (28V DC)
Learjet 55B dual yaw dampers
Primary (Collins) – Left Essential B bus
(28V DC)
Secondary (J.E.T.) – Left 115V AC bus
and Emergency bus
Learjet 55C single yaw damper
Left Essential B bus
Emergency bus

Control Yaw damper control panel buttons

PRI
SEC
ENG
PWR

Protection Circuit breakers

Learjet 55 Developed for Training Purposes 4E-31

March 2002
CAE SimuFlite

4E-32 Developed for Training Purposes Learjet 55

March 2002
L5CRH-FSpg1-4FO.fm Page 1 Friday, May 25, 2007 9:45 AM

Fuel System
Fuel System

Learjet 55 Developed for Training Purposes 4F-1

March 2002
CAE SimuFlite

Fuel Vent System

4F-2 Developed for Training Purposes Learjet 55

March 2002
 Fire Protection

Single-Point Pressure Refueling System

Learjet 55 Developed for Training Purposes 4F-3

March 2002
CAE SimuFlite

Aft Fuselage Tank

4F-4 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

Fuel System
The fuel system includes the following subsystems:
Q a storage system that includes the wing tanks and fuselage
tank(s), vents, and quantity indicators
Q 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.
Fuel filler ports on the upper surface of each wing near the
winglets and a filler on the top RH side of the fuselage fuel cell
provide access for all fueling operations. An optional single-
point pressure refueling system is also available.
Integral wing tanks and a bladder fuel cell in the fuselage pro-
vide fuel storage. An optional fuel tank may be installed in the
aft fuselage baggage compartment inside the passenger cabin.

Fuel Storage
Wing Tanks
The full-span, integral wing tanks are the main fuel tanks. Sep-
arated by the center bulkhead, they are formed by sealing the
wing structure. Together, the wing tanks store 425 gallons
(2,848 pounds) or usable fuel.
Fuselage Tank
The single bladder cell fuselage tank behind the aft pressure
bulkhead between the engines has a capacity of 573 gallons
(3,842 pounds) of fuel. Two transfer lines, valves, and pumps in
the tank provide transfer capability between the fuselage tank
and the wing tanks.
A fuselage-full float switch terminates fuel transfer and illumi-
nates the green FUS TANK FULL indicator to alert the pilot
that the fuselage tank is full and that the TSFR/FILL switch
should be moved to OFF.

Learjet 55 Developed for Training Purposes 4F-5

March 2002
CAE SimuFlite

The fuselage single-point pressure refueling manifold and filler

port are inside the fuselage tank. Illumination of the FUS CAP
light indicates the fuselage filler cap is not properly secured.
The fuselage tank is refueled by any of three methods: by the
wing 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.
Aft Fuselage Tank
An optional aft fuel tank, with a capacity of 54 gallons (359
pounds), can be installed in lieu of the aft unpressurized bag-
gage compartment. The tank is a single bladder that has a
transfer valve, pump, and line connecting the aft fuselage tank
to the left transfer line of the fuselage tank.
Illumination of the 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 AFT FUS TANK FULL light
indicates the aft fuselage tank is full.
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 condi-
tions.
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 pre-
vent fuel from flowing out through the vent when the associated
wing is full.

4F-6 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

Fuel Quantity Indication

Fuel Quantity Selector/Indicator
The fuel quantity selector/indicator is a four-position rotary
switch for reading fuel quantity in each tank as well as total
quantity. Each position is labeled with the name of its corre-
sponding tank and its capacity; the TOTAL position reads quan-
tity in all tanks combined. Usable tank capacities labeled on the
selector switch are based on fuel density of 6.7 pounds per gal-
lon.
The FUEL QUANTITY indicator shows pounds of fuel in incre-
ments of 1,000 pounds for the fuel tank indicated. The quantity
indicated on the gage 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 quan-
tity indication occurs with 350 pounds remaining.
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 sup-
plies voltage to the fuel monitor computer to operate the fuel
counter and fuel flow gage.

Fuel Distribution
Fuel is transferred to the wing tanks by any of four methods:
normal fuel transfer, auxiliary fuel transfer, rapid fuel transfer,
and gravity transfer. During the normal fuel transfer, the left
fuselage tank transfer pump feeds fuel into both wing tanks.
During the auxiliary fuel transfer, the right fuselage tank trans-

Learjet 55 Developed for Training Purposes 4F-7

March 2002
CAE SimuFlite

fer pump feeds fuel into both wing tanks. Fuel transfers at 50
pounds per minute in both the normal and auxiliary modes.
For rapid fuel transfer, both the normal and the auxiliary fuel
transfer modes energize. During gravity fuel transfer, fuel flows
to both wing tanks through both transfer lines.
The fuel distribution/control system consists of two indepen-
dent systems – one for each engine. Each system consists of
the following components:
Q fuel pumps, including two jet pumps, an electric standby
pump, and an electric scavenge pump
Q a fuel filter
Q fuel valves, including a shutoff valve, a motive flow valve,
and fuel supply line check valves
Q fuel drains
Q a low pressure switch
Q control relays.
The fuel control panel on the center pedestal manages fuel dis-
tribution with relays in the fuel control relay panel in the aft sec-
tion under the air conditioner compressor assembly. A single-
point pressure refueling panel is on the right side of the fuse-
lage above the trailing edge of the wing.

Components
Fuel Pumps
Each of the two distribution systems contains three types of
pumps: two jet pumps, an electric standby pump and an elec-
tric scavenge pump.
Jet Pumps
The jet pumps have no moving parts and operate on the venturi
principle. When the JET PUMP switch is set to ON, the motive
flow valve opens. High pressure fuel from the engine-driven

4F-8 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

fuel pump is directed through a nozzle in the jet pump to draw

fuel from the tank.
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 associ-
ated jet pump switch setting.
The JET PUMP switches normally remain ON. Setting a
JET PUMP switch OFF closes the corresponding motive flow
valve and prevents fuel system pressurization until the standby
pumps are energized.
Standby Pumps
An electric standby pump is adjacent to the fuel pump. The
submerged standby pump is used for fuel crossflow, fuselage
fill operation, and engine starting; it also provides standby fuel
flow in the event a jet pump fails. Switches on the fuel control
panel actuate the standby pumps, which provide a maximum
output flow of 18 PSI.
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.

Learjet 55 Developed for Training Purposes 4F-9

March 2002
CAE SimuFlite

Scavenge Pumps
An electric submerged scavenge pump in the forward section
of the wings near the fuselage pumps fuel to the main jet
pumps. Both scavenge pumps are activated automatically
when the amber LOW FUEL annunciator illuminates. The
pumps may be tested during preflight by pressing the annunci-
ator TEST button on the glareshield and listening for the audi-
ble sound of the pump operation.
Fuel Filters
Each engine has two low pressure fuel filters: one on the
engine fuel control and one in the feed line to the engine. The
filters in the main fuel line from tank to engine remove contami-
nants from the fuel before it enters the engine. They are
mounted in the tailcone equipment bay on the aft bulkhead of
the fuselage fuel tank.
A switch connected to the bypass illuminates the amber FUEL
FILTER annunciator when a pressure differential indicates that
bypass of either fuel filter is imminent.
On the ground, the tailcone fuel filters (secondary filters) illu-
minate the amber FUEL FILTER annunciator through the
squat switch. In flight, the differential pressure switch for the
tailcone filters is disabled through the squat switch.
In flight, the engine-driven fuel pump fuel filter (primary filter)
takes priority. If the filter becomes contaminated or if ice forms
on the filter, a differential of 6-8 PSID across the filter element
illuminates the FUEL FILTER annunciator. If the differential
pressure exceeds 9-14 PSID, fuel bypasses around the filter.

Fuel Valves
Firewall Shutoff Valve
Each distribution system incorporates a fuel shutoff valve in the
engine feed line adjacent to the fuel filters. The electrically
operated shutoff valves are two-position (open and closed)

4F-10 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

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.
Motive Flow Valve
The motive flow valves are on the aft fuselage fuel tank bulk-
head above the fuel filters. The jet pump switch electrically con-
trols the two-position (open/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.
Crossflow Valve
The crossflow valve, controlled by the CROSSFLOW switch on
the fuel control panel, permits transfer of fuel between wing
tanks.
CROSSFLOW Switch
Placing the CROSSFLOW switch in the OPEN position opens
the crossflow valve for fuel transfer between wing tanks; a dis-
agreement light illuminates when the crossflow valve position
does not correspond to the setting on the crossflow, transfer/fill,
or fuselage valve switches. Placing the switch in the CLOSE
position closes the crossflow valve to prohibit fuel transfer
between wing tanks. A green (amber fuel XFLO on Learjet
55B/C) FUEL CFLO annunciator on the glareshield illuminates
when the crossflow valve is open.

Learjet 55 Developed for Training Purposes 4F-11

March 2002
CAE SimuFlite

Fuel Supply Line Check Valve

The fuel supply line check valve is adjacent to, and down-
stream from, the jet pump in the wing. These flappertype check
valves prevent fuel from being pumped backward through each
pump by its adjacent pump. A small orifice in the flapper allows
fuel to drain back from the engines after engine shutdown.
Fuel Drains
Quick-drain valves are provided in the fuel lines, the crossflow
lines, the vent system lines, the fuel computer lines, and the
fuel filters, in addition to each fuel tank. These push-to-open
type drain valves are semi-flush and externally-mounted to
allow draining of sediment, moisture, and/or fuel from the sys-
tem.

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.
Normal Operations
During normal operations, each engine receives fuel via its jet
pump at 10 to 12 PSI from its respective tank. During engine
start, the electric standby pumps supply fuel to the engines.
With the L/R FUEL CMPTR switches ON and the START-GEN
switch in START, the standby pump is energized; this moves
fuel through the fuel filter and firewall valve to the engine-driven
fuel pump (refer to Powerplant chapter). IGN is operative and
fuel is supplied to the engine when the thrust lever is moved out
of CUTOFF. An amber L (or R) FUEL CMPTR annunciator illu-
minates when there is a failure in, or loss of power to, the asso-
ciated computer.
After the engine reaches approximately 45% N2, the fuel com-
puter relay terminates the starting sequence. The ignition is
turned off, and the start relay opens. The starter engagement

4F-12 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

light extinguishes and the standby pump is de-energized when

the START/GEN switch is placed in OFF. After the motive flow
pressure regulator reaches about 300 PSI, the motive flow reg-
ulator supplies motive flow fuel pressure to the jet pumps
through the motive flow valve. A red FUEL PRESS annuncia-
tor illuminates on the glareshield if fuel pressure to the associ-
ated engine drops below 2.75 PSI.
Crossflow Operations
Crossflow normally is not used during a routine flight; however,
it may be required to balance the fuel load during single engine
operations or if an uneven load was acquired during fueling.
To initiate crossflow operations, position the CROSSFLOW
switch to OPEN (green FUEL CFLO annunciator on Learjet
55 or amber FUEL XFLO annunciator on Learjet 55B/C illumi-
nates); this applies power to open the crossflow valve. The
crossflow valve opens automatically during fuselage tank filling
or fuel transfer. Switch on the standby pump on the heavy wing
to transfer the fuel to the light wing; switch the light wing
standby pump off.
To terminate crossflow operations, position the CROSSFLOW
switch to CLOSED and the STANDBY PUMPS switches to
OFF.

Fuel Transfer
XFR-OFF-FILL Switch
Moving the XFR-OFF-FILL switch to XFR opens the left trans-
fer valve and crossflow valve. It turns the left transfer pump on
and disables the standby pumps; the transfer pump then trans-
fers fuel from the fuselage tank into the wing tanks.
Moving the switch to the OFF position from XFR closes the
transfer and crossflow valves and turns the transfer pumps off.
Moving the switch to OFF and the FILL position closes the
transfer and crossflow valves and turns the wing standby
pumps off.

Learjet 55 Developed for Training Purposes 4F-13

March 2002
CAE SimuFlite

With the switch in the FILL position, the transfer and crossflow
valves open and the wing standby pumps turn on.
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 malfunc-
tions.
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.
FUS TANK XFR-OFF-FILL Switch
The FUS TANK XFR-OFF-FILL switch operates the left fuel
transfer system and fills the fuselage tank from the wing tanks.
With the switch set to FILL, fuel pumps into the fuselage tank
from the wing tanks until the switch is placed in OFF or the
fuselage tank float switch actuates, illuminating the green
FUS TANK FULL light. Place the switch to OFF to extinguish
the FUS TANK FULL light.
With the switch set to XFR, the left transfer pump energizes.
Fuel then pumps from the fuselage tank to the wing tanks until
the wing gloat switches actuate. If the squat switch is in the air
mode, the applicable green WING FULL light illuminates (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).
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

4F-14 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

illuminates (or the squat switch goes into the air mode), the
XFR-FILL switch disengages and goes to the OFF position.
FUS TANK GRAVITY XFR Switch
The FUS TANK GRAVITY XFR switch panel initiates fuse-
lage fuel transfer without using the transfer pumps. The switch
has two positions: OPEN and CLOSED.
With the switch set to OPEN, fuel gravity flows from the fuse-
lage 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.
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 sys-
tem, aux transfer allows rapid transfer of fuselage fuel. The
switch has two positions: AUX XFR and OFF.
Moving the switch to AUX XFR pumps fuel 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 extin-
guishes the FUS TANK EMPTY and WING FULL lights, if
illuminated.
Actuation of the wing float switches has no effect on the auxil-
iary (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

Learjet 55 Developed for Training Purposes 4F-15

March 2002
CAE SimuFlite

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.
AFT FUS XFR-OFF-FILL Switch (if installed)
To fill the aft fuselage tank, move the AFT FUS TANK XFR-
OFF-FILL switch to FILL. A float switch in the aft tank turns on
the green aft fus tank FULL light, turns off the transfer pump
and closes the aft transfer valve when the aft tank is full.
The aft tank can also be filled through the single-point pressure
refueling system.
To transfer fuel from the aft fuselage tank, the
AFT FUS TANK XFR-OFF-FILL switch is moved to XFR.
When the main fuselage tank is full, the float switch in the main
fuselage tank turns on the green fuselage tank FULL light.
When the aft fuselage tank is empty, the pressure switch (0.25
PSI) in the transfer line turns on the white
AFT FUS TANK EMPTY light on the fuel panel. The switch is
turned off to shut off the pump and the EMPTY light.
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 fuse-
lage 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 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 wing FULL lights do not come
on, and the pump continues to operate until the switch is turned
off. When the aft fuselage tank is nearly empty and fuel transfer

4F-16 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

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 lights and
closes the transfer valve.

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 fol-
lowing components:
Q a pilot valve and shutoff valve in each wing tank and fuse-
lage tank
Q vent valve check valve
Q solenoid valve
Q
fueling adapter
Q two manually-operated precheck valves
Q refueling lines
Q
precheck lines pilot lines
Q refueling control panel
Q a relay box.
On aircraft with the aft fuselage tank, the single-point pres-
sure refueling system also includes an aft fuselage tank full
pilot valve, an aft fuselage tank shutoff valve, a fuel shut-off
solenoid valve, a precheck line check valve, a pilot line, a fill
line and an orifice plate in the fill line.
A REFUEL TOTAL-OFF-PARTIAL switch and a
REFUEL AFT FUS FILL-OFF switch (if the aft fuselage tank
is installed) are on the control panel. On aircraft 55-127 and
subsequent, a single-point pressure refueling battery switch on

Learjet 55 Developed for Training Purposes 4F-17

March 2002
CAE SimuFlite

the precheck panel allows application of electrical power to the

single-point pressure refueling system in lieu of applying electri-
cal power to the aircraft through the battery switches on the cen-
ter 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.
CAUTION: A pre-check should be made of the refueling-
system before attempting a partial or total fill of the system.

NOTE: The TOTAL/PARTIAL switch must be in TOTAL

position for system pre-check. If the switch is in thePARTIAL
position during pre-check, only wing pilot valves will be
tested.

CAUTION: If fuel flow does not stop within 20 seconds, do

not use single-point refueling.

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.
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.

4F-18 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

When TOTAL is selected and refueling pressure begins, the

fuselage tank shutoff valve opens and admits fuel into the fuse-
lage tank. The tank’s shutoff valve stops fuel flow from the
refueling truck when the tank is full.
With the refuel selector switch in PARTIAL, the wing tanks fill
first, then the fuselage tank fills. This position is useful when
conditions require full wings and less than full fuselage fuel.
Selecting only the wings permits incoming fuel until both the left
and right wing full float switches actuate. With both float switches
closed, the fuselage solenoid receives power and opens, and
the fuselage tank fills.
The WING position of the refuel selector is applicable only to
aircraft with the aft fuselage fuel tank. Placing the switch in
WING fills the wings only, or fills the wing tanks simultaneously
with the aft fuselage tank.
AFT FUS 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 positions 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.
With switch in OFF, the aft fuselage tank does not fill.

Refueling
Refuel the aircraft through the filler ports on the upper surface
of each wing near the winglets and through a filler in the top RH
side of the fuselage fuel cell. An optional single-point pressure
refueling system can also be used to fuel the aircraft. Approved
grounding procedures for the aircraft and fuel truck must be fol-
lowed during refueling. Anti-icing additive is not required when
single-point pressure refueling system is installed. However, for

Learjet 55 Developed for Training Purposes 4F-19

March 2002
CAE SimuFlite

microbial protection, an approved biocidal additive is recom-

mended to be used at least once a week for aircraft in regular
use and whenever a fueled aircraft will be out of service for a
week or more.
Fuselage Tank Filling
To fill the fuselage tank, move the XFR-OFF-FILL switch to
FILL. When the fuselage tank is full, a float switch in the fuse-
lage 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-OFF-FILL switch in XFR. When 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.
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.
Pressure applied to the vent valve provides DC power to the
green VENT OPEN light and to the fuselage solenoid valve. If

4F-20 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

the vent valve is not actuated, the fuselage tank does not fill
because the solenoid valve cannot open.

Learjet 55 Developed for Training Purposes 4F-21

March 2002
CAE SimuFlite

Fuel System
Power Source Essential B L/R buses
Engine-driven fuel pressure motive flow

Distribution Wing tanks to jet pump to 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
Jet or 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
CROSS FLOW OPEN
Annunciators
LOW FUEL
FUEL PRESS L/R
FUEL FILTER
FUEL CMPTR L/R
FUEL CFLO (Learjet 55)
FUEL X’FLO (Learjet 55B/C)

4F-22 Developed for Training Purposes Learjet 55

March 2002
 Fuel System

Fuel System (cont.)

Protection Circuit breakers
Float switch: fuselage tank overfill protection
Firewall shutoff valve
Fuel vent for negative pressure relief –
wing tank
Overpressure relief (center bulkhead)

Learjet 55 Developed for Training Purposes 4F-23

March 2002
CAE SimuFlite

This page intentionally left blank.

4F-24 Developed for Training Purposes Learjet 55

March 2002
L5CRH-HSpg1-2FO.fm Page 1 Friday, May 25, 2007 10:06 AM

Hydraulic System
Hydraulic System

Learjet 55 Developed for Training Purposes 4G-1

March 2002
L5CRH-HSpg1-2FO.fm Page 2 Friday, May 25, 2007 10:06 AM

CAE SimuFlite
This page intentionally left blank.

4G-2 Developed for Training Purposes Learjet 55

March 2002
L5CRH-HS_pg3-8.fm Page 3 Tuesday, June 5, 2007 11:44 AM

Hydraulic System

Hydraulic System
The Learjet 55 hydraulic system supplies fluid for operation of
the following:
Q brakes
Q landing gear
Q main gear doors
Q flaps
Q
spoilers.
Hydraulic fluid flows from a reservoir through supply lines and
shutoff valves to separate engine-driven pumps and an auxil-
iary hydraulic pump. The engine-driven hydraulic pumps main-
tain fluid under pressure through lines, check valves, and filters
to the hydraulically operated systems upon demand.
The auxiliary pump provides an alternative option for maintain-
ing system pressure.
The hydraulic system operates a 1,550 PSI using MIL-H-5606
red hydraulic fluid.

Components
The hydraulic system consists of the following:
Q
a HYD PRESS indicator
Q a hydraulic reservoir
Q three system filters
Q
two shutoff valves
Q
two engine-driven pumps
Q an accumulator
Q a pressure relief valve
Q
an electric auxiliary pump (see Auxiliary System, this chap-
ter).

Learjet 55 Developed for Training Purposes 4G-3

March 2002
L5CRH-HS_pg3-8.fm Page 4 Tuesday, June 5, 2007 11:44 AM

CAE SimuFlite

HYD PRESS Indicator

The HYD PRESS indicator on the lower center instrument
panel displays system pressure (PSI x 1000). The indicator
markings are at 500 PSI increments with a pointer at the right
margin of the indicator. The pressure range for the indicator is
0 to 2,000 PSI with three color pressure bands:
Q Yellow band – 0 to 1,000 PSI
Q Green band – 1,000 to 1,750 PSI
Q Red line – 1,750 PSI.
Hydraulic Reservoir
The 1.9 gallon capacity hydraulic reservoir in the tailcone
equipment bay supplies fluid for hydraulic system operation.
Prior to reaching the reservoir, engine low pressure (LP) bleed
air travels through the following:
Q a pressure regulator filter
Q a pressure regulator
Q a check valve
Q a reservoir pressure relief valve
Q a reservoir vacuum relief valve.
The reservoir automatically pressurizes to 17 PSI with opera-
tion of either of the engines. This pressure provides a positive
fluid flow to the engine-driven pumps and prevents fluid foam-
ing.
The reservoir design allows for a 0.4 gallon fluid reserve, which
is sufficient to operate the flaps or brakes. The 20 PSI relief
valve in the overhead relief line prevents overpressurization of
the reservoir. Pressure in excess of 20 PSI vents overboard
through the valve.

4G-4 Developed for Training Purposes Learjet 55

March 2002
L5CRH-HS_pg3-8.fm Page 5 Tuesday, June 5, 2007 11:44 AM

Hydraulic System

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.
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 correspond-
ing motor-driven shutoff valve. In addition, the respective fire
extinguisher ENG EXT ARMED annunciator illuminates (see
Fire Protection chapter).
Engine-Driven Pumps
Each engine incorporates one self-regulating, constant pres-
sure, variable volume pump that delivers 4.0 GPM at 1,550
PSI. The pump delivers fluid received from the reservoir and
dispenses it for the operation of hydraulic systems. A shear pin
in the drive shaft protects the engine if the pump seizes.
Accumulator
The cylindrical hydraulic accumulator absorbs and dampens
sudden hydraulic surges and helps maintain system pressure.
An air charging valve and direct-reading pressure gage on the
air side of the accumulator allow servicing of the unit. The
accumulator contains an 850 PSI charge of dry nitrogen or air.

Learjet 55 Developed for Training Purposes 4G-5

March 2002
L5CRH-HS_pg3-8.fm Page 6 Tuesday, June 5, 2007 11:44 AM

CAE SimuFlite

Pressure Relief Valve

The pressure relief valve prevents damage to the hydraulic sys-
tem due to excessive pressure from a hydraulic pump malfunc-
tion or an improperly adjusted ground test cart. The spring-
loaded poppet valve bypasses fluid from the pressure line to
the return line if system pressure exceeds 1,700 PSI.
The Auxiliary system supplies fluid to the hydraulic components
in the event of a malfunction or during engine-off operations.

Auxiliary Hydraulic System

Auxiliary system components are:
Q a LO HYD PRESS annunciator
Q a HYD PUMP switch
Q an auxiliary hydraulic pump.
LO HYD PRESS Annunciator
The LO HYD PRESS annunciator on the glareshield illumi-
nates 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 with the higher pressure switch). The
annunciator illuminates via the system pressure sensed by the
auxiliary hydraulic pump pressure switch.
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. Selection of HYD PUMP (ON) arms the Auxiliary
power circuit, initiating the pump to run with pressure below
1,000 PSI.

4G-6 Developed for Training Purposes Learjet 55

March 2002
L5CRH-HS_pg3-8.fm Page 7 Tuesday, June 5, 2007 11:44 AM

Hydraulic System

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:
Q flap system
Q
landing gear door selector valve
Q landing gear selector valve
Q brake system.
The operations 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 hydrau-
lic system at approximately 0.5 GPM from the auxiliary pump.
Pressure builds to approximately 1,250 PSI to open the pressure
switch and interrupt power to the auxiliary pump. The pump con-
tinues to cycle on and off with the increase and decrease of sys-
tem pressure until the HYD PUMP (ON) switch is moved to
OFF.

Learjet 55 Developed for Training Purposes 4G-7

March 2002
L5CRH-HS_pg3-8.fm Page 8 Tuesday, June 5, 2007 11:44 AM

CAE SimuFlite

Hydraulic Systems
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 gage

Protection Overpressure relief

Auxiliary pump
Auxiliary pump secondary power supply from
Right Emergency bus (Learjet 55B/C)

4G-8 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain
Engine/Nacelle Anti-Ice System

Learjet 55 Developed for Training Purposes 4H-1

March 2002
CAE SimuFlite

Wing Anti-Ice System

4H-2 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain

Wing Anti-Ice System

Learjet 55 Developed for Training Purposes 4H-3

March 2002
CAE SimuFlite

Horizontal Stabilizer Anti-Ice System

4H-4 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain

Windshield Bleed Air Anti-Ice System

Learjet 55 Developed for Training Purposes 4H-5

March 2002
CAE SimuFlite

Windshield Alcohol Anti-Ice System

4H-6 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain

Ice and Rain Protection

This chapter describes the operation of the Learjet 55 ice and
rain protection systems that include wing and horizontal stabi-
lizer 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.
Three sources protect aircraft surfaces from ice and rain:
Q
engine bleed air prevents ice formation on the wing leading
edges, nacelle inlet, fan spinner, and windshield
Q electric heating elements protect the Pt2/Tt2 probes, pressur-
ization static port, stall warning vanes, and the horizontal sta-
bilizer leading edge
Q
a methyl alcohol (methanol) pilot’s windshield anti-ice system
provides a backup for the bleed air anti-icing system.

Ice Detection Lights

During day operation, visually check the lower corners of the
windshield for ice accumulation. Use ice inspection lights dur-
ing night operation, especially if moisture is visible. In addition,
monitor the wing temperature indicator on the center instru-
ment 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
push-button 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.

Learjet 55 Developed for Training Purposes 4H-7

March 2002
CAE SimuFlite

Windshield Ice Detection Lights

When the battery (BAT 1/2) switches are on, two red ice detec-
tion lights on the forward glareshield illuminate the windshield
to reveal any ice or moisture accumulation during night opera-
tion. When particles of ice or moisture form, light refraction
results in the appearance of two red areas approximately 1/2
inches in diameter on the windshield.
The red areas indicate ice when OAT is below freezing and
moisture when OAT is above freezing.
The light on the pilot’s side illuminates an area of the wind-
shield 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.
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.
In case of electrical system failure, the wing shutoff and pres-
sure regulator valve fails closed and wing anti-ice is not avail-
able.
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:

4H-8 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain

Blue – the wing leading edge temperature is below 35°F

(1.7°C), where moisture freezes on the surface. The pointer in
the blue segment with the STAB WING HEAT switch on indi-
cates 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 50°F (10°C) or lower or the
S.A.T. is 41°F (5°C) or lower.
Green – the wing leading edge temperature is above 35°F
(1.7°C), and moisture does not freeze on the surface.
Red – the wing leading edge temperature is above 215°F
(102°C) and requires corrective action.
WING OV HT Annunciator
The red WING OV HT annunciator illuminates if the wing
leading edge heats to 215°F (102°C). An overheat warning
thermoswitch on the inner skin of the right wing leading edge
energizes the annunciator.

Horizontal Stabilizer Anti-Ice System

An electrically operated heating blanket bonded to the horizon-
tal 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.
STAB WING HEAT Switch
The two-position STAB WING HEAT switch on the center
instrument panel controls both the wing and horizontal stabi-
lizer anti-ice systems.
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

Learjet 55 Developed for Training Purposes 4H-9

March 2002
CAE SimuFlite

valve in the bleed air airstream to allow heated air through the
ducting into the wing diffuser tubes for wing anti-icing.
The pressure regulator valve maintains a regulated 15
PSI 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, with at least one generator operat-
ing and the STAB WING HEAT switch on, 28V DC power is
supplied through the stab heat relay box to the sequence timer.
There are seven heating elements in each side of the stabilizer
heating blanket: one parting element at the leading edge, three
elements above, and three elements below. The sequence
timer distributes intermittent electrical power to the elements in
a forward-to-aft sequence of 15 seconds duration each; the cir-
cuit completes a full cycle in approximately three minutes.
Meanwhile, the heating blanket parting element receives con-
tinuous electrical power. During normal stabilizer heat opera-
tion, the aircraft DC ammeters reflect a pulsating current drain
at approximately 60A in 15-second cycles.
The stabilizer heat system is inoperative during engine start
and when the aircraft is on the ground (i.e., the squat switch is
in the ground mode) because the stabilizer heat control circuits
route through a start cutout relay and the right squat switch.
Once the aircraft leaves the ground, if the switch is on, the sta-
bilizer 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 ele-
ments are not receiving electrical power. During flight, this illu-
mination indicates system failure. During ground operation, the
STAB HEAT annunciator illuminates whenever the

4H-10 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain

STAB WING HEAT switch is on and the squat switch is in the

ground mode and at least one generator is on.
Engine and Nacelle Inlet Anti-Ice
Each engine and nacelle anti-ice system utilizes bleed air and
electric heating elements for anti-ice protection. Each system is
independent and includes a Pt2/Tt2 mast heating element, a
nacelle anti-ice control valve, a fan spinner anti-ice control
valve, and two pressure switches.
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 tempera-
ture) probe.
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.
Setting a NAC HEAT switch on (in L or R position) energizes
the associated Pt2/Tt2 sensor element and opens the associ-
ated solenoid-operated fan spinner and nacelle anti-ice control
valves. Engine bleed air flows through the open valves to dif-
fuser tubes that distribute the heated air on the inner surface of
the fan spinner and nacelle inlet lip.
On S/N 127 and subsequent (Learjet 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.

Learjet 55 Developed for Training Purposes 4H-11

March 2002
CAE SimuFlite

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 fol-
lowing:
Q 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.
Q 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 illumi-
nated, pull the affected NAC HT CB. Without electrical
power, the valve should fail closed.
The associated ENG ICE annunciators act similar to disagree-
ment lights with relative switch positions 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 regulat-
ing valve, duct temperature sensor, and bleed air ducting. In
addition, components in the cockpit include overheat thermo-
switches in the outlet nozzles.

4H-12 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain

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.
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 posi-
tion 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.
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 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.
If an overheat condition occurs in flight during windshield heat
operation, move the WSHLD HT switch to OFF momentarily,
then back to HOLD.
Anti-Ice Heat Exchanger
The anti-ice heat exchanger precools engine bleed air to
approximately 300°F (149°C) before the air is routed to the
windshield exterior nozzles. A ram air modulating valve regu-
lates 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

Learjet 55 Developed for Training Purposes 4H-13

March 2002
CAE SimuFlite

valve. On the ground, ram air is not available to cool the bleed
air in the event of an overheat condition.
Windshield Heat Annunciator
The green WSHLD HT annunciator on the glareshield panel
illuminates when the WSHLD HT switch is on and remains illu-
minated 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 ther-
moswitch settings and the windshield anti-ice system has shut
down.
A low-limit and a high-limit thermoswitch is in each of two external
nozzles on each side of the windshield center post. The low-
limit thermoswitch prevents the windshield from overheating
while the aircraft is on the ground. The high-limit thermoswitch
prevents the windshield from overheating while the aircraft is in
flight.
If the bleed air temperature in either outlet nozzle reaches
250°F (121°C) 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 tempera-
ture in either outlet nozzle reaches 347°F (175°C) in flight, the
high-limit thermoswitches close the anti-ice shutoff valve and
illuminate the red WSHLD OV HT annunciator.
When the windshield anti-ice bleed air temperature drops to
240°F (115°C) on the ground or 311°F (155°C) in flight, the
overheat thermoswitches reset to open the anti-ice shutoff
valve, and the WSHLD OV HT annunciator extinguishes.
When the red WSHLD OVHT annunciator illuminates due to
an overheat condition, the green WSHLD HT annunciator
extinguishes and remains extinguished until the overheat con-
dition cools. When the temperatures drop below those pre-

4H-14 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain

scribed, the overheat shutoff valve resets to closed, the green

WSHLD HT annunciator illuminates, and the system returns to
normal operation.

Windshield Anti-Ice Alcohol System

If the bleed air windshield anti-ice system malfunctions, an
alcohol system provides back-up anti-icing for the pilot’s wind-
shield only. Methyl alcohol (methanol) sprayed onto the left
windshield surface through an external nozzle in the heat outlet
nozzle assembly helps prevent ice accumulation.
The alcohol anti-ice system includes a 2.35 gallon alcohol res-
ervoir, 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 ambi-
ent and by venting bleed system pressure when the alcohol
anti-ice system is off.
Windshield Alcohol Switch
The two-position WSHLD ALC switch on the pilot’s outboard or
center switch panel controls the windshield alcohol anti-ice sys-
tem. 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.
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 reposi-
tions to cut off the flow, and the system pressure bleeds off
through the pressure relief valve.

Learjet 55 Developed for Training Purposes 4H-15

March 2002
CAE SimuFlite

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 annuncia-
tor from flickering due to the bobbing motion of the float. When
the battery switches (BAT 1/2) 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.
Optional ANTI-ICE ON Annunciator
If illuminated, an optional green ANTI-ICE ON annunciator on
the glareshield panel indicates the windshield alcohol anti-ice
system is in operation. The annunciator extinguishes when the
system is off.

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 ele-
ments 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 auxil-
iary defog control circuits are wired through the start cutout
relay. The auxiliary defog blower motor and heater elements
are beneath the cockpit floor under the pedestal; the elements
are just forward of the motor.

4H-16 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain

Auxiliary Defog Switch

The three-position AUX DEFOG switch on the pilot’s outboard
panel or the center switch panel controls the windshield auxil-
iary defog system. Either an engine generator or GPU power
provides a ground path for the defog heater power relay and
defog protection circuitry.
Setting the AUX DEFOG switch to the LO or HI position ener-
gizes 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. To control the
defog air temperature, a thermoswitch opens at approximately
150°F (65.5°C) and resets at approximately 125°F (52°C). If
there is a malfunction, a thermal fuse melts at approximately
430°F (221°C) 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 pitot-static 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.
An optional configuration has dual L/
R PITOT HEAT annunciators.
PITOT HEAT Switches
The two-position PITOT HEAT switches on the pilot’s out-
board or center switch panel control the pitot/static heat sys-
tems individually. When the left or right PITOT HEAT switch is
on (L or R position), the corresponding pitot/static probe, stall

Learjet 55 Developed for Training Purposes 4H-17

March 2002
CAE SimuFlite

warning vane, pressurization static port heater, and, if

installed, the total air temperature probe receive power.
Pitot Heat Annunciators
A dual pitot heat monitor system alerts the crew if a pitot/static
probe heating element receives insufficient current. The moni-
tor 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 indi-
cates there is a malfunction in the associated pitot/static heat
system or that the associated PITOT HEAT switch is off.

4H-18 Developed for Training Purposes Learjet 55

March 2002
 Ice and Rain

Ice and Rain Protection System

Engine Anti-Ice System

Power Source Bleed air

Nacelle inlet lip
Fan spinner
Main bus (Learjet 55)
Pt2/Tt2 probe heat
Power bus (Learjet 55B/C)
Pt2/Tt2 probe heat

Distribution Bleed air mixing valve

Nacelle inlet anti-ice control valve
Spinner anti-ice control valve

Control NAC HEAT L/R switches

Monitor Annunciators
Amber ENG ICE L/R
Green NAC HT L/R (if installed)

Learjet 55 Developed for Training Purposes 4H-19

March 2002
CAE SimuFlite

Wing and Stabilizer Anti-Ice System

Power Source Bleed air

Right Main bus (Learjet 55)
Right Power bus (Learjet 55B/C)
Battery Charging bus: Stabilizer heat

Distribution Bleed air

Bleed air manifold
Wing anti-ice regulator control valve
Wing leading edge diffuser tubes
Left and right wheels
Control STAB & WING HEAT switch

Monitor Annunciators
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

Monitor Annunciators
WSHLD HT
WSHLD OV HT

Protection Automatic overheat shutoff:

In flight – high-limit thermal switch
Ground – low-limit thermal switch

4H-20 Developed for Training Purposes Learjet 55

March 2002
L5CRH-LGpg1-2FO.fm Page 1 Friday, May 25, 2007 10:13 AM

Landing Gear and Brakes

Landing Gear System

Learjet 55 Developed for Training Purposes 4I-1

March 2002
L5CRH-LGpg1-2FO.fm Page 2 Friday, May 25, 2007 10:13 AM

CAE SimuFlite

Landing Gear System Electrical Logic

Aircraft on Ground

4I-2 Developed for Training Purposes Learjet 55

March 2002
 Landing Gear and Brakes

Learjet 55 Developed for Training Purposes 4I-3

March 2002
CAE SimuFlite

Nosewheel Steering System

4I-4 Developed for Training Purposes Learjet 55

March 2002
 Landing Gear and Brakes

Emergency Braking System

Learjet 55 Developed for Training Purposes 4I-5

March 2002
CAE SimuFlite

Brake System

4I-6 Developed for Training Purposes Learjet 55

March 2002
 Oxygen System
Oxygen System

Learjet 55 Developed for Training Purposes 4J-1

March 2002
CAE SimuFlite

Oxygen System
A typical oxygen system installation consists of a single 38
cubic foot cylinder in the nose compartment or in the dorsal fin.
An optional emergency portable oxygen cylinder on the for-
ward lavatory/baggage wall provides oxygen for cabin altitudes
of less than 40,000 ft. The cylinder supplies a minimum of 67
minutes of oxygen.
A fully serviced system should read between 1,550 and 1,850
PSI on the direct reading cockpit gage. On S/N 003 to 046
except 027 and 039, the pressure indicator gage in the center
switch panel displays oxygen pressure (OXY PRESS in PSI) in
the cylinder. On S/N 027, 039, and 047 and subsequent, the
display is in the lower, center section of the instrument panel
above the center switch panel. The pressure gage displays a
fully charged cylinder’s pressure, regardless of oxygen cylinder
shutoff valve position.
An optional low oxygen pressure warning system on S/N 92
and subsequent, consists of a low pressure switch and an
amber LOW OXYGEN PRESS warning annunciator.
If cylinder pressure exceeds 2,700 to 3,000 PSI, the oxygen
cylinder pressure relief valve opens t o release cylinder con-
tents overboard. On aircraft with the nose-equipped oxygen
system, the indicator is on the right side of the nose. On air-
craft with the vertical-fin equipped oxygen cylinder, the
indicator is on the left side of the vertical stabilizer. Mainte-
nance is required before flight if the disc is dislodged.

Distribution
Oxygen flows under pressure from the oxygen cylinder(s)
through the cylinder’s pressure regulator and shutoff valve. The
regulator reduces normal cylinder pressure to approximately 60
to 80 PSI before it reaches the crew and passenger oxygen
distribution systems.

4J-2 Developed for Training Purposes Learjet 55

March 2002
 Oxygen System

The passenger oxygen system provides oxygen automati-

cally in the event of pressurization failure. The oxygen aneroid
switch deploys the masks automatically above 14,000 ±750 ft
cabin altitude. Oxygen to the passengers is also available via
the manual/auto passenger mask valve.
The manual/auto passenger mask valve is on the left side of
the cockpit. The valve is in a bypass line, which passes around
the passenger mask solenoid valve. Manual opening of the
valve provides oxygen to the passenger masks if the oxygen
aneroid switch or passenger mask solenoid valve malfunctions.
Manual operation occurs by selecting MAN on the
PASS MASK DROP MAN – AUTO shutoff valve.
The crew oxygen system provides oxygen in the event of
pressurization failure, flight altitudes that require oxygen masks
at all times, or smoke in the cabin. With the oxygen storage cyl-
inder shutoff valve and regulator assembly open, oxygen flow
is available anytime.
The bypass manual passenger mask valve on the left side of
the cockpit above the CB panel is normally open. To supply
only the crew oxygen close the valve upstream of the passen-
ger mask solenoid and manual/automatic passenger mask. To
display the status of the valve select AUTO or OFF on the
PASS OXY AUTO – OFF shutoff valve.
On S/N 137 and subsequent, an optional dual oxygen system
is available.
Crew Masks
The Eros oxygen mask/oxygen regulator supplies the crew with
oxygen. The three-part Eros mask consists of a mask, micro-
phone, and hose assembly.
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. Dis-
engaging the control releases air and the harness tightens.

Learjet 55 Developed for Training Purposes 4J-3

March 2002
CAE SimuFlite

The regulator dilution nozzle holds the microphone capsule in

place. A microphone protector fitted for passage of the interme-
diate radio cord enables regulator uncoupling from the mask
without removing the microphone.
A two-position rocker switch (N/100%) controls oxygen supply
to the mask. In N (normal), an air-oxygen mixture supplied by
the mask, depends on the cabin altitude. As cabin altitude
increases, the ratio of air to oxygen decreases until at 30,000 ft
the mixture level is 100% oxygen. With the rocker in 100%, the
mask distributes pure oxygen. An aneroid capsule controls the
rate of air to oxygen dilution supplied by the mask and supplies
automatic position pressure to the crew member at 37,000.
Rotating the PRESS TO TEST knob on the mask provides
positive pressure for any altitude less than 37,000 ft. The
switch also allows mask testing on the ground with the rocker
switch in 100%.

Passenger Masks
The passenger masks stowed in the overhead containers drop
manually or automatically via PASS MASK DROP MAN/
AUTO valve, depending upon control switch position. Pulling
the lanyard releases oxygen flow to masks. An orifice in the
mask provides a constant flow of 4.1 liters per minute to the
passenger.

4J-4 Developed for Training Purposes Learjet 55

March 2002
 Oxygen System

Oxygen System
Powe Source Left Essential B bus
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 gage(s)

Overboard discharge indicator
Visually scan passenger masks
Crew oxygen flow indicator (if installed)
Pressurization system annunciators, gages
Depressurization lighting

Protection Circuit breakers

Learjet 55 Developed for Training Purposes 4J-5

March 2002
CAE SimuFlite

4J-6 Developed for Training Purposes Learjet 55

March 2002
L5CRH-PPpg1-6FO.fm Page 1 Friday, May 25, 2007 10:18 AM

Powerplant
TFE 731-3A Engine

Learjet 55 Developed for Training Purposes 4K-1

March 2002
L5CRH-PPpg1-6FO.fm Page 2 Friday, May 25, 2007 10:18 AM

CAE SimuFlite
This page intentionally left blank.

4K-2 Developed for Training Purposes Learjet 55

March 2002
 Powerplant

Fuel Pump System

With Motive Flow and Anti-Icing

Learjet 55 Developed for Training Purposes 4K-3

March 2002
CAE SimuFlite
This page intentionally left blank.

4K-4 Developed for Training Purposes Learjet 55

March 2002
 Powerplant

Engine Oil System

Learjet 55 Developed for Training Purposes 4K-5

March 2002
CAE SimuFlite
This page intentionally left blank.

4K-6 Developed for Training Purposes Learjet 55

March 2002
 Powerplant

Powerplant
The Powerplant chapter contains information on the following:
Q the turbofan engine, including its components, instrumenta-
tion and operation
Q engine oil and lubrication
Q ignition
Q engine fuel and fuel control
Q power control.
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 per-
formance 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 high bypass ratio. The engine’s modular design
allows for ease of maintenance and repair.
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.
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 auto-
matic performance reserve system. Refer to Table 4K-A 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 auto-
matic performance reserve (APR) that provides an additional
180 lbs of thrust per engine.

Learjet 55 Developed for Training Purposes 4K-7

March 2002
CAE SimuFlite

Model Serial Numbers Engine

Learjet 55 55-003 through 55-0086 except TFE731-3A-2B

55-065, without AAK 55-83-4 TFE731-3A-2B1

55-065, 55-087 through 55-126; TFE731-3AR-2B

prior 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 4K-A; Learjet 55 Engines and Serial Numbers

Powerplant Systems
Powerplant systems include:
Q engine oil
Q ignition
Q fuel control
Q power control
Q fire protection.
Please refer to the Fire Protection chapter for details on engine
fire detection and extinguishing.

Lubrication
Oil under pressure lubricates the engine bearings and the
transfer, accessory, and planetary gearboxes. The system con-
sists of:
Q
oil tank and sight gage
Q oil pump

4K-8 Developed for Training Purposes Learjet 55

March 2002
 Powerplant

Q chip detector (if installed)

Q oil filter and bypass valve
Q air/oil coolers and bypass valve
Q fuel heater
Q fuel/oil cooler
Q oil temperature control and bypass valve
Q breather pressurizing valve
Q
pressure and temperature transmitters and indicators.
Rotation of the engine-driven oil pump draws oil from the reser-
voir. Oil under pressure flows through a pressure regulator, fil-
ter, and temperature control components to the engine
bearings, transfer gearbox, accessory gearbox, and front fan
planetary gear assembly.
Aircraft with -2B and -3B engines (single-point refueling)
have fuel heaters on the left side of the engine. The heater
uses hot engine oil to heat fuel to prevent fuel icing.
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 fil-
ter.
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. Additional oil 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.
Venting for the oil tank and lubricating system is via the acces-
sory gearbox. The accessory gearbox vents to the atmosphere

Learjet 55 Developed for Training Purposes 4K-9

March 2002
CAE SimuFlite

through a normally open breather pressurization valve. As

pressure altitude increases above 27,000 ft, the breather pres-
surization valve begins to close to maintain an engine case
pressure of approximately 3.5 PSIA.
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
With the Battery switch on, the auxiliary contactor relay closes.
Placing the START/GEN switch to START supplies DC power
to closed contacts of the fuel control relay which applies DC
voltage to the standby pump, the start relay, and arms the igni-
tion unit. The starter rotates and starter energized light illumi-
nates. Taking the power lever out of CUTOFF turns on the
ignitors. As the engine approaches 45% N2, the fuel computer
applies power to the fuel control relay to open the relay, thus
removing power from the start relay and ignition circuits. The
standby pump is shut off when the start switch is placed to
OFF. Placing the START/GEN switch in GEN removes power
from the auxiliary contactor relay, and it opens.
During a windmilling airstart when the START position of the
START/GEN switch is not used, manual activation of the standby
pumps and ignition is required. Switching the fuel panel
standby pump on applies DC power to the standby pump. Turn-
ing the AIR IGN switch on applies power from the AIR IGN cir-
cuit breaker on the ESS B bus to the ignition system. After the
engine is started, the standby pump and air ignition switches
are turned off.

4K-10 Developed for Training Purposes Learjet 55

March 2002
 Powerplant

Fuel Control System

The engine fuel control system consists of:
Q fuel pump assembly
Q hydro-mechanical fuel control unit
Q fuel computer
Q fuel flow divider assembly
Q
fuel atomizers
Q 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.
The filter bypass valve on the fuel pump allows fuel to bypass
the filter if an excessive pressure drop across the filter occurs.
An electrical pressure switch illuminates the respective amber
FUEL FILTER annunciator in the cockpit when an excessive
differential pressure condition exists before actual bypassing
occurs. The light remains on as long as the fuel filter remains
clogged.
The aircraft fuel system filter shares the same light as the
engine. The only difference is that the aircraft fuel filter is wired
through the landing gear squat switch. If the aircraft fuel filter
begins bypassing on the ground, the FUEL FILTER annuncia-
tor illuminates; the annunciator extinguishes once weight is off
the wheels.
The fuel pump-driven fuel control unit (FCU) on the rear of the
fuel pump contains:
Q fuel metering valve (manual mode)
Q
torque motor (normal – computer on)
Q
power level input (PLA)
Q ultimate overspeed shutoff valve

Learjet 55 Developed for Training Purposes 4K-11

March 2002
CAE SimuFlite
Q manual shutoff valve – CUT OFF/IDLE
Q pneumatic P3 bleed air input
Q mechanical flyweight governor
Q 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.
The mechanical governor functions in two modes: as an over-
speed governor for the HP rotor if the fuel computer is opera-
tive, or as a hydro-mechanical (i.e., manual) control when the
fuel computer is inoperative. The governor will operate at 105%
N2 and govern the engine at 105%.
The FCU has two shutoff valves. The thrust lever actuates one
valve (CUT-OFF/IDLE) and the fuel computer actuates the
other. If the computer senses an ultimate overspeed condition
(109% N1/110% N2), the computer closes the shutoff valve,
fuel flow stops, and the engine shuts down.
Each engine has an electronic fuel computer above the tail-
cone 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) oper-
ation.
Each computer uses:
Q
engine inlet pressure (Pt2)
Q
engine inlet temperature (Tt2)
Q
interstage turbine temperature (ITT)
Q
N2 speed

4K-12 Developed for Training Purposes Learjet 55

March 2002
 Powerplant

Q N1 speed
Q thrust lever position.
A MANUAL/NORMAL switch on the front of the fuel computer
and the cockpit ENG CMPTR switches control the fuel comput-
ers. 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:
Q starting schedule to the idle position
Q acceleration control to prevent excessive ITT limiting
Q deceleration control to prevent mismatching of N1 and N2
Q variable idle speed with ambient change
Q maximum thrust (3,700 lbs) with ambient changes through
inlet pressure and inlet
Q temperature (Pt2/Tt2)
Q ITT limiting
Q surge bleed valve scheduling
Q 45% speed switch for starter/ignition cutout
Q N1 limiting (101.6%)
Q ultimate overspeed protection (109% N1/110% N2)
Q
automatic fuel enrichment (SPR) during start; manual SPR
during certain ambient conditions
Q internal monitoring automatically switches to manual when
computer voltage out of normal range (15-30V)
Q
switches to manual mode automatically if all inputs and out-
puts (except ITT) are not correct.
In the manual mode (computer off), the following occurs:

Learjet 55 Developed for Training Purposes 4K-13

March 2002
CAE SimuFlite
Q power levers control the engine RPM through the N2
mechanical governor
Q FCU metering valve controls maximum ITT through pilot
induced thrust lever movement
Q available thrust lower
Q slower response (engine RPM) to power lever movement
Q thrust levers split with single computer off.
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 manu-
ally controls the fuel control unit.
If a fuel computer fails in flight, leave the fuel computer switch
on if no adverse conditions exist. This will maintain 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.
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 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. Once released, the
spring-loaded switch moves to OFF.
The engine manufacturer recommends use of SPR during
ground starts at ambient temperatures of 0°F or below. With
the fuel computer off or inoperative, SPR is unavailable.

4K-14 Developed for Training Purposes Learjet 55

March 2002
 Powerplant

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.
Please refer to the Fuel Chapter for a full description of the air-
craft fuel system.

Power Control System

The power control system for the TFE731-3 engine on the
Learjet 55 consists of:
Q
thrust levers
Q fuel control unit
Q fuel computer
Q
engine synchronization
Q automatic performance reserve (APR)
Q ground idle system.
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. 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.
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. Through
the two-position ENG SYNC switch, synchronization of either
the fan (N1) or turbine (N2) speeds can be selected.

Learjet 55 Developed for Training Purposes 4K-15

March 2002
CAE SimuFlite

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 synchro-
nizer has no effect at full thrust lever settings. The synchronizer
is also inoperative during arming or use of the optional auto-
matic performance reserve (APR) system.

4K-16 Developed for Training Purposes Learjet 55

March 2002
 Thrust Reversers
Aeronca TFE 731
Thrust Reverser SystemOxygen System

Learjet 55 Developed for Training Purposes 4L-1

March 2002
CAE SimuFlite

Thrust Reverser System

The Aeronca TFE731 thrust reversers redirect engine thrust
forward to provide additional deceleration on landing. The elec-
trically controlled and pneumatically actuated Aeronca TFE731
system is a cascade-type reverser.

Components
The Aeronca TFE731 thrust reversers use engine bleed air to
power the reversers through the deploy and stow cycles.
Each thrust reverser consists of:
Q translating structure
Q blocker doors
Q pneumatic actuator assembly
Q two pneumatic latches
Q various position and sequencing switches
Q wiring and plumbing
Q thrust reverser levers
Q annunciator control panel.
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:
Q
a door position indicator switch
Q
a pneumatic latch actuated switch
Q a deploy signal switch.
Steady illumination of the UNLOCK light indicates the respec-
tive thrust reverser has not fully stowed or fully deployed, or a
pneumatic latch has failed to engage after stowing or disen-
gagement sequence.

4L-2 Developed for Training Purposes Learjet 55

March 2002
 Thrust Reversers

A flashing UNLOCK light indicates either the blocker doors

have not properly stowed or one or both blocker door position
indicator switches have failed.
If both the UNLOCK and DEPLOY lights illuminate when the
thrust reversers fully deploy, one or both of the door position
indicators has malfunctioned. During flight a flashing UNLOCK
light indicates possible DPI switch operation or a pneumatic
latch mechanical failure.
The position of the deploy signal switch determines whether
the UNLOCK or DEPLOY annunciator illuminates.
Two thrust reverser levers “piggy back” the thrust levers. The
reverser levers pivot on the main thrust levers and control the
system through the stow, deploy, and the adjustment of reverse
idle to maximum thrust reverse. Deploy and arming switches
within the throttle quadrant control the operation of the thrust
reverser system.
With the NORM/EMER STOW switch in NORM, the thrust
reverser levers provide all the necessary controls to operate
the thrust reverser system.
The annunciator control panel on the glareshield gives the crew
visual indications of thrust reverser arming, deploying, and
stowing as well as malfunctions. The control panel includes:
Q
EMER STOW indicator
Q two amber UNLOCK indicators
Q two amber DEPLOY indicators
Q
two green BLEED PRESS indicators
Q
NORM/EMER STOW switch
Q TEST button.
Pressing the TEST button on the thrust reverser annunciator
control panel 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

Learjet 55 Developed for Training Purposes 4L-3

March 2002
CAE SimuFlite

55-
82-4, the thrust reverser warning horn sounds with the TEST
button pressed.
Armed Condition
The thrust reverser system only operates with the
EMER STOW switch in the NORM position. The thrust revers-
ers arm when the squat switches indicate the aircraft is on the
ground, the thrust levers are at idle stop, and both sublevers
are actuated together.
Warning Horn
An aural warning horn will activate when either thrust lever is
forward of idle and the thrust reverser lever is not in the stowed
position. The horn will also sound if a thrust lever is forward of
idle and a UNLOCK or DEPLOY light illuminates.

Thrust Reverser Operation

Deploy Cycle
The thrust reverser system may actuate 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.
Bleed air flows to the pneumatic latch control valves, and the
latches release. The UNLOCK annunciators illuminate when
the pneumatic latches energize.
Once the thrust reversers have fully deployed, the deploy limit
switches actuate and 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. This is designed
to prevent an inadvertent stow. The DEPLOY and

4L-4 Developed for Training Purposes Learjet 55

March 2002
 Thrust Reversers

BLEED PRESS lights remain illuminated until the thrust

reversers start to stow.
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 inter-
locks in the throttle quadrant, will not release and the operable
engine will be limited to IDLE/DEPLOY only.
Both thrust levers must be at idle and both reverse levers
moved to the IDLE/DEPLOY position, the interlocks will prevent
both reverse thrust levers from moving past the IDLE/DEPLOY
position.
Under the throttle quadrant, a solenoid interlock will not release
and reverse thrust will not be available above 45% N1 when the
deploy lights are illuminated and the pilot has applied exces-
sive back pressure on the reverse levers. When excessive
pressure has been reduced, normal reverse will be available
above 45% N1.
Stow Cycle
Placing the thrust reverser levers in stow (full forward and
down) operates the reverser control switches that energize the
reverser control relays to the stow position.
The DEPLOY annunciator extinguishes and the UNLOCK
annunciator illuminates. The reverse thrust lever interlock
engages and prevents the crew from selecting high thrust lev-
els while the thrust reversers are in motion.
The latches engage and the nulling cable turns off bleed air to
the pneumatic actuator. The UNLOCK annunciators extinguish.
The thrust reverser is in the armed condition.
As the engine RPM decreases and the engines reach reverse
idle (45% N1), the thrust reverser can be stowed.

Learjet 55 Developed for Training Purposes 4L-5

March 2002
CAE SimuFlite

Automatic Stow Cycle

The automatic stow cycle activates whenever the thrust
reverser UNLOCK annunciator illuminates in flight if a pneu-
matic latch disengages with the thrust levers above idle and the
thrust reverser levers in the stow position.
Emergency Stow Cycle
Selecting EMER STOW, removes electrical power from the
normal thrust reverser electrical system and supplies power
directly to both air-on-valves and pneumatic actuators to stow
the thrust reversers. The EMER STOW light remains illumi-
nated 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.

4L-6 Developed for Training Purposes Learjet 55

March 2002
 Thrust Reversers

Thrust Reverser System

Aeronca TFE731

Power Source Engine bleed air

Essential A L/R buses (Learjet 55)
Power L/R buses (Learjet 55B/C)

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

Learjet 55 Developed for Training Purposes 4L-7

March 2002
CAE SimuFlite

This page intentionally left blank.

4L-8 Developed for Training Purposes Learjet 55

March 2002
Flight Planning
Table of Contents
Frequent or Planned Destinations Record . . . . . . . . . . . . 5-3
Flight Planning – General . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Takeoff Weight Determination . . . . . . . . . . . . . . . . . . . . . 5-5
Takeoff Weight Determination Procedure . . . . . . . . . . . . 5-6
Minimum Climb/Obstacle Clearance . . . . . . . . . . . . . . . . 5-7
Maximum Allowable Landing Gross Weight
Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Aircraft Loading Form . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Weight and Balance Determination . . . . . . . . . . . . . . . . 5-11
International Operations Checklist . . . . . . . . . . . . . . . . . 5-16
ICAO Flight Plan Form
Completion – Items 7-19. . . . . . . . . . . . . . . . . . . . . . . . . 5-22
FAA Flight Plan Form . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
FAA Flight Plan Form . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32
ICAO Weather Format . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Sample TAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
Decoding TAFs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-41

Learjet 55 Developed for Training Purposes 5-1

March 2002
CAE SimuFlite
This page intentionally left blank.

5-2 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Frequent or Planned Destinations Record

Learjet 55 Developed for Training Purposes 5-3

March 2002
CAE SimuFlite
This page intentionally left blank.

5-4 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Flight Planning – General

Takeoff Weight Determination
Charts in the Aircraft Flight Manual (AFM), Performance Sec-
tion V, facilitate determination of the maximum takeoff gross
weight permitted by FAR 25, as well as associated speeds and
flight paths.
The flow chart (Figure 5-1, page 6) on the following page illus-
trates the steps to determine appropriate takeoff weight.
The aircraft may be limited in takeoff gross weight by the most
restrictive of aircraft, airport, or atmospheric conditions (Figure
5-2, page 7).

Learjet 55 Developed for Training Purposes 5-5

March 2002
CAE SimuFlite

Takeoff Weight Determination Procedure

Figure 5I-1; Takeoff Weight Determination Procedure

5-6 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Minimum Climb/Obstacle Clearance

One Engine Inoperative

Figure 5I-2; Minimum Climb/Obstacle Clearance

Learjet 55 Developed for Training Purposes 5-7

March 2002
CAE SimuFlite

Maximum Allowable Landing

Gross Weight Determination
Charts in the Aircraft Flight Manual (AFM), Performance Section
V, facilitate determination of approach and landing climb per-
formance, landing field length requirements, and approach speed
values. The maximum allowable landing weight (Figure 5-3) is
limited by the most restrictive of the following: aircraft structure,
landing weight limit (i.e., approach climb, brake energy), or
landing distance.
The flow chart (Figure 5-4) on the following page illustrates the
steps to determine maximum allowable landing gross weight.

Landing Path Profile

Figure 5I-3; Landing Path Profile

5-8 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Landing Weight Determination Procedure

Figure 5-4; Landing Weight Determination Procedure

Learjet 55 Developed for Training Purposes 5-9

March 2002
CAE SimuFlite

Aircraft Loading Form

5-10 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Weight and Balance Determination

Follow the steps below to compute a loading moment and
establish that CG is within allowable limits.
1. Record the basic empty weight/moment (weight of the air-
craft including full oil and all undrainable fluids); find these
figures on the aircraft weighing form. If the aircraft is
altered, refer to the weight and balance record for corrected
information.
2. Determined operating empty weight/moment by adding
basic empty weight/moment to those for the crew, provi-
sions, miscellaneous supplies, and equipment. Assume
standard fixed weights of 170 lbs for each pilot, 20 lbs for
refreshments, and 20 lbs for lavatory provisions.
NOTE: A load station's weight multiplied by its arm (i.e.,
the distance from the reference datum line) equals
moment. Divide the moment by 1,000 to facilitate further
computations; this is sometimes referred to as moment/
index.

3. From the appropriate AFM Payload Moments Chart, find

the weight/moment of each element and record on the Air-
craft Loading Form. Add the weights/moments of passen-
gers and baggage to the operating empty weight/moment.
The result is zero fuel weight/moment.
4. Determine the moment for fuel required for the trip. Use the
Usable Fuel Moments tables to determine weight/moment
of fuel in the wing tanks. Record these figures on the load-
ing form, then subtract wing fuel figures from the total fuel
load figures to determine fuselage tank fuel weight.
5. To determine fuselage tank fuel moment, enter the Usable
Fuel Moments table and find the fuselage tank fuel load
closest to, but higher than, the actual fuel load. Divide the
moment by the weight, then multiply the result by 1,000;
this is the fuselage station for that fuel load.

Learjet 55 Developed for Training Purposes 5-11

March 2002
CAE SimuFlite
6. Multiply the fuel load by the fuselage station and divide the
result by 1,000 to determine the moment for that load.
7. To determine ramp weight/moment, add the zero fuel, wing
fuel, and fuselage fuel weights/moments.
8. Determine the takeoff gross weight/moment by subtracting
the taxi fuel weight/moment from ramp weight/moment.
NOTE: Assume a standard taxi fuel burnoff of 250 lbs (a
moment of 104.74).

9. Use the AFM Weight-Moment-C.G. Envelope to determine

if the calculated takeoff weight/moment are within accept-
able limits.
10. Subtract the weight/moment of the total fuel burned in flight
(i.e., total fuel burn less 250 lbs taxi fuel burnoff) from the
takeoff weight/moment to determine landing weight.

5-12 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

International Flight Planning

Learjet 55 Developed for Training Purposes 5-13

March 2002
CAE SimuFlite
Frequently Used International Terms

International Term Explanation

ACC Area Control Center

ADCUS Advise Customs

AFIL Air-Filled ICAO Flight Plan

ARINC Aeronautical Radio Inc.

ATS Air Traffic Services

BERNA Swiss Radio Service

DEC General Declaration (customs)

ETP Equal Time Point (navigation)

FIC Flight Information Center

FIR Flight Information Region

GCA Ground Controlled Approach

GEOMETER A clear plastic attachment to a globe that

aids in making surface measurements and
determining points on the globe
IATA International Air Traffic Association

ICAO International Civil Aviaiton Organization

MET See METAR

METAR Routine Aviation Weather Reports

MNPS Minimum Navigation Performance Specifi-

cations

NAT North Atlantic

5-14 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

International Term Explanation

NOPAC North Pacific

OAG Official Airline Guide

OKTA Measure of cloud cover in eigths (five

OKTAs constitute a ceiling)
OTS Organized Track Structure

PPO Prior Permission Only

PSR Point of Safe Return (navigation)

QFE Used in some nations; an altimeter setting

that causes the altimeter to read zero feet
when on the ground

QNE Altimeter setting that causes altimeter to

read field elevation on the ground

SITA Societe Internationale de Telecommunica-

tions Aeronautiques; international organi-
zation provides global telecommunication
network information to the air transport
industry
SPECI Aviation selected special WX reports

SSR Secondary Surveillance Radar

TAF Terminal Airdrome Forecast

UIR Upper Information Region

UTA Upper Control Area

WWV/WWVH Time and frequency standard broadcast

stations.

Learjet 55 Developed for Training Purposes 5-15

March 2002
CAE SimuFlite

International Operations Checklist

Aircrews are required to carry all appropriate FAA licenses and
at least an FCC Restricted Radio Telephone Operations
license. In addition, passport, visas, and an International Certif-
icate of Vaccination are often required. The International Flight
Information Manual (IFIM) specifies passport, inoculation and
visa requirements for entry to each country.
The IFIM is a collection of data from Aeronautical Information
Publications (AIP) published by the civil aviation authorities
(CAA) of various countries.
The following detailed checklist should be helpful in establish-
ing international operations requirements and procedures. You
may want to use it to prepare your own customized checklist for
your organization’s planned destinations.

I. DOCUMENTATION
PERSONNEL, CREW
ˆ Airman’s certificates
ˆ Physical
ˆ Passport
ˆ Extra photos
ˆ Visa
ˆ Tourist card
ˆ Proof of citizenship (not driver’s license)
ˆ Immunization records
ˆ Traveler’s checks
ˆ Credit cards
ˆ Cash
ˆ Passenger manifest (full name, passport no.)

5-16 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

ˆ Trip itinerary
ˆ International driver’s license
AIRCRAFT
ˆ Airworthiness certificate
ˆ Registration
ˆ Radio licenses
ˆ MNPS certification
ˆ Aircraft flight manual
ˆ Maintenance records
ˆ Certificates of insurance (U.S. military and foreign)
ˆ Import papers (for aircraft of foreign manufacture)

II. OPERATIONS
PERMITS
ˆ Flight authorization letter
ˆ Overflights
ˆ Landing
ˆ Advance notice
ˆ Export licenses (navigation equipment)
ˆ Military
ˆ Customs overflight
ˆ Customs landing rights
SERVICES
Inspection
ˆ Customs forms
ˆ Immigrations

Learjet 55 Developed for Training Purposes 5-17

March 2002
CAE SimuFlite
ˆ Agricultural (disinfectant)
Ground
ˆ Handling agents
ˆ FBOs
ˆ Fuel (credit cards, carnets)
ˆ Maintenance
ˆ Flyaway kit (spares)
ˆ Fuel contamination check
Financial
ˆ Credit cards
ˆ Carnets
ˆ Letters of credit
ˆ Banks
ˆ Servicing air carriers
ˆ Handling
ˆ Fuelers
ˆ Traveler’s checks
ˆ Cash

COMMUNICATIONS
Equipment
ˆ VHF
ˆ UHF
ˆ HF SSB
ˆ Headphones
ˆ Portables (ELTs, etc.)
ˆ Spares

5-18 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Agreements
ˆ ARINC
ˆ BERNA (Switzerland)
ˆ SITA
ˆ Stockholm
NAVIGATION
Equipment
ˆ VOR
ˆ DME
ˆ ADF
ˆ Inertial
ˆ VLF/OMEGA
ˆ LORAN
ˆ GPS
Publications
ˆ Onboard computer (update)
ˆ En route charts (VFR, IFR)
ˆ Plotting charts
ˆ Approach charts (area, terminal)
ˆ NAT message (current)
ˆ Flight plans
ˆ Blank flight plans

III. OTHER PUBLICATIONS

ˆ Operations manual
ˆ International Flight Information Manual

Learjet 55 Developed for Training Purposes 5-19

March 2002
CAE SimuFlite
ˆ Maintenance manuals
ˆ Manufacturer’s sources
ˆ World Aviation Directory
ˆ Interavia ABC
ˆ Airports International Directory
ˆ MNPS/NOPAC
ˆ Customs Guide

IV. SURVIVAL EQUIPMENT

ˆ Area survival kit (with text)
ˆ Medical kit (with text)
ˆ Emergency locator transmitter
ˆ Floatation equipment
ˆ Raft
ˆ Life Jackets

V. FACILITATION AIDS
ˆ U.S. Department of State
ˆ U.S. Department of Commerce
ˆ U.S. Customs Service
ˆ National Flight Data Center (FAA) Notams
ˆ FAA Office of International Aviation
ˆ FAA Aviation Security

VI. OTHER CONSIDERATIONS

ˆ Pre-flight planner
ˆ Aircraft locks

5-20 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

ˆ Spare keys
ˆ Security devices
ˆ Commissary supplies
ˆ Electrical adapters (razors, etc.)
ˆ Ground transportation
ˆ Hotel reservations
ˆ NBAA International Feedback cards
ˆ Catering
ˆ WX service
ˆ Reservations
ˆ Slot times

Learjet 55 Developed for Training Purposes 5-21

March 2002
CAE SimuFlite

ICAO Flight Plan Form Completion –

Items 7-19
Complete all ICAO flight plans prior to departure. Although the
ICAO flight plan form is printed in numerous languages, the for-
mat is always the same.
Always enter cruising speed and cruising level as a group. In
the body of the flight plan form, if one item changes, the other
item must be re-entered to keep speed and level a matched
pair.
Always enter latitude and longitude as 7 or 11 characters. If
entering minutes of one, enter minutes of the other as well,
even if zeros.
Significant points should not be more than one hour apart.
Consider entering overflight/landing permissions after RMK/ in
Item 18.
Item 7: Aircraft Identification
(7 characters maximum)
Insert (A) the aircraft registration marking or (B) aircraft operat-
ing agency ICAO designator followed by the flight identification.
A. Insert only the aircraft registration marking (e.g., EIAKO,
4XBCD, N2567GA) if one of the following is true:
Q
the aircraft’s radiotelephony call sign consists of the aircraft
registration marking alone (e.g., OOTEK)
Q the registration marking is preceded by the ICAO telephone
designator for the aircraft operating agency (e.g., SABENA
OOTEK)
Q the aircraft is not equipped with radio.
B. Insert the ICAO designator for the aircraft operating agency
followed by the flight identification (e.g., KL511, WT214,
K7123, JH25) if the aircraft’s radiotelephony call sign con-
sists of the ICAO telephony designator for the operating

5-22 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

agency followed by the flight identification (e.g., KLM 511,

NIGERIA 213, KILO UNIFORM 123, JULIETT HOTEL 25).
Item 8: Flight Rules and Type of Flight
(1 or 2 characters)
Flight Rules: Insert one of the following letters to denote the
intended flight rules category:
I if IFR
V if VFR
Y if IFR first*
Z if VFR first*
*Note: Specify in Item 15 (Route) the point(s) where a
flight rules change is planned.
Type of Flight: Insert one of the following letters to denote the
type of flight when so required by the appropriate ATS authority:
S if scheduled air service
N if non-scheduled air transport operation
G if general aviation
M if military
X if other than the above
Item 9: Number (1 or 2 characters) and Type of Air-
craft (2 to 4 characters) and Wake Turbulence Cate-
gory (1 character)
Number of Aircraft: Insert number of aircraft if more than one.
Type of Aircraft: Insert the appropriate designator as specified
in ICAO Doc 8643, Aircraft Type Designators. If no such desig-
nator has been assigned, or in case of formation flight compris-
ing more than one aircraft type, insert ZZZZ, then specify in Item
18 the number(s) and type(s) of aircraft, preceded by TYP/.
Wake Turbulence Category: Insert / + H, M, or L:
/H Heavy – maximum certificated T/O mass of 136,000 kg

Learjet 55 Developed for Training Purposes 5-23

March 2002
CAE SimuFlite

(300,000 lbs) or more

/M Medium – maximum certificated T/O mass of less than
136,000 kg but more than 7,000 kg (between 15,500
and 300,000 lbs)
/L Light – maximum certificated T/O mass of 7,000 kg or
less (15,500 lbs)
Item 10: Equipment
Radio Communication, Navigation, and Approach Aid
Equipment: Insert one of the following letters:
N if COM/NAV/approach aid equipment is not carried or is
inoperative.
S if standard COM/NAV/approach aid equipment
(VHF RTF, ADF, VOR, ILS, or equipment prescribed by
ATS authority) is on board and operative; and/or insert one
of the following letters to indicate corresponding COMM/NAV/
approach aid equipment is available and operative:
A not allocated O VOR
B not allocated P not allocated
C LORAN C Q not allocated
D DME R RNP type certification
E not allocated
F ADF T TACAN
G (GNSS) U UHF RTF
H HF RTF V VHF RTF
I Inertial Navig. W when prescribed by ATS
J (Data Link) X when prescribed by ATS
K (MLS) Y when prescribed by ATS
L ILS Z Other (specify in Item 18)
M Omega
SSR Equipment: Insert one of the following letters to describe

5-24 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

the operative SSR equipment on board:

N None
A Transponder Mode A (4 digits- 4 096 codes)
C Transponder Mode A and Mode C
X Transponder Mode S without aircraft ID or pressure-
altitude transmission
P Transponder Mode S with pressure altitude
transmission, but without aircraft ID transmission
I Transponder Mode S with aircraft ID transmission, but
without pressure-altitude transmission
S Transponder Mode S with both pressure altitude and
aircraft ID transmission
Item 13: Departure Aerodrome (4 characters) and
Time (4 characters)
Departure Aerodrome: Insert one of the following:
Q
ICAO four-letter location indicator of the departure aero-
drome.
Q If no location indicator assigned, insert ZZZZ, then specify in
Item 18 the name of the aerodrome, preceded by DEP/.
Q If flight plan submitted while in flight, insert AFIL, then spec-
ify in Item 18 the four-letter location indicator of the ATS unit
from which supplementary flight plan data can be obtained,
preceded by DEP/.
Time: Insert one of the following:
Q for a flight plan submitted before departure: the estimated
off-block time
Q for a flight plan submitted while in flight: the actual or esti-
mated time over the first point of the route to which the flight
plan applies.

Learjet 55 Developed for Training Purposes 5-25

March 2002
CAE SimuFlite
Item 15: Cruising Speed (5 characters), Cruising Level
(5 characters), and Route
Cruising Speed: Insert the true air speed for the first or whole
cruising portion of the flight in one of the following forms:
Q Kilometers per hour: K + 4 figures (e.g., K0830)
Q Knots: N + 4 figures (e.g., N0485)
Q Mach number: M + 3 figures (e.g., M082) if prescribed by
ATS.
Cruising Level: Insert the planned cruising level for the first or
whole portion of the planned route using one of the following
forms:
Q Flight level: F + 3 figures (e.g., F085; F330)
Q Standard metric level in tens of metres: S + 4 figures (e.g.,
S1130) if prescribed by ATS.
Q Altitude in hundreds of feet: A + 3 figures (e.g., A045; A100)
Q Altitude in tens of metres: M + 4 figures (e.g., M0840)
Q For uncontrolled VFR flights: VFR
Route: Include changes of speed, level, and/or flight rules.
For flights along designated ATS routes:
Q If the departure aerodrome is on or connected to the ATS
route, insert the designator of the first ATS route.
Q If the departure aerodrome is not on or connected to the ATS
route, insert the letters DCT followed by the point of joining
the first ATS route, followed by the designator of the ATS
route.
Q Insert each point at which a change of speed, change of
level, change of ATS route, and/or a change of flight rules is
planned. For a transition between lower and upper ATS
routes oriented in the same direction, do not insert the point
of transition.

5-26 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Q In each case, follow with the designator of the next ATS route
segment even if it is the same as the previous one (or with
DCT if the flight to the next point is outside a designated
route), unless both points are defined by geographical coordi-
nates.
Flights outside designated ATS routes:
Q Insert points not normally more than 30 minutes flying time
or 200 nautical miles apart, including each point at which a
change of speed or level, a change of track, or a change of
flight rules is planned.
Q
When required by ATS, define the track of flights operating
predominantly in an east-west direction between 70°N and
70°S by reference to significant points formed by the inter-
sections of half or whole degrees of latitude with meridians
spaced at intervals of 10 degrees of longitude. For flights
operating in areas outside those latitudes, define the tracks
by significant points formed by the intersection of parallels of
latitude with meridians normally spaced not to exceed one
hour’s flight time. Establish additional significant points as
deemed necessary.
Q For flights operating predominantly in a north-south direc-
tion, define tracks by reference to significant points formed
by the intersection of whole degrees of longitude with speci-
fied parallels of latitude that are spaced at 5 degrees.
Q Insert DCT between successive points unless both points are
defined by geographical coordinates or bearing and distance.
Examples of Route Sub-entries
Enter a space between each sub-entry.
1. ATS route (2 to 7 characters): BCN1, B1, R14, KODAP2A
2. Significant point (2 to 11 characters): LN, MAY, HADDY
• degrees only (7 characters – insert zeros, if necessary):
46N078W

Learjet 55 Developed for Training Purposes 5-27

March 2002
CAE SimuFlite
• degrees and minutes (11 characters – insert zeros if
necessary): 4620N07805W
• bearing and distance from navigation aid (NAV aid ID [2 to
3 characters] + bearing and distance from the NAV aid
[6 characters – insert zeros if necessary]): a point 180
magnetic at a distance of 40 nautical miles from
VOR “DUB” = DUB180040
3. Change of speed or level (max 21 characters): insert point
of change/cruising speed and level – LN/N0284A045, MAY/
N0305F180, HADDY/N0420F330, DUB180040/M084F350
4. Change of flight rules (max 3 characters): insert point of
change (space) change to IFR or VFR – LN VFR, LN/
N0284A050 IFR
5. Cruise climb (max 28 characters): insert C/point to start
climb/climb speed / levels –
C/48N050W / M082F290F350 C/48N050W
/ M082F290PLUS
C/52N050W / M220F580F620
Item 16: Destination Aerodrome (4 characters),
Total Estimated Elapsed Time (EET, 4 characters),
Alternate Aerodrome(s) (4 characters)
Destination aerodrome: insert ICAO four-letter location indica-
tor. If no indicator assigned, insert ZZZZ.
Total EET: insert accumulated estimated elapsed time. If no
location indicator assigned, specify in Item 18 the name of the
aerodrome, preceded by DEST/.
Alternate aerodrome(s): insert ICAO four-letter location indicator.
If no indicator assigned to alternate, insert ZZZZ and specify in
Item 18 the name of the alternate aerodrome, preceded by
ALTN/.

5-28 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Item 18: Other Information

This section may be used to record specific information as
required by appropriate ATS authority or per regional air naviga-
tion agreements. Insert the appropriate indicator followed by an
oblique stroke (/) and the necessary information. See examples
below.
Q
Estimated elapsed time/significant points or FIR boundary
designators: EET/CAP0745, XYZ0830.
Q Revised destination aerodrome route details/ICAO aero-
drome location indicator: RIF/DTA HEC KLAX. (Revised
route subject to reclearance in flight.)
Q Aircraft registration markings, if different from aircraft I.D. in
Item 7: REG/N1234.
Q SELCAL code: SEL/ .
Q Operator’s name, if not obvious from the aircraft I.D. in Item
7: OPR/ .
Q Reason for special handling by ATS (e.g., hospital aircraft,
one-engine inoperative): STS/HOSP, STS/ONE ENG INOP.
Q
As explained in Item 9: TYP/ .
Q Aircraft performance data: PER/ .
Q Communication equipment significant data: COM/UHF Only.
Q
Navigation equipment significant data: NAV/INS.
Q As explained in Item 13: DEP/ .
Q As explained in Item 16: DEST/ , or ALTN/ .
Q
Other remarks as required by ATS or deemed necessary:
RMK/ .
Item 19: Supplementary Information
Endurance: insert fuel endurance in hours and minutes.

Learjet 55 Developed for Training Purposes 5-29

March 2002
CAE SimuFlite
Persons on Board: insert total persons on board, including pas-
sengers and crew. If unknown at time of filing, insert TBN (to be
notified).
Emergency Radio, Survival Equipment, Jackets, Dinghies:
cross out letter indicators of all items not available; complete
blanks as required for items available. (jackets: L = life jackets
with lights, J = life jackets with fluorescein).
ICAO Position Reporting Format
Outside the U.S., position reports are required unless specifi-
cally waived by the controlling agency.
Initial Contact (Frequency Change)
1. Call sign
2. Flight level (if not level, report climbing to or descending to
cleared altitude)
3. Estimating (next position) at (time) GMT
Position Report
1. Call sign
2. Position (if position in doubt, use phonetic identifier. For
oceanic reports, first report the latitude, then the longitude
(e.g., 50N 60W)
3. Time (GMT) or (UST)
4. Altitude or flight level (if not level, report climbing to or
descending to altitude)
5. Next position
6. Estimated elapsed time (EET)

5-30 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

FAA Flight Plan Form

Learjet 55 Developed for Training Purposes 5-31

March 2002
CAE SimuFlite

FAA Flight Plan Form

Completion Instructions
Block 1 Check the type flight plan. Check both the VFR
and IFR blocks if composite VFR/IFR.
Block 2 Enter your complete aircraft identification,
including the prefix “N,” if applicable.
Block 3 Enter the designator for the aircraft, or if
unknown, the aircraft manufacturer’s name.
When filing an IFR flight plan for a TCAS equipped aircraft, add
the prefix T for TCAS.
Example: T/G4/R.
When filing an IFR flight plan for flight in an aircraft equipped
with a radar beacon transponder, DME equipment, TACAN-
only equipment or a combination of both, identify equipment
capability by adding a suffix to the AIRCRAFT TYPE, preceded
by a slant (/) as follows:
No DME
/X No transponder.
/T Transponder with no Mode C.
/U Transponder with Mode C.
DME
/D No transponder.
/B Transponder with no Mode C.
/A Transponder with Mode C.
TACAN Only
/M No transponder.
/N Transponder with no Mode C.
/P Transponder with Mode C.

5-32 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Area Navigation (RNAV)

/Y LORAN, VOR/DME, or INS with no transponder.
/C LORAN, VOR/DME, or INS, transponder with no
Mode C.
/I LORAN, VOR/DME, or INS, transponder with Mode
C.
Advanced RNAV with Transponder and Mode C (if an aircraf
is unable to operate with a transponder and/or Mode C, it will
revert to the appropriate code listed above under Area Naviga-
tion).
/E Flight Management System (FMS) with DME/DME
and IRU position updating.
/F FMS with DME/DME position updating.
/G Global Navigation Satelite System (GNSS), includ-
ing GPS or Wide Area Augmentation System
(WAAS), with en route and terminal capability.
/R Required Navigational Performance. The aircraft
meets the RNP type prescribed for the route seg-
ment(s), route(s), and/or area connected.
Reduced Vertical Separation Minimum (RVSM). Prior to con-
ducting RVSM operations within the U.S., the operator must
obtain authorization from the FAA or from the responsible
authority, as appropriate.
/J /E with RVSM
/K /F with RVSM
/L /G with RVSM
/Q /R with RVSM
/W RVSM

Learjet 55 Developed for Training Purposes 5-33

March 2002
CAE SimuFlite
Block 4 Enter your true airspeed (TAS).
Block 5 Enter the departure airport identifier code, or if
code is unknown, the name of the airport.
Block 6 Enter the proposed departure time in Coordi-
nated Universal Time (UTC). If airborne, specify
the actual or proposed departure time as appro-
priate.
Block 7 Enter the appropriate IFR altitude (to assist the
briefer in providing weather and wind informa-
tion).
Block 8 Define the route of flight by using NAVAID identi-
fier codes, airways, jet routes, and waypoints.
Block 9 Enter the destination airport identifier code, or if
unknown, the airport name. Include the city
name (or even the state name) if needed for
clarity.
Block 10 Enter estimated time enroute in hours and min-
utes.
Block 11 Enter only those remarks pertinent to ATC or to
the clarification of other flight plan information,
such as the appropriate call sign associated with
the designator filed in Block 2 or ADCUS.
Block 12 Specify the fuel on board in hours and minutes.
Block 13 Specify an alternate airport, if desired or
required.
Block 14 Enter the complete name, address, and tele-
phone number of the pilot in command. Enter
sufficient information to identify home base, air-
port, or operator. This information is essential for
search and rescue operations.
Block 15 Enter total number of persons on board (POB),
including crew.

5-34 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Block 16 Enter the aircraft’s predominant colors.

Block 17 Record the FSS name for closing the flight plan.
If the flight plan is closed with a different FSS or
facility, state the recorded FSS name that would
normally have closed your flight plan. Informa-
tion transmitted to the destination FSS consists
only of that in Blocks 3, 9, and 10. Estimated
time enroute (ETE) will be converted to the cor-
rect estimated time of arrival (ETA).
Optional Record a destination telephone number to assist
search and rescue contact should you fail to
report or cancel your flight plan within 1/2 hour
after your estimated time of arrival (ETA).

Learjet 55 Developed for Training Purposes 5-35

March 2002
CAE SimuFlite

ICAO Weather Format

On July 1, 1993, the worldwide (ICAO) and North American
aerodrome weather codes merged into a new international
code for forecasts and reports. The new codes are the result of
an effort to meet revised aeronautical requirements and reduce
confusion in the aviation community.
The United States converted to METAR/TAF format on July 1,
1996 with terminal aerodrome forecast (TAF) replacing the
terminal forecast airport and meteorological aviation routine
weather report (METAR) replacing the airport surface observa-
tion (AOS).
Although the aviation community now uses a standard set of
codes, some differences remain between U.S. and ICAO
codes. For example, the following differences may remain in
effect:
ˆ Horizontal visibility is reported in statute miles (SM) in the
U.S. code and in meters in the ICAO code. To avoid con-
fusion, the suffix SM follows the visibility value if it is
reported in U.S. code. Additionally, when forecast visibil-
ity in the U.S. exceeds six statute miles, the prefix P
appears (e.g., P6SM - a visibility forecast greater than six
statute miles).
ˆ Runway visual range (RVR) is reported in feet (FT) in the
U.S. code and in meters in ICAO code. When RVR is
reported for a U.S. runway, the suffix FT is added (e.g.,
R27L/2700FT, runway 27 left RVR 2,700 ft). RVR is
reported only in actual weather, not a forecast TAF.
ˆ Ceiling and visibility okay (CAVOK) is not used in the
U.S.
ˆ Temperature, turbulence, and icing conditions are not
forecast in a U.S. TAF. Turbulence and icing are forecast
in Area Forecasts (FAS). Surface temperatures are fore-
cast only in public service and agricultural forecasts.

5-36 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

ˆ Trend forecasts are not included in U.S. METARs.

ˆ An altimeter setting in a U.S. METAR is in inches of mer-
cury. In an ICAO METAR, it is in hectopascals (millibars).
To avoid confusion, a prefix is always assigned: an A for a
U.S. report or a Q for an ICAO report (e.g., A2992 or
Q1013).
ˆ In the U.S., remarks (RMKs) precede recent (RE) weather
and wind shear (WS) information reported at the end of
METARs.
ˆ Low level windshear, not associated with convective activ-
ity, will appear in U.S., Canadian, and Mexican TAFs.

Learjet 55 Developed for Training Purposes 5-37

March 2002
CAE SimuFlite

Sample TAF
A terminal aerodrome forecast (TAF) describes the forecast
prevailing conditions at an airport and covers either a 9-hour
period or a 24-hour period. Nine-hour TAFs are issued every
three hours; 24-hour TAFs are issued every six hours. Amend-
ments (AMD) are issued as necessary. A newly issued TAF
automatically amends and updates previous versions. Also,
many foreign countries issue eighteen hour TAFs at six hour
intervals.
The following example has detailed explanations of the new
codes:

KHPN 091720Z 091818 22020KT 3/4SM -SHRA

BKN020CB FM2030 30015G25KT 1500 SHRA
OVC015CB PROB40 2022 1/4SM TSRA OVC008CB
FM2300 27008KT 1 1/2SM -SHRA BKN020
OVC040 TEMPO 0407 00000KT 1/2SM -RABR
VV004 FM1000 22010KT 1/2SM -SHRA OVC020
BECMG 1315 20010KT P6SM NSW SKC

KHPN. ICAO location indicator. The usual 3 letter identifiers we

are familiar with are now preceded by a K for the contiguous
United States. Alaska and Hawaii will use 4 letter identifiers
with PA and PH respectively. Changes are planned to incorpo-
rate alphabetic identifiers for those weather reporting stations
where numbers and letters are now used (e.g., W10 changed
to KHEF).
091720Z. Issuance time. The first two digits (09) indicate the
date; the following four digits (1720) indicate time of day. All
times are in UTC or Zulu.

5-38 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

091818. Valid period. The first two digits (09) indicate the date.
The second two digits (18) are the hour that the forecast period
begins. The last two digits (18) indicate the hour that the fore-
cast expires. The example is a 24-hour forecast.
22020KT. Surface wind. The first three digits (220) are true
direction to the nearest 10°. The next two digits (20) indicate
speed. KT indicates the scale is in knots. TAFs may also use
kilometers-per-hour (KMH) or meters per second (MPS). If
gusts are forecast, a G and a two-digit maximum gust speed
follow the five-digit wind reading (e.g., 22020G10KT). Five
zeros and the appropriate suffix indicate calm winds (e.g.,
00000KT/KMH/MPS).
NOTE: Towers, ATIS and airport advisory service report
wind direction as magnetic.

3/4SM. Prevailing horizontal visibility. Visibility (3/4SM) is in

statute miles in the U.S. However, most countries use meters
which appears with no suffix (e.g., 1200).
-SHRA. Weather and/or obstruction to visibility. The minus sign
(-) indicates light, a plus sign (+) indicates heavy, and no prefix
indicates moderate. If no significant weather is expected, the
group is omitted. If the weather ceases to be significant after a
change group, the weather code is replaced by the code for no
significant weather (NSW).
BKN020CB. Cloud coverage/height/type. The first three letters
indicate expected cloud coverage. Cloud height is indicated by
the second set of three digits; these are read in hundreds of
feet (or multiples of 30 meters). When cumulonimbus is fore-
cast, cloud type (CB) follows cloud height.
When an obscured sky is expected and information on vertical
visibility is available, the cloud group is replaced by a different
five-digit code (e.g., VV004). The first two digits are Vs. The
three figures following indicate vertical visibility in units of 100
ft.

Learjet 55 Developed for Training Purposes 5-39

March 2002
CAE SimuFlite

NOTE: More than one cloud layer may be reported.

For indefinite vertical visibility, the two Vs would be followed by

two slash marks (VV//).
FM2030. Significant change expected in prevailing weather.
The from code (FM) is followed by a four-digit time code
(2030). Prevailing weather conditions consist of a surface wind,
visibility, weather, and cloud coverage.
PROB40 2022. Probability (PROB) and a two-digit code for
percent (40) is followed by a four-digit code (2022) that indi-
cates a beginning time (20) and an ending time (22) to the
nearest whole hour for probable weather conditions. Only 30%
and 40% probabilities are used; less than these are not suffi-
cient to forecast; 50% and above support the normal forecast.
TEMPO. Temporary change followed by a four-digit time. Fore-
casts temporary weather conditions. Indicates that changes
lasting less than an hour and a half may occur anytime
between the two-digit beginning time and two-digit ending time.

5-40 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Decoding TAFs
The latter half of the sample TAF is decoded based on the pre-
ceding information.
30015G25KT 1/2SM SHRA OVC015CB
Q Surface winds, 300° true direction
Q
Mean speed, 15 kts
Q Gusts, maximum gust 25 kts
Q Visibility, 1/2 statute mile
Q
Moderate showers of rain
Q Overcast at 1,500 ft with cumulonimbus clouds
FM2300 27008KT 1 1/2SM -SHRA BKN020 OVC040
Q Significant change expected from 2300 hours
Q Surface winds, 270° true direction at 8 kts
Q
Visibility, one and one-half statute mile
Q Light showers of rain
Q Broken clouds at 2,000 ft with a second overcast layer at
4,000 ft
TEMPO 0407 00000KT 1/4SM -RA BR VV004
Q
Temporary between 0400 and 0700 hours
Q Calm winds
Q Visibility 1/4 statute mile
Q
Light rain and mist
Q
Indefinite ceiling, vertical visibility 400 ft
FM1000 22010KT 1/2SM -SHRA OVC020
Q
Significant change expected from 1000 hours
Q Surface winds, 220° true direction at 10 kts

Learjet 55 Developed for Training Purposes 5-41

March 2002
CAE SimuFlite
Q Visibility, 1/2 statute mile
Q Light showers of rain
Q Overcast skies at 2,000 ft
BECMG 1315 20010KT P6SM NSW SKC
Q Change to the forecast conditions between 1300 and 1500
hours
Q Expected surface winds, 200° true direction at 10 kts
Q Visibility, more than 6 statute miles
Q No significant weather
Q Clear skies

5-42 Developed for Training Purposes Learjet 55

March 2002
 Flight Planning

Sample METAR
A routine aviation weather report on observed weather, or
METAR, is issued at hourly or half-hourly intervals. A special
weather report on observed weather, or SPECI, is issued when
certain criteria are met. Both METAR and SPECI use the same
codes.
A forecast highly likely to occur, or TREND, covers a period of
two hours from the time of the observation. A TREND forecast
indicates significant changes in respect to one or more of the
following elements: surface wind, visibility, weather, or clouds.
TREND forecasts use many of the same codes as TAFs.
Most foreign countries may append a TREND to a METAR or
SPECI. In the U.S., however, a TREND is not included in a
METAR or SPECI.
The following example indicates how to read a METAR:
KHPN 201955Z 22015G25KT 2SM
R22L/1000FT TSRA OVC010CB 18/16 A2990
RERAB25 BECMG 2200 24035G55
KHPN.-ICAO location indicator.
201955Z.-Date and time of issuance. METARs are issued
hourly.
22015G25KT.-Surface wind (same as TAF). If the first three
digits are VAR, the wind is variable with wind speed following. If
direction varies 60° or more during the ten minutes immediately
preceding the observation, the two extreme directions are indi-
cated with the letter V inserted between them (e.g., 280V350).
NOTE: G must vary 10 kts or greater to report gust.

2SM.-Prevailing horizontal visibility in statute miles. In the U.S.,

issued in statute miles with the appropriate suffix (SM) appended.
When a marked directional variation exists, the reported mini-

Learjet 55 Developed for Training Purposes 5-43

March 2002
CAE SimuFlite
mum visibility is followed by one of the eight compass points to
indicate the direction (e.g., 2SMNE).
R22L/1000FT.-The runway visual range group. The letter R
begins the group and is followed by the runway description
(22L). The range in feet follows the slant bar (1000FT). In other
countries range is in meters and no suffix is used.
NOTE: More than one cloud layer may be reported.

TSRA OVC010CB.-Thunderstorms (TS) and rain (RA) with an

overcast layer at 1,000 ft and cumulonimbus clouds.
18/16.-Temperatures in degrees Celsius. The first two digits
(18) are observed air temperature; the last two digits (16) are
dew point temperature. A temperature below zero is reported
with a minus (M) prefix code (e.g., M06).
A2990.-Altimeter setting. In the U.S., A is followed by inches
and hundredths; in most other countries, Q is followed by hec-
topascals (i.e., millibars).
RERAB25.-Recent operationally significant condition. A two
letter code for recent (RE) is followed by a two letter code for
the condition (e.g., RA for rain). A code for beginning or ending
(B or E) and a two-digit time in minutes during the previous
hour. When local circumstances also warrant, wind shear may
also be indicated (e.g., WS LDG RWY 22).
NOTE: A remark (RMK) code is used in the U.S. to
precede supplementary data of recent operationally signifi-
cant weather.

NOTE: RMK [SLP 013] breaks down SEA LVL press to

nearest tenth (e.g., 1001.3 reported as SLP 013).

BECMG AT 2200 24035G55.-A TREND forecast. The becom-

ing code (BECMG) is followed by a time period (AT 2200) and
the expected change (e.g., surface winds at 240° true at 35 kts
with gusts up to 55 kts).

5-44 Developed for Training Purposes Learjet 55

March 2002
Servicing
Table of Contents
Servicing Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuel Tank Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Electronic Fuel Computer Adjustment (Specific Gravity) . 6-7
Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Nose Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Main Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Emergency Gear/Brake Air Bottles . . . . . . . . . . . . . . . . 6-18
Tire Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Checking/Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Windshield Anti-Ice Fluid . . . . . . . . . . . . . . . . . . . . . . . . 6-21

Learjet 55 Developed for Training Purposes 6-1

March 2002
CAE SimuFlite
This page intentionally left blank.

6-2 Developed for Training Purposes Learjet 55

March 2002
 Servicing

Servicing Record

Learjet 55 Developed for Training Purposes 6-3

March 2002
CAE SimuFlite

Servicing Record (continued)

6-4 Developed for Training Purposes Learjet 55

March 2002
 Servicing

Fire Protection
Engine Fire Extinguisher Bottles
Gage Indication . . . . . . . . . . . . . . . APPROX 600 PSI AT 70°F
Extinguishing Agent . . . . . . . . . . . . . . . . CF3Br (HALON 1301)

Fuel
Approved Fuels
Mixing of fuel types is permissible (Table 6-A, following page).
Take special precautions to prevent electrostatic discharge
when switch-fueling. Refer to AFM Addendum 1, Fuel Servic-
ing.

Fuel Tank Capacities

Obtain maximum fuel tank capacity through the fuselage filler.
The following weights are based on 6.7 lbs per U.S. gallon.
Wings (Both) . . . . . . . . . . . . . . . . . . . . . . 425 GAL/2,848 LBS

Fuselage
Standard . . . . . . . . . . . . . . . . . . . . . . . . . 573 GAL/3,842 LBS
Left/Right . . . . . . . . . . . . . . . . . . . . . . . . . 672 GAL/4,499 LBS
Aft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 GAL/359 LBS

Learjet 55 Developed for Training Purposes 6-5

March 2002
CAE SimuFlite

6-6 Developed for Training Purposes Learjet 55

March 2002
 Servicing

Electronic Fuel Computer Adjustment

(Specific Gravity)
Adjust the engine electronic fuel computer to the recommended
specific gravity position listed in the Engine Log Book for the
type of fuel being used.
If there is no log entry, rotate the fuel adjustment knob one click
in either direction from the following recommended positions to
compensate for individual engine characteristics or installation
effects.
Jet A, Jet A-1, JP-5, and JP-8 . . . . . . . . . . . . . . . POSITION 5
Jet B, JP-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POSITION 6

NOTE: WARNING: Engine surge may occur if the recom-

mended gravity adjustment is not made for the type of fuel
being used. If surge occurs, refer to the Engine Maintenance

NOTE: CAUTION: Clockwise trim (corresponding to a

decrease in specific gravity setting) on the fuel computer with-
out a change in fuel specific gravity results in higher turbine
temperatures in start, acceleration, and deceleration.

Learjet 55 Developed for Training Purposes 6-7

March 2002
CAE SimuFlite

Fuel Additives
Anti-Icing
On aircraft without fuel heaters installed or with inopera-
tive fuel heaters, anti-icing additive is required in all fuels
except those with factory pre-blended additive.
Approved additives:
■ MIL-I-27686
■ MIL-1-85470
Concentration by Volume . . . . . . . . . . . . . . . . 0.06 TO 0.15%
Refer to AFM Addendum I, Fuel Servicing.

NOTE: CAUTION: Do not use less than 20 fluid ounces

(one can) of additive per 260 gallons (984.2 liters) or more
than 20 fluid ounces (one can) per 104 gallons (393.7 liters)

Anti-Microbiological
Approved Additive . . . . . . . . . . . . . . . . . . . . . HI-FLOW PRIST
In addition, Biobar JF is approved as a biocide additive when
premixed with fuel at the fuel supply facility; Biobar JF is not
approved for over-the-wing mixing.
Follow the procedure below for blending Hi-Flow Prist:
Hi-Flow Prist Blender. . . . . . . . . . . . ATTACH TO NOZZLE
Fuel Nozzle Flow Rate . . . . . . . . . . . . . . . . . 30 TO 60 GPM
Additive Flow . . . . . . . . . . . DIRECT INTO FUEL STREAM
Additive Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP
Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP

6-8 Developed for Training Purposes Learjet 55

March 2002
 Servicing

NOTE: CAUTION: Direct additive into the flowing fuel

stream and ensure additive flow stops before the fuel flow
stops. Do not allow concentrated additive to contact fuel
tank interior or aircraft painted surfaces.

NOTE: WARNING: Anti-ice additive is toxic. It is dangerous

when breathed or absorbed into the skin. When in contact
with anti-ice additive, use appropriate protective equipment
such as eye goggles, eye shield, respirator with organic
vapor cartridges, and non-absorbing gloves. If additive enters
the eyes, flush with water and contact a physician immedi-
ately.

Refueling
Refuel the aircraft through filler openings in the fuselage or in
each wing tank. Fuel can be pumped into the fuselage tank via
the standby pumps in the wing sumps. In addition, fuel can be
transferred into the wing tanks from the fuselage tank to a level
above the wing fillers.
Ensure aircraft is in a designated fueling area and fire equip-
ment available. For all fueling procedures:
■ ensure fuel truck is grounded
■ bond aircraft to truck
■ bond fuel nozzle to aircraft.
Filling Wing Tanks
Ground Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Wing Filler Caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
BATTERY Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Fueling Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

Learjet 55 Developed for Training Purposes 6-9

March 2002
CAE SimuFlite
FUS TANK XFR-FILL Switch . . . . . . . . . . . . . . . . . . . . . FILL
FUS TANK FULL Light . . . . . . . . . . . . . . . . . . . . . MONITOR
When FUS TANK FULL light illuminates or desired level
reached:
FUS TANK XFR-FILL Switch . . . . . . . . . . . . . . . . . . . OFF
Fueling Operation . . . . . . . . . . . . . . . . . CONTINUE UNTIL
BOTH TANKS FULL
NOTE: NOTE: The aircraft can be filled by completely filling one
wing and then the other. A bubble, however, often forms in the low
wing. To avoid this, top off the first wing after filling the second
wing tank.
When refueling completed:
BATTERY Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Wing Filler Caps . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Ground Cables . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT

6-10 Developed for Training Purposes Learjet 55

March 2002
 Servicing

Filling Fuselage Tank

Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECTED
Voltage Indication . . . . . . . . . . . . . . . . . . . . . . . . . . 28V DC
XFER-OFF-FILL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . FILL
Fuse Valve Switch (if installed) . . . . . . . . . . . . . . . . . .CLOSED
At desired quantity indication (i.e., FULL light illuminated):
XFER-OFF-FILL Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE: CAUTION: Monitor filling operation. If fuselage float

switch does not stop fuel transferring into the fuselage tank,
fuel overflows in to the wing vent system and out through the
wing vent air scoops. If this occurs, stop the fueling opera-
tion and turn off the transfer and battery switches. Drain the
fuel vent sump until it is dry; ensure the fuselage float switch
is repaired.

NOTE: CAUTION: Use reduced flow rates when refueling

through the fuselage filler; a high delivery rate causes fuel to
back up in the filler. When topping off the tank, the flow rate
should be 10 GPM or less. If the delivery system cannot
deliver fuel at a low enough rate, refuel through the wing fill-
ers.

Learjet 55 Developed for Training Purposes 6-11

March 2002
CAE SimuFlite

NOTE: CAUTION: On aircraft without a properly bonded

tank, danger of explosion from static discharge exists. For
these aircraft, 400 lbs of fuel must be in the fuselage tank
prior to initiation of fuel flow. Refer to the manufacturer’s Mod-
ification and Equipment index for applicability.

NOTE: WARNING: To preclude possible fire or explosion

caused by static electricity or sparks, ground the following
prior to removing the filler cap: the fuel truck to the apron and
the nose gear uplatch spacer, the fuel nozzle to the filler, and
the jack.

Filling Aft Fuselage Tank (If Installed)

Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFT FUS TANK XFR-FILL Switch . . . . . . . . . . . . . . . . . FILL
The AFT FUS TANK FULL light illuminates when the tank
is full. Fuel transfers from the main fuselage tank into the aft
fuselage tank. If the main FUS TANK EMPTY light illumi-
nates, fuel must be added to the main fuselage tank before
the aft tank can be completely filled.
AFT FUS TANK XFR-FILL Switch . . . . . . . . . . . . . . . . . . OFF
Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Refueling Through Fuselage Filler
Ground Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Wing Filler Caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Protective Pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Place protective pads over engine nacelle and fuselage
where fuel hose may contact aircraft.

6-12 Developed for Training Purposes Learjet 55

March 2002
 Servicing

BATTERY Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NOTE: CAUTION: Reduced fuel flow rate may be required
to avoid fuel spill or splash-back. If refuel rate cannot be con-
trolled to 10 GPM (38 LPM) or less, use Filling Wing Tank pro-
cedures for top-off.

Fueling Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

Fuel Quantity Selector . . . . . . . . . . . . . .L WING OR R WING
Fuel Quantity Gage . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
FUS TANK XFER-FILL Switch . . . . . . . . . . . . . . . . . . . . XFR
FUS TANK AUX XFR Switch . . . . . . . . . . . . . . . . .AUX XFR
When quantity gage indicates proper quantity:
Fuel Quantity Selector . . . . . . . . . . . . . . . OPPOSITE TANK
Fuel Quantity Gage . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Fueling Operation . CONTINUE UNTIL BOTH TANKS FULL
FUS TANK XFER-FILL Switch . . . . . . . . . . . . . . . . . . OFF
FUS TANK AUX XFR Switch . . . . . . . . . . . . . . . . . . . OFF

NOTE: NOTE: Fuel recirculates from the wing tanks to the

fuselage tank if fuselage transfer pumps are on and wings are

Fueling Operation . . . . . . . . . . . . . . . . . . . CONTINUE UNTIL

FUSELAGE TANK REFUELED
Fuselage Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALL
Ground Cables. . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Fuselage Filler Door . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
FUS CAP Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Learjet 55 Developed for Training Purposes 6-13

March 2002
CAE SimuFlite
BATTERY Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Protective Pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
NOTE: CAUTION: On early aircraft without properly
bonded tank, ensure the fuselage tank contains at least 400
lbs of fuel before adding fuel through the fuselage filler. See
the manufacturer’s Modification and Equipment Index.

Single-Point Refueling (If Installed) –

Total Fill Procedure
Ground Cables . . . . . . . . . . . . . . . . . .CONNECT TO WINGS
Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S/N 55-127 and subsequent and modified aircraft:
Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: NOTE: S/N 55-127 and subsequent and other
modified aircraft have a single-point pressure refueling bat-
tery switch on the precheck panel.

Single-Point Panel Access Doors . . . . . . . . . . . . . . . . . . OPEN

Ground Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Fuel Adapter Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Refueling Nozzle . . . . . . CONNECT TO REFUEL ADAPTER
VENT OPEN/FUS FULL Lights . . . . . . . . . . . . . . . . . . TEST
Depress each lens; the light illuminates.
WING and FUS PRECHECK VALVES. . . . . . . . . . . . . OPEN
REFUEL Selector Switch. . . . . . . . . . . . . . . . . . . . . . . . TOTAL

6-14 Developed for Training Purposes Learjet 55

March 2002
 Servicing

Refuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY

Fuel flows for 10 to 20 seconds and stops. The VENT OPEN
light illuminates and must remain illuminated as long as fuel
is flowing. The light may cycle once or twice as fuel begins to
flow.
NOTE: CAUTION: If fuel flow does not stop or the
VENT OPEN light does not illuminate, do not use the sin-
gle-point refueling system.

Wing and FUS PRECHECK VALVES . . . . . . . . . . . .CLOSED

The wing and fuselage tank fill simultaneously. Fuel flow
terminates automatically before or when FUS FULL light
illuminates.
Refueling Nozzle Valve . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Ensure the VENT OPEN light is extinguished.
BATTERY Switches (if turned on) . . . . . . . . . . . . . . . . . . OFF
Refueling Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Refuel Adapter Cap . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALL
Ground Cables. . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Single-Point Panel Access Doors . . . . . . . . . . . . . . . . . CLOSE
Single-Point Refueling (If Installed) –
Partial Fill Procedures
Ground Cables. . . . . . . . . . . . . . . . . . CONNECT TO WINGS
BATTERY Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S/N 55-127 and subsequent, and modified aircraft:
BATTERY Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: NOTE: S/N 55-127 and subsequent and other
modified aircraft have a single-point pressure refueling
battery switch on the precheck panel.

Single-Point Panel Access Doors . . . . . . . . . . . . . . . . . . OPEN

Learjet 55 Developed for Training Purposes 6-15

March 2002
CAE SimuFlite
Ground Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Fuel Adapter Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Refueling Nozzle . . . . . . CONNECT TO REFUEL ADAPTER
VENT OPEN/FUS FULL Lights . . . . . . . . . . . . . . . . . . TEST
Depress each lens; the light illuminates.
WING and FUS PRECHECK VALVES . . . . . . . . . . . . . OPEN
REFUEL Selector Switch . . . . . . . . . . . . . . . . . . . . . . . TOTAL
Refuel Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Fuel flows for 10 to 20 seconds and stops. The VENT OPEN
light illuminates and must remain illuminated as long as fuel
is flowing. The light may cycle once or twice as fuel begins to
flow.
NOTE: CAUTION: If fuel flow does not stop or the
VENT OPEN light does not illuminate, do not use the sin-
gle-point refueling system.

REFUEL Selector Switch . . . . . . . . . . . . . . . . . . . . . PARTIAL

This selection fills the wing tanks first, and then the fuselage
tanks.

6-16 Developed for Training Purposes Learjet 55

March 2002
 Servicing

Wing and FUS PRECHECK VALVES . . . . . . . . . . . .CLOSED

NOTE: CAUTION: If VENT OPEN light extinguishes dur-

ing fueling operation, terminate operations immediately.

When desired quantity obtained (refer to truck meter):

Refueling Nozzle Valve . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Ensure the VENT OPEN light is extinguished.
BATTERY Switches (if turned on) . . . . . . . . . . . . . . . . . . . OFF
Refueling Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Refuel Adapter Cap . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALL
Ground Cables. . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Single-Point Panel Access Doors . . . . . . . . . . . . . . . . . CLOSE

Ground Power Unit

Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 to 33V DC
Amperage . . . . . . . . . . . . . . . . . . . . . . . . . . . . .500 TO 1,100A

Hydraulic System
Approved Fluid. . . . . . . . . . . . . . . . . MIL-H-5606 (RED FLUID)
Reservoir Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.9 GAL
Available to Engine-Driven Pumps . . . . . . . . . . . . . 1.5 GAL
Reserved for Auxiliary Pump . . . . . . . . . . . . . . . . . . 0.4 GAL
Accumulator Preload:
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . 850 PSI
Minimum System Pressure . . . . . . . . . . . . . . . . . . . 750 PSI

Learjet 55 Developed for Training Purposes 6-17

March 2002
CAE SimuFlite

Landing Gear
Struts
Do not service the landing gear struts with wheels on the
ground. Service with dry air or nitrogen and MIL-H-5606
hydraulic fluid.

Nose Strut
Extension (full fuel/no baggage,
passengers, or crew) . . . . . . . . . . . . . . . 5.25 TO 5.75 INCHES
Static Deflection Limits . . . . . . . . . . . . . . 1.3 TO 8.16 INCHES
Limits vary according to takeoff weight.
Normal Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 ±3 PSI

Main Struts
Extension (full fuel/no baggage,
passengers, or crew) . . . . . . . . . . . . . . . . . 3.0 TO 3.5 INCHES
Static Deflection Limits . . . . . . . . . . . . . . . 1.0 TO 7.5 INCHES
Limits vary according to takeoff weight.
Normal Inflation:
Not Certified for 21,500 Lb TOGW . . . . . . . . . . 392 ±10 PSI
Certified for 21,500 Lb TOGW. . . . . . . . . . . . . . 405 ±10 PSI

Emergency Gear/Brake Air Bottles

Service the gear/brake air bottles through charging valves on
the right side of the avionics nose compartment.
Type. . . . . . . . . . . . . . . . . . . . . . . . DRY AIR OR NITROGEN
Normal Pressure Range . . . . . . . . . . . . . . 1,800 TO 3,000 PSI

6-18 Developed for Training Purposes Learjet 55

March 2002
 Servicing

Tire Inflation
Nose Wheel (uploaded). . . . . . . . . . . . . . . . . . . . . . 105 ±5 PSI
Nose Wheel (loaded). . . . . . . . . . . . . . . . . . . . . . . . 109 ±5 PSI
Main Wheels – Not Certified for 21,500 Lb TOGW:
Unloaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 ±5 PSI
Loaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 ±5 PSI
Main Wheels – Certified for 21,500 Lb TOGW:
Unloaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 ±5 PSI
Loaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 ±5 PSI

Learjet 55 Developed for Training Purposes 6-19

March 2002
CAE SimuFlite

Oil
Approved Oils
Mixing brands of the following approved Type II oils is permitted.
■ Aeroshell/Royco Turbine Oil 500 and 560
■ Castrol 5000
■ Exxon (Enco/Esso) Turbo Oil 2380
■ Mobil Jet Oil II
■ Mobil 254
Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 GAL
Maximum Consumption . . . . . . . . . . . . 0.015 GPH (1qt/25 hrs)

Checking/Adding Oil
Check the oil shortly after engine shutdown; oil level remains
accurate for up to an hour. The engine should be static during
the oil check. If the reservoir is low, filter the oil as it is added.
Oil Access Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Right Engine Sight Gage. . . . . . . . . . . . . . . . . . . . . . . . CHECK
Left Engine Dipstick. . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Oil . . . . . . . . . . . . . . . ADD TO WITHIN ONE QT OF FULL
Use a 10-micron filter when adding oil.
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
If oil quantity appears overfilled, motor the engine 10 sec-
onds with the starter. Recheck. If the engine is cold and oil
level appears to be low, start the engine, bring it up to idle for
30 seconds, and recheck.

6-20 Developed for Training Purposes Learjet 55

March 2002
 Servicing

Oxygen
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MIL-0-27210,
TYPE A BREATHING OXYGEN
Normal Pressure Range . . . . . . . . . . . . . . 1,550 TO 1,850 PSI
Purge Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 PSI

Windshield Anti-Ice Fluid

Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MIL-0-M-232,
GRADE A METHYL ALCOHOL
Reservoir Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . 2.35 GAL

Learjet 55 Developed for Training Purposes 6-21

March 2002
CAE SimuFlite
This page intentionally left blank.

6-22 Developed for Training Purposes Learjet 55

March 2002
Emergency Information
Table of Contents
The ABCs of Emergency CPR . . . . . . . . . . . . . . . . . . . . . 7-3
Airway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Breathing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Heart Attack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Actions for Survival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7

Learjet 55 Developed for Training Purposes 7-1

March 2002
CAE SimuFlite

Airway

Breathing

Circulation

7-2 Developed for Training Purposes Learjet 55

March 2002
 Emergency Information

The ABCs of Emergency CPR

Establish victim’s unresponsiveness.
Gently shake victim and shout, “Are you all right?”

Airway
Q Open airway: lift chin, tilt head. (With neck injury, lift chin but
do not tilt head.)
Q Look for chest movement.
Q Listen for sound of breathing.
Q Feel for breath on your cheek.

Breathing
Q Head tilt position – pinch victim’s nose shut while lifting chin
with your other hand.
Q Give two full breaths while maintaining airtight seal with your
mouth over victim’s mouth.

NOTE: A pocket mask can be used instead, but proper head

position and air-tight seal must be maintained.

Circulation
Q Locate carotid artery pulse; hold 10 seconds. If no pulse:
Q Begin external chest compressions by locating hand posi-
tion two fingers above notch and placing heal of hand on
breastbone.
Q Perform 15 compressions of 11/2 to 2 inches at a rate of 80
to 100 compressions per minute. (Count, “One and two and
three and …,” etc.) Come up smoothly, keeping hand con-
tact with victim’s chest at all times.
Q Repeat the cycle of two breaths, 15 compressions until vic-
tim’s pulse and breathing return. If only the pulse is present,
continue rescue breathing until medical assistance is avail-
able.

Learjet 55 Developed for Training Purposes 7-3

March 2002
CAE SimuFlite

Heart Attack
Signals
Q Pressure, squeezing, fullness, or pain in center of chest
behind breastbone.
Q Sweating
Q Nausea
Q
Shortness of breath
Q
Feeling of weakness

Actions for Survival

Q Recognize signals
Q Stop activity and lie or sit down
Q Provide oxygen if available
Q If signals persist greater than two minutes, get victim to
medical assistance

7-4 Developed for Training Purposes Learjet 55

March 2002
 Emergency Information

Choking
If victim can cough or speak:
Q
encourage continued coughing
Q provide oxygen if available.

If victim cannot cough or speak

Q perform Heimlich maneuver (abdominal thrusts):
1. stand behind victim; wrap arms around victim’s waist
2. place fist of one hand (knuckles up) in upper abdomen*
3. grasp fist with opposite hand
4. press fist into upper abdomen* with quick, inward and
upward thrusts
5. perform maneuver until foreign body is expelled
Q
provide supplemental oxygen if available.
*If victim is pregnant or obese, perform chest thrusts instead of
abdominal thrusts.

Learjet 55 Developed for Training Purposes 7-5

March 2002
CAE SimuFlite

Emergency Equipment Record

Emergency Date Last
Location
Equipment Serviced

First Aid Kit

Fire Extinguisher(s)

Fire Axe

Life Raft

Life Vests Seat Pockets

Therapeutic
Oxygen

Overwater
Survival Kit

Other

7-6 Developed for Training Purposes Learjet 55

March 2002
 Emergency Information

Emergency Exits
The plug-type emergency exit opens inward for quick egress.
Q To open an emergency exit from outside the aircraft, push
the release plate above the window. The window unlocks
and falls into the cabin.
Q To open an emergency exit from inside the aircraft, pull the
red release handle above the window. The window unlocks
and falls into the cabin. A fabric handle facilitates evacua-
tion.

Learjet 55 Developed for Training Purposes 7-7

March 2002
CAE SimuFlite
This page intentionally left blank.

7-8 Developed for Training Purposes Learjet 55

March 2002
Conversion Tables
Table of Contents
Distance Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Weight Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Fuel Weight to Volume Conversion . . . . . . . . . . . . . . . . . 8-7
Volume Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
International Standard Atmosphere (ISA) . . . . . . . . . . . 8-10

Learjet 55 Developed for Training Purposes 8-1

March 2002
CAE SimuFlite
This page intentionally left blank.

8-2 Developed for Training Purposes Learjet 55

March 2002
 Conversion Tables

Distance Conversion
Meters/Feet

Learjet 55 Developed for Training Purposes 8-3

March 2002
CAE SimuFlite
Statute Miles/Kilometers/Nautical Miles

8-4 Developed for Training Purposes Learjet 55

March 2002
 Conversion Tables

Kilometers/Nautical Miles/Statute Miles

Learjet 55 Developed for Training Purposes 8-5

March 2002
CAE SimuFlite

Weight Conversion
Lbs/Kilograms

8-6 Developed for Training Purposes Learjet 55

March 2002
 Conversion Tables

Fuel Weight to Volume Conversion

U.S. Gal/Lbs; Liter/Lbs; Liter/Kg

Learjet 55 Developed for Training Purposes 8-7

March 2002
CAE SimuFlite

Volume Conversion
Imp Gal/U.S. Gal; U.S. Gal/Ltr; Imp Gal/Ltr

8-8 Developed for Training Purposes Learjet 55

March 2002
 Conversion Tables

Temperature Conversion
Celsius/Fahrenheit

Learjet 55 Developed for Training Purposes 8-9

March 2002
CAE SimuFlite

International Standard Atmosphere (ISA)

Altitude/Temperature

8-10 Developed for Training Purposes Learjet 55

March 2002