LEARJET 31/31A PILOT TRAINING MANUAL rte) ogee Fi LT Py tet LaGuardia Airport Flushing, New York 11371 www.flightsafety.comCourses for the Learjet 31/31A aircraft are taught at the following FlightSafety learning centers: Tucson Learning Center 1071 East Aero Park Blvd. Tucson, AZ 85706 (800) 203-5627 FAX (520) 918-7111 Atlanta Learning Center 1010 Toffie Terrace Atlanta, GA 30354 (800) 889-7916 FAX (678) 365-2699 Wichita (Learjet) Learning Center Two Learjet t FAX (316) 943-0314 Copyright © 1999 by FlightSafety International, Inc. All rights reserved. Printed in the United States of Ameri pon ereFlightSafety international COURSEWARE SUPPORT—HURST 8900 Trinity Bld. Hurst, Texas, 76059 (817)276-7500 Fax (817) 276-7501 LEARJET 31/31A SERIES PILOT TRAINING MANUAL VOLUME 2 Record of Revision No. 1 This is a revision of the Learjet 31/31A Series Pilot Training Manual. The portion of the text or figure affected by the current revision is indicated by a solid vertical line in the margin. A vertical line adjacent to blank space means that material has been delet- ed. In addition, each revised page is marked “Revision 1” in the lower left or right corner. The changes made in this revision will be further explained at the appropriate time in the training course. the best safety device in any aircraft is a well-trained crew...FOR TRAINING PURPOSES ON NOTICE The material contained in this training manual is based on information obtained from the aircraft manufacturer's Pilot Manuals and Maintenance Manuals. It is to be used for familiarization and training purposes only. At the time of printing it contained then-current information. In the event of conflict between data provided herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall take precedence. We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual or any other aspect of our training program, FOR TRAINING PURPOSES ONLYCONTENTS SYLLABUS Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter [1 Chapter 12 Chapter 13 Chapter [4 Chapter 15 Chapter 16 Chapter 17 WALKAROUND APPENDIX ANNUNCIATOR PANEL, INSTRUMENT PANEL POSTER AIRCRAFT GENERAL ELECTRICAL POWER SYSTEMS LIGHTING MASTER WARNING SYSTEM FUEL SYSTEM AUXILIARY POWER UNIT POWERPLANT FIRE PROTECTION PNEUMATICS ICE AND RAIN PROTECTION AIR CONDITIONING PRESSURIZATION HYDRAULIC POWER SYSTEMS LANDING GEAR AND BRAKES FLIGHT CONTROLS AVIONICS MISCELLANEOUS SYSTEMSFiightSafety LEARJET 31/34A PILOT TRAINING MANUAL SYLLABUS CONTENTS TRAINING SCHEDULE (TYPICAL INITIAL)... ‘TRAINING SCHEDULE (TYPICAL INITIAL WITH LOFT)... TRAINING SCHEDULE (TYPICAL RECURRENT ‘TRAINING SCHEDULE YPICAL RECURRENT WITH LOFT)... Revision 1 FOR TRAINING PURPOSES ONLY SYL-iFlightSafety LEARJET 31/34A PILOT TRAINING MANUAL SYLLABUS TRAINING SCHEDULE (TYPICAL INITIAL) Listed below is a typical schedule for the pilot training curriculum. On occas may be rearranged lo meet the needs of the client or Center. In addition, the ti cach lesson may vary duc (o pilot experience and class size. The schedule con: ing days. n, the schedule es allotted for sof 13 train- E NOTE. Simulator hours reflect left-seat time for one pilot, performing all pilot flying duties. In addition, 1.0 hour for briefing and 1.0 hour for debriefing are allocated. Day 1 Classroom 7.0 Aircraft General Avionics. | FMS 7.0 7.0 Day 3 Powerplant ‘Thrust Reversers Fire Protection ay 4 Classroom 8.0 Pneumaties/Air Conditioning Pressurization Oxygen Tee and ain Protection Rewsion 1 FOR TRAINING PURPOSES ONLY SYL-1LEARJET 31/31A PILOT TRAINING MANUAL Day 5 Classroom 8.0 Crew Resource Management Hydrauli Landing Gear and Brakes Flight Controls Day 6 Classroom 20 Weight and Balance Flight Planning Performance Examination Day 7 Simulator 2.0 Simulator Period No. | Day 8 Simulator 2.0 Simulator Period No. 2 Day 9 Simulator 2.0 Simulator Period No. 3 Aircraft Preflight Training 1.0 Day 10 Simulator 2.0 Simulator Period No. 4 Day II Simulator 2.0 Simulator Period No. 5 Day 12 Simulator Simulator Period No. 6 2.0 Day 13 rieting Room Ora 2.0 imulator-Type Qt tion Check 2.0 Aircraft Preflight Check 05 SYL-2 FOR TRAINING PURPOSFS ONLY Rewsion +FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL TRAINING SCHEDULE (TYPICAL INITIAL WITH LOFT) Listed below is a typical schedule for the pilot training curriculum, On occasion, the schedule may be rearranged to mect the needs of the client or Center. In addition, the times allotted for ach lesson may vary due to pilot experience and cl: The schedule consists of (2-14 ning days. NOTE at Lime for one pilot. performing all pilot flying duties. and 1.0 hour for debriefing are allocated. Simulator hours reflect lett In addition. 1.0 hour for bricfin Day Classroom 1.0 7.0 Day 2 Electrical Lighting Master Warning. Day 3 Classroom 7.0 Fuel Powerplant Thrust Reve Fire Protection Day 4 Classroom, 8.0 Pneumaties/Air Conditioning Pressurization Oxygen nd Rain Protection Rewsion 1 FON TRAINING PURPOSES UNLY SYL-3Day 6 Day 7 Day 8 Day 9 Day 10 Day 11 Day 12 Day 13 Day I4 SYL-4 Classroom Crew Resource Management Hydraulics Landing Gear and Bra Flight Controls Classroom Weight and Balance Flight Planning Performance Examination Simulator Simulator Perind No. 1 Simulator Simulator Period No. 2 Simulator Simulator Pe Simulator Period No. 4 Simulator Simulator Period No. 5 Simulator Simulator Period No. 6 Briefing Room Orals Simulator-Type Qualifi Aircralt Preflight Check Simulator (if required) LOFT (AW AC 120.358) FOR TRAINING PURPUSES UNLY FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL 8.0 Revision 1Flight$afety LEARJET 31/31A PILOT TRAINING MANUAL TRAINING SCHEDULE (TYPICAL RECURRENT) Listed below is a typical schedule for the pilot training curriculum. On ocea: may be rearranged to meet the needs of the clicnt or Center. In addition, the ti : jon may vary due to pilot experience and clas: “The schedule cons NOTE « left-seat time for one pilot. performing all pilot flying duties. ing and 1.0 hour for debr gare allocated. Simulator hours re In addition, 1.0 hour for by Day 1 Classroom 7.0 Aircraft General Fuel Powerplant Thrust Reversers Fire Protection Day 2 Classroom 7.0 Electrical Lighting Master Warning Hydraulics Landing Gear and Brakes Day 3 Classroom 7.0 urization tt Controls Day 4 Classroom 8.0 Avionies CRM Weight and Balance ght Planning Performance ion Day 5 Simutaror 20 Simulator Perivd No. 1 Rovsion t TOR TRAINING PURPOSFS ONIY SYL-5SYL-6 Simulator Period No. 2 Simulator Simulator Period No. 3 Simulator Simulator Period No. 4 Briefing Room Orals Simulator-Type Rating Qual Aircraft Preflight Check ion Check (AIAif required and not previously accomplished) FOR TRAINING PURPOSES ONLY FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL 2.0 2.0 ovson 1Day 6 { Day 7 t Day 8 I Day 9 Day 10 SYL-8 Simulator Simulator Period No. 2 Simulator Simulator Period No. 3 Simulator Simulator Period No. 4 Briefing Room Orals Simulator-Type Rating Qualification Check, Aireraft Preflight Check (Alli required and not previously accomplished) Simulator ( if required) LOFT (IAW AC 120.35B) FUR TRAINING PURPOSES ONLY FiightSafety LEARJET 31/31A PILOT TRAINING MANUAL 2.0 2.0 2.0 2.0 2.0 0.5 Aowsion 1TRAINING SCHEDULE (TYPICAL RECURRENT WITH LOFT) Listed below is each les ing days. Simulator hours reflect left-s 1.0 hour for briefit Day 1 Day 2 Day 3 Day 4 Day 5 Rowsion 1 NOTE. Hocated. and 1.0 hour for debri Classroom Aircraft General Fuel Powerplant Thrust Reversers Fire Protection Lighting Master Warning Hydraulics Landing Gear and Brakes Flight Controls Poeumaties/Air Conditioning Oxygen Iee and Rain Protection Cla Avionics CRM cight and Balance ning Performance Examination yom Simulator Simulator Period No. 1 TOR TRAINING PURPOSES UNLY ‘ize. The schedule consist LEARJET 31/31A PILOT TRAINING MANUAL typical schedule for the pilot training curriculum. On occasion, the s may be rearranged to meet the ne ‘on may vary dite to pilot experienc 7.0 7.0 7.0 hedule Is of the client or Center. In addition, the times allotted for. is of 9-10 train- ait time for one pilot, performing all pilot flying duties. In addition, SYL-7Figure 14 1-2 1-3 1-4 1-5 1-6 18 19 4-10 111 1-12 1-13 1.14 1-15 1-16 FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL ILLUSTRATIONS Title Page Learjet 31/31 ... 1-2 General Dimension: 1-2 - 1-3 Danger Area 15 Fuselage Section: Radome ... 1-6 Nose Comparime: Passenger-Crew Door Door Latch Inspection Port. Emergency Exit. Windshield Window Locatior Tailcone Door..... Protective Covers and Parking Equipment... JANUARY 1999 FOR TRAINING PURPOSES GNLY 4-1FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL CHAPTER 1 AIRCRAFT GENERAL CONTENTS Page INTRODUCTION... GENERAL .. STRUCTURES... At 12 Wing Empennage . 1-40 PROTECTIVE COVERS AND PARKING EQUIPMENT... UANUARY 1999 FOR TRAINING PURPOSES ONLY tiFlightSafety LEARJET 31/31A PILOT TRAINING MANUAL CHAPTER 1 AIRCRAFT GENERAL INTRODUCTION is raining manual provides a description of the major airframe and engine installed in the Learjet 31 and 31A airplanes. Learjet 31 airplancs are those with serial numbers 002 through 034. Model 31A airplanes are those with serial numbers 035 and subsequent. tems s chapter covers ing equipment 3 system or oper: structure of the airplane and the protective covers and park- jo material is meant to supersede any of the manufacturer's ing manuals. GENERAL ‘The Learjet 31/31 is certified under FAR Part approved for all-weather operation 10 a max- 25 aya Lwo-pilot. transport category airpku imum altitude of 51,000 feet. JANUARY 1999 FOR TRAINING PURPOSES ONIY 4FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL STRUCTURES Figure I-1 shows the Learjet 31/31A. The structure consists of the fuselage, the wings, the empennage, and flight controls. Figure I- 2 shows the general dimensions of the air- plane. Figure 1-3 depicts the airplane's nose steering turning radius. Figure 1-4 shows the warning areas around the airplane. Figure 1-1. Learjet 31/31A BFT3IN. (@51.0.CMy 4g FTSIN. (1990.0 CM) 20 FT 2IN. (615.0 CM) 47 FT BIN. (14547 CM) Figure 1-2. General Dimensions 12 FOR TRAINING PURPOSES ONLY YANUARY 1999Flight$afety LEARJET 31/31A PILOT TRAINING MANUAL SOFT IN. 1191.0 6M Figure 1-3. Turning Radius JANUARY 1999 FOR TRAINING PURPOSES ONLY 4-3FiightSafety LEARJET 31/31A PILOT TRAINING MANUAL WEATHER RADAR “7 FEET (213M) ‘ON MODEL 316 AIRPLANES | ENGINE INTAKE EXHAUST DANGER AREA SHOWN FOR IDLE RPM VALUES APPROXIMATELY DOUBLE FOR TAKEOFF RPM, 100 F 18M) Sh, 78 c) igs 8 Figure 1-4. Danger Areas 1-4 FOR TRAINING PURPOSFS ONLY JANUARY 1999Ser . LEARJET 31/31A PILOT TRAINING MANUAL o K. ae FUSELAGE Nose Section The fuselage is constructed of stressed all-metal The nose of the fuselage (Figure 1-6) is formed skin with stringers. (temploysthe arearulede- by the radome. Aft of the radome is the nose sign to reduce acrodynamic drag, and has four compartment, Nose compartment access pan- basic sections, (Figure !-5) ‘They are: els (Figure 1-7), on top of the fuselage forward of the windshicld, may be removed on the 1. The nose section which extends from ground for servicing and maintenance. On the radome aft to the forward pressure Some airplanes, the oxygen bottle is installed bulkhead. inthe nose compartment. If'so, the oxygen bot- tle will have a separate access door on the right side of the nose compartment. 2. The press cludes the cock, partments. and ext pressure bulkhead. 3. The fuselage fuel section starts just att of the rear pressure bulkhead and ex- tends to the taileone. The tailcone section aft of the Such section. The fuselage also incorporates attachments for the wings. empennage, engine pylons. and the nose landing gear. Figure 1-6. Radome AFT PRESSURE BULKHEAD AFT PRESSURE BULKHEAD FWD PRESSURE BULKHEAD EXTENDED RANGE MODEL STANOARD MODEL AT FRAME 20 AT FRAME 22 ogoo00 \o— a ; Te. _ itt wee < ne aoe | PRESSURIZED SECTION STANDARD MODEL —| NOSE —»|-¢————"_ pressurize section ———] |}~*—— Tacone section —>| ‘SECTION EXTENDED RANGE MODEL FUEL SECTION so wee Figure 1-5. Fuselage Sections JANUARY 1999, FOR TRAINING PURPOSES UNLY 15LEARJET 94/310 Figure 1-7. Nose Compartment Pressurized Section The pressurized section, between the forward and aft pressure bulkheads, includes the cock- pit and passenger compartments, The cock- pit scats two pilots and is fitted with acurved, Iwo-piece windshield. The passenger com- partment contains passenger seats compartments, a lavatory and galley equipment (depending on the interior configuration). A baggage compartment is located at the rear of the cabin, behind the divan, The entry door is located on the left side of the fuselage just af{ of the cockpit. An emergency exitis located on the aft, right side of the cabin, PILOT TRAINING MANUAL Passenger-Crew Door ‘The primary entrance and exit for passengers and crewmembers is through the clamshell door located on the forward left side of fuse- lage (Figure 1-8). The standard entrance door is 24 inches wide; an optional 36-inch wide door is available. The upper door serves as an emergency exit und the lower door has inte- gral entrance steps. The upper portion of the door has both outside and inside locking handles connected to a common shaft through the door, Rotating ci- ther of these handles to the closed position drives six locking pins into holes in the door frame (three pins forward and three afi). Ad- ditionally, two pins are driven through lugs on the lower door to secure the two door halves together. ‘The lower door has a single locking handle on the inside. Rotating the lower door handle to the closed (forward) position drives two pins into holes in the door frame (one forward and one aft). There are a total of 10 locking pins. on the two door sections. When the door handles are in the closed po- tion, each locking pin contacts a microswitch. If any of the switches are not contacted, a red DOOR annunciator light will illuminate in ight illuminates while the Figure 1-8. Passenger-Crew Door 16 FOR TRAINING PURPUSES ONLY JANUARY 1999the crew to confirm the position of the locking pins by observing the position of wo white alignment marks (Figure 1-9). The two lock- ing pins, which connect the upper and lower doors, may be seen through the upholstery between the doors and do not have white lin LOCKED UNLOCKED Figure 1-9. Door Latch Inspection Port ‘To help align the upper door locking pins while closing the door, and to lock the entry door when the airplane is to be left unattended. an electric actuator motor and hook: jem are jn stalled in the lower door. ‘The 24 inch door has ‘one hook and the 36 inch door has two haoks, The hook(s) cngage rollerts) installed on the JANUARY 1999 FOR TRAINING LEARJET 31/31A FiightSatety PILOT TRAINING MANUAL upper door and draw the two halves together. e actuator motor is operated from inside the airplane by a toggle switch on the lower door d from the outside by a key operated switch. {f the hook(s) are not fully released, the red DOOR annunciator light illuminates in the cockpit. In summary, the red DOOR light illuminates if one, or more, of the locking pins has not con- tacted its microswitch or the door hook(s) are not fully released. Any time the airplane is occupied, with the entry door locked. the hook(s) must be re- leased so the upper door may be used as an emergency exit. Should the door motor fail, the hooks can be op- erated manually from inside the airplane. By opening an access panel in the lower door, a ratchet handle, provided in the airplane tool kit, may be used to engage or release the hook(s). A secondary safety catch, on the lower door, consists of a notched pawl attached to the door. ‘The pawl engages a striker plate on the door frame when the door is cl holds the lower door closed w! handle is positioned to the locked positior iso Keeps the door from fulling open the door locking pins are retracted. The safety catch is released by depressing the paw. oon Cables and hydraulic dampers are provided to he lower door when lowering it and when using it asa step. The 24-inch door has one cable and a hydraulic damper. The 36-inch door has two cables and may have an optional hydraulic damper, The cables are connected to sin the lower door and are also used to pull the door closed from inside the airpkine. A hollow neoprene seal, on the door frame, hay holes to allow the entry of pressurized cabin air, forming a positive seal around the door. PURPOSES ONLYoo oe Emergency Exit A batch, near the ure 1-19), serves occupants. It ma: side or outside th ight rear of the cabin (Fig- ant emtergency exit for all ty be opened from cither in- e airplane. Flight$afety LEARJET 31/34A PILOT TRAINING MANUAL To open the hutch from inside the airplane, a handle at the Lop of the hatch is pulled inward to unlock it. The hatch may then be pulled in- side the airplane. To open the hatch from out- side, depressing « PUSH button above the hatch releases a handle which must be turned in the direction of the urrow stamped on the handle. ‘The hatch may then be pushed into the airplane. Figure 1-10. Emergency Exit FOR JRAINING PUnPOSES ONLY JANUARY 1999Windshield and Windows The two piece plastic windshield (Figure 1-11) stant, heated or unheated. Windshield The cabin windows (Figure 1-12), including window, are made of two tic with an air space between them. The panes are held apart and sealed tight by a spacer. Figure 1-11. Fuel Section The fuel s head. contai ure bulk- Sthe fuselage fuel cell As shown in Figure 1-5, the fuel section on standard models is smaller than on the ex- tended range model, On extended range air- planes. the rear pressure bulkhead is moved forward wo fuselage frames to provide room for the extended range fuel cells. ‘The tended range option increases the fuselage fuel capacity by approximately 500 pounds, YANUARY 1999 LEARJET 31/31A Flight$afety PILOT TRAINING MANUAL Figure 1-12. Window Locations Tailcone Section ‘The taileone section extends aft from the fuel ion to the empennage. The tailcone entry door (Figure 1-13) provides access to tl tion, The door is ged at the forward edge and drops down when released by quick release ‘ches, allowing access to the batteries, elec- al components, fuel filters, Freon air con- ditioning equipment, engine fire extinguisher, and hydraulic system components. The drag chute, if installed, is located mounted on the inside of the tailcone door. Y Figure 1-13. Tailcone Door A light in the taileon is wrned off by cl advertently left on, ing the door, There o cockpit indicator to warn the pilot if the taileone door is open. FOR VRAINING PURPOSES ONLY 19WING The Learjet 31/31A has a swept back, can- tilevered, all metal wing, (Figure 1-14)’ Most of the wing is sealed internally to form a fuel tank and fuel fillers are provided on the top of each wing, just inboard of the winglets. Figure 1-14. Wing The wing conta Fowler flaps, and spoilers, immediately for- ward of the flaps. on the wing's upper surface. attached to the bot tom of the wing. Some of the significant features of the Lear- jet 31/31A wing are: + Winglets at the outboard end of each wing. + Full-cho the aileron: HI fences on each side of + Two rows of boundary layer energizers (BLE's) between the fences forward of the ailerons. + One short stall fe near the tip of each on the leading edge ng. ip on the inboard section of leading edge. A set of triangle shapes on the lea edge of each wing between the chord st 1-10 FOR TRAINING LEARJET 31/31A FlightSafety PILOT TRAINING MANUAL + Atviangle strip on the leading edge of each wing just inboard of the wing-tip stall fence. ‘The winglets reduce wingtip vortices to reduce drag and improve performance. The stall fences direct airflow across the ailerons to improve lateral stability at high angles of attack, The BLE's control boundary layer airflow at high Mach numbers to delay airflow scpara- tion over the ailerons and prevent unwanted aileron activity within the operating limits of the airplane. The stall strips generate a buffet at high an- ack which warns of an impending 1 of the stall warning s ir positioning is critical to the air- plane’s flight characteristics and they should be factory repaired if damaged or dislodged. EMPENNAGE T., with an attached rudder and trim tab, a horizontal stabilizer, with at- tached elevators, and a pair of delta fins. Figure 1-15. Empennage The for the dorsal stabil rtical stabilizer is the mounting point udder and horizontal stabilizer. A 1 the lower leading edge of the ver- et houses ram air inlet, Anoxy- y be located in the dorsal fin, PURPOSES ONLY JANUARY 1998The moveable horizontal stabilizer is attached to the vertical stabilizer at wo points. The aft edge of the stabilizer is attached (oa hinge pin while the leading edge is attached to an elec- trically operated jackscrew to provide pitch axis trim, The delta fins improve pitch stability at high angles of attack. They also improve the airplane's lateral stability throughout its operating envelope. JANUARY 1999 Flight$afety LEARJET 31/31A PILOT TRAINING MANUAL PROTECTIVE COVERS AND PARKING EQUIPMENT Protective covers and parking equipment are shown in Figure 1-16, Covers may be provided for the pitot tubes, dorsal air inlet and «1 nacelles. Parking equipment includes stand. Use of the tail stand is strongly rec- ommended when the airplane is parked with an aft center of gravity to avoid tip backs. FOR TRAINING PURPOSES ONLY 1-11Flightgafety LEARJET 31/31A PILOT TRAINING MANUAL prot ruse ‘COVER TAIL STAND (31-002 THROUGH 31-018) (31-019 AND SUBSEQUENT) Figure 1-16. Protective Covers and Parking Equipment 442 FOR TRAINING PURPOSES ONLY JANUARY 1999FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL CHAPTER 2 ELECTRICAL POWER SYSTEMS CONTENTS INTRODUCTION GENERAL ELECTRICAL SWITCHES AND INDICATORS ... Model 31 Airplane Model 31A Airplanes. ELECTRICAL SYSTEM COMPONENTS... Generator Controt Units. Circuit Breakers BASIC DC POWER DISTRIBUTION .. DC 2 AND 3 BUSES .. Model 31 Airplanes .. Model 31A Airplanes ... DC | AND Ei GENCY Bi! Model 31 Airplane. Model 31A Airy ECTRICAL. SYSTEM. anes: AC Model 31 Airplanes. Madlel 31A Airplanes .. FOR TRAINING PURPOSES ONLY BiFlightSafety LEARJET 31/31A PILOT TRAINING MANUAL TOTAL ELECTRICAL SYSTEM .. EMERGENCY BUS SYSTEM .. Model 31 Model 31 A. EMERGENCY BATTERIES.. General... Model 31 Airplane: Model 31A Airplane: CIRCUIT-BREAKER PANE! Model 31 Airplanes Model 31A Airplanes QUESTIONS 21 FOR TRAINING PURPOSES ONLYFigure 241 2-2 2-3 2-4 2-5 2-6 27 2-8 2-10 an 2-42 2-43 214 2415 2-16 247 2-18 2419 2-20 2-21 2-22 2-23 FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL ILLUSTRATIONS Title Page Electrical Switches and Indicators—Model 31... Electrical Switches and Indicators—Model 31 A... Basic DC Power Distribution... Ground Power Unit Receptacte Battery Charging and Generator Bus Loads. DC 2 and 3 Buses—Model 31 .. DC 2 and 3 Buses—Model 31A, All SNs s—Model 31 DC | and Emergency Buses—Model 31, SNs (135 Through 065 Except 061... 2-14 DC J and Emergency Bus DC 1 and Emergency Buses—Model 31A, SNs 061, 066 and Subsequent ... AC Electrical System—Model 31 AC Electrical System—Model 31A, SNs 035 Through 065 Except 061... AC Electrical System—Model 31 A, SNs 061, 066 and Subsequent... Electric 1 System—Normal—Model 31. Electrical System—Normal—Model 31A, SNs 035 Through 065 Except (G1... 2-24 Electrical System—Nornal—Model 31A, SNs 061, 066 and Subsequent .... Electrical System—Emergency—Model 31 Electrical System—Fmergency—Model 31A, SNs 035 Through 065 Except 061... 2-27 Electrical System-—Emergency—Modlel 31 A. SNs 061, 066 and Subsequent . Emergency Battery System Circuit-Breaker Panels (Typical)—Model 31. Panels—Model 31, SNs 035 Through 065 Except 061... Circuil-Bre: Circuit-Breaker Panels—Model 31A. SNs 061, 066 and Subsequent. FOR TRAINING PURPOSES ONLY 2-iiiFlight$afety LEARJET 31/31A PILOT TRAINING MANUAL PN CHAPTER 2 ELECTRICAL POWER SYSTEMS INTRODUCTION Primary DC electrical power is provided by 1wo engine-driven starter/generators rated at 30 volts, 400 amperes cach. A single starter/gencrator is staining anormal DC load. Secondary DC electrical power is supplied by two main airplane batteries. The bat- teries are capable of powering the entire electrical system and may be used to power emer- gency bus equipment if both generators become inoperative. A ground power unit can also provide electrical power for system operation or engine starting. AC electrical power is provided by two, or three, solid-state inverters located in the tail- cone. The inverters require DC power for operation. One, or two, emergency batteries are provided in case of total airplane electrical failure. GENERAL The eh a malfunetion- Iso. possible by reulit breakers. Ari Al system incorporates a multi- react automatically to i ple bus s; for power distribution inter- ing bus. Manual isol connected by relay ent limiters, opening the appropri overload sensors. aind circuit breakers w FOR TRAINING PURPOSES ONLY 24In the event of a dual generator failure, the main airplane batteries may be used to power an emergency bus system for a limited period of time, An emergency battery system is pro- vided to operate selected equipment in the event of total airplane electrical system failure. Itis possible to power the DC and AC elec systems from the airplane batteries, i driven generator, or ground power unit (GPU). ELECTRICAL SWITCHES AND INDICATORS MODEL 31 AIRPLANES ‘The electrical switches and indicators on Model 31 airplanes are shown in Figure 2-1. They include an electrical switch panel con- taining the main battery switch two-position switches labeled “OF! “BATTERY 1” and “BATTERY 2.” Ger tor reset buttons are located just outboard of the battery switches. These buttons may be used to reset an engine driven generator in the event of a malfunction. Three p starter/generator swi board of the generator re ; switches are labeled “R GEN-OPF-START and “L GEN-OFF-START.” They are used to control the s erator Functions of s. Amber 22 FOR TRAINING PURPOSES ONLY Flight$afety LEARJET 31/31A PILOT TRAINING MANUAL Two-position switches, on the upper portion of the electrical switch panel, are uscd to turn on or off the emergency battery and the primary and secondary inverters. A large, red, two-position switch, also on the upper portion of the electrical switch panel, is la- beled "NORMAL-EMER BUS.” This switch is used to connect emergency bus equipment directly (o the main airplane batteries, and shed non-essential loads, in the event of dual generator failure, The air ignition switches are also located on the electrical switch panel. Electrical system gages are grouped in a cluster on the upper portion of the center in- strument panel. A single DC voltmeter in dicates the voltage on the batlery-charging bus and will show the highest voltage being applied to the bus. Two AMPS meters (one for each generator) indicate the load, in am- peres, being carried by each generator. With both generators on, the meters normally read within 40 amps of each other. le AC voltmeter indicates the voltage on the primary or secondary AC bus, depending on ion of the AC BUS switch. This two- “PRI-SEC," is located ide of the instrument panel and the AC bus from which the voltage is measured. Iv the optional auxiliary inverter is installed, a three-position switch to control it will be in stalled next to the AC BUS switch. This switch, labeled * EC-PRI,” may be used to turn onthe auxiliary inverter and connect it to either the primary of secondary AC bus. Rewsion 1AINO S3SOduiNd ONINIVEL HOS et MACH )[NAC HT rw [on | e [Ee 10 L sme La Tow] CFE] AFUE, PHOT | FUEL] LENG ] ReNG | CrUEL ArUEL || |[batss|[ Bees |[srouznl[ on | rane || PHOT | ES STAB | WEHLD | STEER | LEED | eLeeD [vs ove Jlovur || On Jl ame || ane fat_jlover |[wr || Aa (elele| IVANYW SNINIVEL Lod WLE/Le arava ELECTRICAL e EMER EMER INVERTER) AIGHT LeaT TEMP R’ Bus GAT. «PRE SSEC | AIR IGN 700 AC BUS™ AUX INV 150 PRI PAL . s OFF JORMA «OFF Grr) OFF \_ OFF bl E N LGEN BATTERY IGEN 7 RESET 1 2 | RESET so se OOF ‘o ° P e F F e START START OF OFF Figure 2-1. Electrical Switches and Indicators—Model 31 A5iBSield annunciator lights are pro- vided to monitor the inverters and generators. _, The two amber lights labeled “PRE INV" and “* “SEC INV" illuminate when the primary or secondary inverters are turned off. If the lights illuminate with the inverters on, it indicates a malfunction. The amber light labeled “AUX INV", if installed, illuminates only if the aux- iliary inverter is on and 2 malfunction occurs. The two amber lights labeled “L GEN” and “R. GEN” illuminate with the starter/generator switch in START or OFF. If the lights illumi- nate with the starter/generator switch in GEN, and the engine running, it indicates a mal- function. A red glareshield annunciator light, labeled “CUR LIM", monitors two, 275 amp current limiters which are installed between the gen- erator buses and the battery charging bus. The light illuminates if either, or both, 275 amp current limiters have failed, Additionally, on airplanes with nickel-cad- mium (nicad) batteries only, two, red annun- ciator lights, labeled BAT 140 and BAT 160, are provided to monitor the temperature of the main airplane batteries. The lights illuminate if either, or both, batteries overheat. To iden- tify which battery has malfunctioned, a dual- scale battery temperature indicator, on the lower right side of the instrument panel, indi cates the temperature of the left and right main airplane batteries individually. MODEL 31A AIRPLANES The electrical switches and indicators on Model 314 airplanes are shown in Figure 2- 2. They include an electrical switch panel containing the main battery switches. These are two-position switches labeled “OFF” and “BATTERY 1" and “BATTERY 2.” Gener- ator reset buttons are located just oulboard of the battery switches. These buttons may LEARJET 31/31A FOR TRAINING PURPOSES ONLY Flight$afety PILOT TRAINING MANUAL pe used to reset an engine driven generator in the event of a malfunction. Three position starter/generator switches are located out- board of the generator reset buttons. These switches are labeled “L GEN-OFF-START™ and “R GEN-OFF-START”. They are used. to control the starter and generator functions of the engine-driven starter/generators. Amber lights, which indicate the starter is en- gaged, are located just below the starter/gen- erator switches. ‘Two-position switches, on the upper portion of the electrical switch panel, are used to turn on or off the emergency batteries and the left and right inverters. A three position switch, la- beled “OFF-R-L” is used to turn on the aux- iliary inverter and connect it to the left or right AC bus. A large, red, two-position switch, also on the upper portion of the electrical switch panel, is labeled “NORMAL-EMER BUS”. This switch is used to connect emergency bus equipment directly to the main airplane bat- teries, and shed non-essential loads, in the event of dual generator failure. Anelectrical power monitor panel, just above the electrical switch panel, provides 5 digital displays. The upper two, fabeled “VAC”, in- dicate the voltage on the left and right AC buses. The display below them, labeled “VDC”, indicates the voltage on the battery-charging bus and will show the highest voltage being ap- plied to the bus. The two bottom displays, la- beled “AMP”, indicate the load, in amperes, being curried by each generator. With both generators on, the meters normally read within 40 amps of each other. Revision 1me (el rou Ite oe ELECTRIC —@) AINO S3S0c4Nd ONINIVEL HOS 4 EMEA nveRTER aar2 OFF ATTERY- 1 Figure 2-2. TVONYW SNINIVEL LO1ld WLE/Le Laravat Aeyesqusil4 Electrical Switches and Indicators—Model 31ALEARJET 31/318 The electrical power monitor panel also has two annunciator lights, one amber and one , ted, which are used to monitor the digital dis- a plays. [f any display moves from the normal to a cautionary range, the amber light, the affected display and an amber glareshield an- nunciator light labeled “ELEC PWR”, will flash to attract the crew's attention to the malfunction. Depressing the amber light on the electrical power monitor panel, in this situation, stops the flashing. The amber light, the affected display and the ELEC PWR annunciator light remain illuminated, steady, as long as the malfunction remains. If any display moves from the normal to an emergency range, the amber and red lights onthe electrical power monitor panel, the af- fected display, both master warning lights and the amber ELEC PWR annunciator light, all flash to attract the crew's attention to the malfunction. Depressing either master warn ing light, in this situation, extinguishes both master warning lights. The amber and red lights on the electrical power monitor panel, the affected display and the ELEC PWR an- nunciator light remain illuminated, steady, as long as the malfunction remains. Amber glareshield annunciator lights are provided to monitor the generators. The } lights, labeled “L GEN” and “R GEN", illu- minate with the starter/generator switch in START or OFF. If the lights illuminate with the sturter/generator switch in GEN, and the engine running, it indicates a malfunction. FOR TRAINING PURPOSES ONLY FlightSafety PILOT TRAINING MANUAL A red glareshield annunciator light, labeled “CUR LIM”, monitors two, 275 amp current limiters which are installed between the gen- erator buses and the battery charging bus. The light illuminates if either, or both, 275 amp cur- rent limiters have failed. Additionally, on airpfanes with nickel-cadmium (nicad) batteries only, two, red annunciator lights, labeled BAT 140 and BAT 160, are provided to monitor the temperature of the main airplane batteries. The lights illuminate if either, or both, batteries overheat. To identify which battery has malfunctioned, a dual-scale battery temperature indicator, on the lower right side of the instrument panel, indicates the temperature of the left and right main airplane batteries individually. ELECTRICAL SYSTEM COMPONENTS GENERATOR CONTROL UNITS Left and right generator control units (GCUs) are provided to control the engine-driven starter/generators. They regulate the voltage of the starter/generators to approximately 28 volts and limit the output of a single genera- tor to approximately 220 amps on the ground ‘or when the opposite starter/generator switch is in START. Ade nally, the GCUs discon- nect the generators if a malfunction occurs. The GCUs also provide several engine start- ing functions. See Chapter 7, “Powerplant,” for additional information, Revision 1CURRENT LIMITERS Various-sized current | throughout the electrical system to provide ci cuit protection, A current limiter is similar to a. slow-blow fuse in that it will carry more than its rated capacity for short periods of time. Ex- treme or prolonged overloading causes a current limiter to fail, isolating a particular circuit precluding progressive failure of other electr cal components, Current limiters cannot be reset. When a current limiter has failed, it must hould also be replaced if it ers are placed overloading. Most of the current limite cated in a current-limiter panel in the taileone. Two types of current limiters are used. The lower amperage current limiters (50 amps or less) are red and have a pin that protrudes if the current limiter fails. The higher amperage cur- rent limiters are made of a gray ceramic mate- rial with a small window that allows visual inspection of current-limiter integrity. RELAYS Relays are used throughout the electrical sys- tem, particularly in circuits with heavy elec- trical loads. Relays function mote switches to make or break power circuits. Re- \ys control the power circuits for the batter- ies. GPU, starter/gencrators, inverters, and left and right DC J buses. OVERLOAD SENSORS Overload sensors and relays are used in the power circuits to the left and right DC. buses and in the power circuits to wach inverter. These sensors react thermally to electrical overloads. In reacting, they electrically ground the relay control circuit and cause the associated control circuit breaker to tip. “This causes the relay to open and break the power circuit, Once the overload condition has been removed, the overload sensor cools and re: automatically. However, the failed control circuit bi nust be reset manuilly 10 restore power to the system, Revision 1 FightSafety LEARJET 31/31A PILOT TRAINING MANUAL CIRCUIT BREAKERS Circuit breakers are designed to open, and in- terrupt current flow, in the event of a nral function, Once opened, they may be reset by pushing them back in, An open circuit breaker may be identified by a white ring, around the circuit breaker, that may be seen anly when the circuit breaker is open. Most of the airplane's circuit breakers are lo- cated on Wwo circuit-breaker panels in the cockpit, onc left of the pilot's seat and one right of the copilot's seat. The copilot's circui breaker panels also contains bus tie switches, explained later in this chapter. The DC circuit breakers are thermal and the AC circuit breakers are magnetic. Amperage ratings are stamped on the top of cach circuit breaker. See Figures 2-21 and 2-22 and 2-23 for typical circuit-breaker panels. Cabin Power Switch A cabin power switch has been added to air- raft SNs 211. 228 and subsequent. The switch located in the upper right corner of the el trical control panel and functions as a circuit breaker for the cabin power bus. Items typ cally powered by this switch are the passen- ger advisory lights, cabin lighting and optional lighting packages FOR TRAINING PURPOSES ONLY 27BASIC DC POWER DISTRIBUTION The airplane's basic DC power distribut 3. tcries installed, power from the left hatery, through a 20 amp current limitcr, is immediately available to the left battery bus for the “hot i clude the tailcone in- ompartmentand entry ain entry door actuator motor on all airplanes except SNs 31A-035, through 065 (except 061). From the right main battery, power is immediately available to the if installed, and, on SNs 31A-035 through 065 only (except 061), the main entry door actua- items will operate. as long ies are installed, even with the hat- tery switches turned off. Power. from both batteries is also available, through 30 amp current limiters, to the emer- gency bus system. However, as long as the red EMER BUS s ch. on the electrical switch panel, is in normal, these circuits are not powered. When a main battery switch is turned on, two contacts in the switch are connected to the battery. One contact provides battery power to emergency bus relays: however, with the red EMER BUS switch in NORMAL. this circuit is open and the emergency bus relays are not powered. The other contact in the battery supplies battery power, through a bai- ,. to another contact in the EMER BUS switch. With the EMER BUS switch in NORMAL. this contact provides a ground and the battery relay closes. When the battery relay closes. the battery is connected directly to the battery charging bus. The DC volimeter is also connected lo the battery charging bus. With one battery switch on, and the buttery relay closed, that batiery’s voltage may be checked on the DC volinicter. From the battery charging bus, through two. 275 amp current limiters, battery power is also applied to the left and right generator Flight$afety LEARJET 31/31A PILOT TRAINING MANUAL buses. These are the current limiters moni tored by the red CUR LIM annunciator light mentioned previously. It takes approximately 16 volts to pull a bat- tery relay closed. If'a battery is discharged so badly its voltage is too low to close the relay, the battery cannot be connected to the rest of the airplane electrical system. Once either battery switch is on, and the bat- tery relay is closed, power, from either battery. closes an external power control relay which allows a ground power unit to be connected to the airplane. Ground power can be connected to the air- plane through a receptacle located on the aft left side of the fuselage (Figure 2-4). With ground power connected, the output of the GPU is applied to the battery charging bus and, through the two, 275 amp current to the left and right generator buses voltage will be indicated on the DC volimeter. Figure 2-4. Ground Power Unit Receptacle 28 FOR TRAINING PURPOSES ONLYAINO S3S0d8Nd SNINIVEL Hos 6z c TAILCONE ENTRY INSP LIGHT EMER BUS POWER EMER BUS. POWER, VOC. EMER BUS, POWER UGHTS roewen susretavs cans)" S SPPR" DOOR MOTOR" \ Aro ewer aus nevavs eons) * IF INSTALLED “ SNs 314-035 THROUGH 065 (EXCEPT 061), WITHOUT ECR 3225 LBAT BUS ON ALL OTHERS Figure 2-3. Basic DC Power Distribution TVANVW SNINIVEL LOWd VLE/Le Laryvat Wale KayeThe GPU should be regulated to 28 volts and limited to 1,000 amperes for engine startin The GPU should be capable of producing at least 500 amps or the main airplane batteries must pick up the load on start. An overvolt- ge cutout circuit disconnects the GPU from the airplane if GPU voltage exceeds approx- imately 33 volts The Airplane Flight Manual recommends that a GPU be used for engine start when the am- bient temperature is 32° F (0° C) or below With an engine started, and stabilized at idle rpm, placing the respective starter/generator switch to GEN will signal the generator con trol unit (GCU) to connect the generator to the airplane electrical system. However, if ground power is being applied to the air- plane, the GCU will not allow the generator to come on the line. If ground power has been disconnected, when the starter/gener- FlightSafety 1 LEARJET 31/31A PILOT TRAINING MANUAL ator switch is positioned to GEN, the GCU, closes a generator relay and connects the generator to its generator bus. The amber L GEN or R GEN annunciator light extin- guishes and generator output, through the 275 amp current limiter, is applied to the battery charging bus, From the battery charg- ing bus, th generator output can be used to keep > batteries recharged and, through the other amp current limiter, to power the oppo- site generator bus With both 275 amp current limiters failed, both generator buses are disconnected from the battery charging bus. In this case, only bate voltage is indicated on the DC voltmeter, even with both generators on and operating The equipment powered directly from the battery charging bus and generator buses is shown in Figure 3-5. WING AUX NAV _ HYO. LigHTs 0c VOLTMETER: PUMP: PRIMARY TAIL PITCH NAV TRIM" UGHTS Lerr LANDING AND TAX LerT HT STARTER, HEAT "WITH EMERGENCY BUS SWITCH IN NORMAL IF INSTALLED (CREW AUX HEATER ON ALL OTHERS, AIRPLANES WITHOUT ELECTRICALLY HEATED WINDSHIELDS, ‘COMP RIGHT Figure 2-5. Battery Charging and Generator Bus Loads 240 FOR TRAINING PURPOSES ONLY wroroA vanowne INTERNAL and RIGHT winosHieLo CABIN Srapren TAM DEFOG" AUX fear (FAtonsysre Vara econo CONDENSOM 1894)FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL wot DC 2 AND 3 BUSES event of a malfunction, the buses may be con- nected to each other through bus tie switches on the copilot’s circuit-breaker panel. These MODEL 31 AIRPLANES. switches are normally in the down, or open, position. When the switch is raised, it closes The DC 2 and 3 buses on Model 31 airplanes and connects the buses, through a 20 amp bus are shown in Figure 2-6. They are powered tie circuit breaker, allowing one bus to power from their respective generator buses through _the bus on the opposite side. If there is excess 50 amp current limiters and 40 amp circuit current flow between the buses, the bus tie breakers. The left and right buses are nor- circuit breaker opens to protect the good bus, mally powered separately. However, in the TO EMER BUS RELAYS. con aS aA TO EMER BUS RELAYS (EBRS) Figure 2-6. DC 2 and 3 Buses—Model 31 FOR TRAINING PURPOSES ONLY 21a MODEL 31A AIRPLANES The DC 2 and 3 buses on Model 31A airplanes are shown in Figure 2-7. They are powered from their respective generator buses through 50 amp current limiters and 40 amp circuit breakers. The left and right buses are normally powered separately. However, in the event of a malfunction, the buses may be connected to each other through bus tie switches on the copilot’s circuit-breaker panels. These switches, which are also 20 amp circuit breakers, are normally in the down, or open position. When the switch is raised, it closes and connects the buses allowing one bus to power the bus on the opposite side. If there is excess current flow between the buses, the bus tie switch/circuit breaker physically moves to the down position to disconnect the buses. FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL DC 1 AND EMERGENCY BUSES MODEL 31 AIRPLANES The DC | and emergency buses on Model 31 air- planes are shown in Figure 2-8. The DC | buses are powered from their respective generator buses through 70 amp overload sensors and re- lays. Two amp control circuit breakers, for the relays, are also powered from the generator buses, through 10 amp current limiters. The left and right buses are normally powered sepa- rately. However, in the event of a malfunction, the buses may be connected to each other through a bus tie switch on the copilot’s circuit- breaker panel. This switch is normally in the down, or open, position. When the switch is raised, itcloses and connects the buses, thro a 50 amp bus tie circuit breaker, allowing one bus to power the bus on the opposite side. If there is excess current flow between the buses, the bus tie circuit breaker opens to protect the good bus. EMER BUS PWR] EMER aus PWR ecu EMER BUS PWR| TO EMER BUS RELAYS (EBRS| Figure 2-7. DC 2 and 3 Buses—Model 31A, All SNs 2-12 FOR TRAINING PURPOSES ONLYLEARJET 31/310 Power from each DC | bus is also applied to an emergency bus relay (EBR). With the red. EMER BUS switch in NORMAL, pow through these relays is then applied to the left and right DC emergency buses. In this con- figuration, the emergen Uully part of the DC | buses on each side buses are essen- FlightSafety PILOT TRAINING MANUAL When the red, EMER BUS switch is positioned to EMER BUS, the EBRs reposition. In this configuration, the DC emergency buses are powered directly from their respective batter- ies and are tied together through a 20 amp bus tie circuit breaker. See the “Emergency Bus System’ section, later in this chapter, for addi- tional information on the emergency buses. TO EMER BUS RELAYS (EBRS) Figure 2-8. DC 1 and Emergency Buses—Model 31 FOR TRAINING PURPOSES ONLY 2-13MODEL 31A AIRPLANES The DC | and emergency buses on Model 31 SNs 035-065 except 061 airplanes are shown in Figure 2-9. The DC 1 buses are powered trom their respective generator buses through 70. amp overload sensors and relays. Two amp control circuit breakers, for the relays, are also powered from the generator buses, through 10 amp current limiters. The left and right buses are normally powered separately. However, in the event of a malfunction, the buses may be connected to each other through a bus tie switch on the copilot’s circuit-breaker panel. This switch, which is also a 50 amp circuit breaker, FlightSafety fi LEARJET 31/31A PILOT TRAINING MANUAL is normally in the down, or open, position When the switch is raised, it closes connect ing the buses and allowing one bus to power the bus on the opposite side. If there is excess. current flow between the buses. the bus tie switch/circuit breaker physically moves to the down position to disconnect the buses. Power from each DC [ bus is also applied to an emergency bus relay (EBR). With the red, EMER BUS switch in NORMAL, power through these relays is then applied to the left and right DC emergency buses. In this con- gency buses are essen- figuration, the eme tially part of the DC T buses on each side EMER BUS POWER TO EMER 8US RELAYS (BRS) Figure 2-9. DC 1 and Emergency Buses—Model 31A, SNs 035 Through 065 Except 061 244 FOR TRAINING PURPOSES ONLYWhen the red EMER BUS switch is positioned to EMER BUS, the EBRs reposition. In this configuration, the DC emergency buses are powered directly from their respective bat- teries and may be tied together through an emergency bus tie switch which is also a 20 amp circuit breaker, Due to an EBR between the DC emergency buses, which is open with the EMER BUS switch in NORMAL, the DC not be tied together un- emergency buses cai FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL less the EMER BUS switch is in EMER BUS See the “Emergency Bus System” section, later in this chapter, for additional information on the emergency buses For SNs 061, 066 and subsequent, the entire DC system is exactly the same as earlier serial numbers except that the circuit breaker switch between the left and right DC EMER BUSES was changed to a plain circuit breaker (Figure 2-10) EMER AUS POWER i t VA ro ewer aun evar) Figure 2-10. DC 1 and Emergency Buses—Model 31A, SNs 061, 066 and Subsequent FOR TRAINING PURPOSES ONLY 2-15AC ELECTRICAL /SYSTEM MODEL 31 AIRPLANES The AC electrical system on Model 31 air- planes is shown in Figure 2-11. DC electrical power, to operate the primary and secondary inverters, is provided from the generator buses, through 60 amp overload sensors and relays. When a primary, or secondary, inverter is turned on, control power is applied to close the relay providing DC power to the inverter. The pri- mary inverter control circuit breaker is pow- ered from the left DC emergency bus. The secondary inverter control circuit breaker is powered from the right DC I bus. Within the inverters, the DC power is converted to 115-volt, 400-Hz, single-phase, alternating current. This AC power then goes through a par- alleling box which senses the inverter outputs and maintains the load and Frequency balance between inverters. From the paralleling box, the output of the sec- ondary inverter, through a 10 amp circuit breaker, is applied to the right, or secondary, 115-VAC bus. From this bus 115-VAC power is provided, through a2 amp circuit breaker, toa step-down transformer which steps the current down to 26 VAC and provides it to the right 26- VAC bus. Power from the right, or secondary, AC bus is also available to a 7.5 amp bus tie circuit breaker which connects the left and right sides of the AC electrical system, allow- ing a single inverter to power the entire system. 2-16 FlghtSaty LEARJET 31/31A PILOT TRAINING MANUAL 7 From the paralleling box, the output of the primary inverter, through a 10 amp circuit breaker, is applied to the emergency | 15-VAC bus. From this bus 115-VAC power is pro- vided, through a 2 amp circuit breaker, to a step-down transformer which steps the current down to 26 VAC and provides it to the emer- gency 26-VAC bus. Power from the emergency 26-VAC bus, through an emergency bus relay, is provided to the left 26-VAC bus. Power from the emergency 115-VAC bus is also provided, through an emergency bus relay. to the left, or primary, 115-VAC bus. From the left, or primary, 115-VAC bus, power is also available to the 7.5 amp bus tie circuit breaker which connects the left and right sides of the AC electrical system, allowing a single in- verter to power the entire system. The optional auxiliary inverter, if installed, is powered from the battery charging bus, through a 60 amp overload sensor and relay, with a2 amp control circuit breaker on the right DC2 bus. When the auxiliary inverter is turned on, control power is applied to close the relay applying DC powerto the inverter. Within the inverter, the DC power is converted to 1 15-volt, 400-Hz, single-phase, alternating current. This AC power then goes through the same paral- leling box used by the primary and secondary inverters. From the paralleling box, the out- put of the auxiliary inverter, through 10 amp circuit breakers, may be applied to the right, or secondary, 115-VAC bus or to the emer- gency 115-VAC bus. For maximum inverter life, the Airplane Flight Manual recommends that the auxiliary inverter, if installed, should normally be on, along with the primary and secondary inverters. FOR TRAINING PURPOSES ONLYFlightSafety LEARJET 31/31A PILOT TRAINING MANUAL AUX INVERTER, VOC AUX INV CONTROL cB L_=— roenen sus eetavs e5ns-— ~ b-A_to EMER BUS RELAYS (EBRS) Figure 2-11. AC Electrical System—Model 31 FOR TRAINING PURPOSES ONLY 2417LEARJET 31/31A MODEL 31A AIRPLANES The AC electrical system on Model 31A SNs in Figure 2-12. DC electrical power, to oper- ate the left and right inverters, is provided from the generator buses through 60 amp overload sensors and relays. When an inverter is turned on, control power is applied to close the relay providing DC power to the inverter. The left inverter control circuit breaker is powered from the left DC emergency bus. ‘The right inverter control circuit breaker is powered from the right DC I bus. Within the inverters, the DC power is con- verted to 115-volt, 400-Hz, single-phase, al- ternating current. This AC power then goes through an auxiliary inverter interlock box which will not allow more than one inverter to power a bus at one time. From the auxiliary inverter interlock box, the output of the right inverter, through a 10 amp circuit breaker, is applied to the right 115- VAC Bus. From this bus 115-VAC power is provided, through a 2 amp circuit breaker, to a step-down transformer which steps the cur- rent down to 26 VAC and provides it to the right 26-VAC bus. Power from the right AC bus is also available to un AC bus tie switch, which is also a 7.5 amp circuit breaker. Just past the switch is a relay, controlled by the auxiliary inverter interlock box. As long as more than one inverter is operating, this relay remains open and the two sides of the AC electrical sys- tem cannot be tied together. However, if only 218 FlightSafety PILOT TRAINING MANUAL one inverter is operating (left, right, or auxil- iary), the auxiliary inverter interlock box closes this relay. With the relay closed, the left and right sides of the AC electrical system may be tied together through the bus tie switch, allowing a single inverter to power the entire system, Lf there is excess current flow through the bus tie switch/circuit breaker, the switch physically moves to the down position to dis- connect the buses. From the auxiliary inverter interlock box, the output of the left inverter, through a 10 amp circuit breaker, is applied to the emergency 115-VAC bus. From this bus 115-VAC power is provided, through a 2 amp circuit breaker, toa step-down transformer which steps the cur rent down to 26 VAC and provides it to the left 26-VAC bus. Power from the emergency 115- VAC bus is also provided, through an emer- gency bus relay, to the left [15-VAC bus. From the left !15-VAC bus power is also available to the relay, controlled by the auxiliary in- verter interlock box, and the bus tie switch. As Jong as more than one inverter is operating, the relay remains open and the two sides of the AC electrical system cannot be tied together. How- ever, if only one inverter is operating (left, right,or auxiliary), the auxiliary inverter in- terlock box closes this relay. With the relay closed, the left and right sides of the AC elec- trical system may be tied together through the bus tie switch, allowing a single inverter to power the entire system. If there is excess cur- rent flow through the bus tie switch/circuit breaker, the switch physically moves to the down position to disconnect the buses. FOR TRAINING PURPOSES ONLYFlightSafety 7 LEARJET 31/31A PILOT TRAINING MANUAL TO COPILOT'S CIRCUIT BREAKER PANEL vac! 1 AUXINVERTER | L InTentock 80x} i INVERTER SI r AUX INV CONTROL CB = ro euen ous rears As) VY ~ een EMER BUS RELAYS (EBRS) Figure 2-12. AC Electrical System—Model 31A, SNs 035 Through 065, Except 061 FOR TRAINING PURPOSES ONLY 2-19LEARJET 31/314 The auxiliary inverter may be used in place of either the left or right inverter. It is powered from the battery charging bus, through a 60 amp overload sensor and relay, with a control circuit breaker on the right DC 2 bus. When the auxiliary inverter is turned on, control power is applied to close the relay applying DC power to the inverter. Within the inverter, the DC power is converted to 115-volt, 400-Hz, single-phase, alternating current. This AC power then goes through the same auxiliary in- verter interlock box used by the left and right inverters. From the auxiliary inverter interlock box, the output of the auxiliary inverter, through 10 amp circuit breakers, may be ap- FiightSatety PILOT TRAINING MANUAL ‘As mentioned previously, the auxiliary inverter, interlock box will not allow two inverters to power a bus at the same time. The box will allow the auxiliary inverter to override either the left or right inverter. Ifa left or right inverter is on and operating, and the auxiliary inverter is connected to that bus, the left or right inverter will be disconnected, and the auxiliary inverter will come on and power the bus. For SNs 061, 066 and subsequent. the AC sys- tem was modified by eliminating the AUX In- verter, eliminating the Step-Down Transformers. by making the Step-Down an internal function of the inverters and the addition of a 26 VAC plied to the right 115-VAC bus or to the emer- | EMER BUS (Figure 2-13). gency 115-VAC bus. FOR TRAINING PURPOSES ONLYFlightSafety LEARJET 31/31A PILOT TRAINING MANUAL INVERTER INTERLOCK 80x AUX INV CONTROL CB Figure 2-13. AC Electrical System—Model 31A, SNs 061, 066 and Subsequent {LAs EMER BUS RELAYS (EBAS) FOR TRAINING PURPOSES ONLY 2-21TOTAL ELECTRICAL .SYSTEM ‘The total electrical systems, for the Model 31 and Model 31A, are shown in Figures 2-14, 2-15 and 2-16. EMERGENCY BUS SYSTEM MODEL 31 The emergency bus system on the Model 31 is shown in Figure 2-17. If, after dual gener- ator failure, the red EMER BUS switch is po- sitioned to EMER BUS, the ground is removed from the main airplane battery relays. The re- lays then open, disconnecting the batteries from the battery charging bus. At the same time, through the other contact in the EMER. BUS switch, the emergency bus relays are powered. When they are, the left and right emergency DC buses are connected directly to the left and right main airplane batteries and are tied together through a 20 amp bus tie cir- cuit breaker. Additionally, the primary in- verter is powered directly from the left main airplane battery. The inverter output, through the paralleling box, is applied to the emer- gency 115-VAC bus and the step-down trans- former which powers the emergency 26-VAC bus. The primary pitch trim is powered from the left main airplane battery and the auxiliary hydraulic pump is powered from the right main airplane battery. The DC voltmeter is connected to both main airplane batteries and reads the highest voltage of either. 2-22 FOR TRAINING PURPOSES ONLY FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL . MODEL 31A The emergency bus system on the Model 31A are shown in Figures 2-18 and 19. If, after dual generator failure, the red EMER BUS switch is positioned to EMER BUS, the ground is removed from the main airplane battery relays. The relays then open, disconnecting the batteries from the battery charging bus. At the same time, through the other contact in the EMER BUS switch, the emergency bus relays are powered. When they are, the left and right emergency DC buses are connected directly to the left and right main airplane batteries and may be tied together through a bus tie switch which is also a 20 amp circuit breaker. Additionally, the left inverter is powered directly from the left main airplane battery. The inverter output, through the auxiliary inverter interlock box, is applied to the emergency I15-VAC bus and the step-down transformer which provides 26-VAC power to two circuit breakers on the copilot’s circuit- breaker panels. The primary pitch trim is powered from the left main airplane battery and the auxiliary hydraulic pump is powered from the right main airplane battery. The DC voltmeter is connected to both main airplane batteries and reads the highest voltage of either.FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL | PARALLELING BOX cS AUX INVERTER T FROM BAT CHG BUS ———! prod V YRS TRIM ro Ewen aus neLavs eons) —Y-~Y--b-A_ ro enen aus nears eons) Figure 2-14. Electrical System—Normal—Model 31 FOR TRAINING PURPOSES ONLY 2-23LEARJET 31/31A PILOT TRAINING MANUAL TO COPLOTS CIRCUIT BREAKER PANEL. | aR FROM BAT CHG BUS Figure 2-15. Electrical System—Normal—Model 31A, SNs 035 Through 065 Except 061 2-24 FOR TRAINING PURPOSES ONLYFlightSafety LEARJET 31/31A PILOT TRAINING MANUAL fe) | (aes) 7 isc INVERTER C INTERLOCK 80x piTcH YF TRIM “Le roevenaus netavs e6r Figure 2-16. Electrical System—Normal—Model 31A, SNs 061, 066 and Subsequent T TO EMER BUS RELAYS (ERS) —6 FOR TRAINING PURPOSES ONLY 2-25/ FlightSafety aX LEARJET 31/31A PILOT TRAINING MANUAL Te TT |26VAC_ qT 115VAC BUS ea | RIGHT x RIGHT 11SVAC BUS. ua_|~|26vac [SECONDARY] INVERTER FROM BAT CHG BUS TeTpoaus1 (facut oc aus Lert 06 Bus 2 [>= + iGHT 0c BUS 2 LEFT Dc BUS 3. RIGHT OC BUS 3 PRI ‘AUX pire? HYD TRIM Pum BATTERY CHARGING BUS Ul AGEN BUS} | : _ oer L fess Figure 2-17. Electrical System—Emergency—Model 31 2-26 FOR TRAINING PURPOSES ONLYFlightSafety LEARJET 31/31A PILOT TRAINING MANUAL TO COPILOT'S CIRCUIT BREAKER PANEL I—s4 - 3 inc} dietaus }™{ tin Hlaee AUX INVERTER, INTERLOCK BOX AUX RIGHT INVERTER, INVERTER, FROM BAT CHG BUS LEFT DC BUS + RIGHT DC BUS 1 p> BarTERY CHARGING BUS 7 fee R fe AGEN Bus |= Lan GPU fO EMER BUS RELAYS (EBRS) Figure 2-18. Electrical System—Emergency—Model 31A, SNs 035 Through 065 Except 061 FOR TRAINING PURPOSES ONLY 2-27FlightSafety LEARJET 31/31A PILOT TRAINING MANUAL TFT = sie aus a QL T ese 3 = INVERTER INTERLOCK 80x RIGHT INVERTER, EFT oc aust |__— ¥ RIGHT DC BUS tf] LEFT OC BUS 2 RIGHT DC BUS 2 Sy RIGHT OC BUS 3 VOC AUX HYD. PUMP i AGEN aus > lax K-{ parterycrarcincaus LU T Paar) VOUT I TO EMER BUS RELAYS (2 $ Ep ro even aus eta eons Figure 2-19. Electrical System—Emergency—Model 31A, SNs 061, 066 and Subsequent 2-28 FOR TRAINING PURPOSES ONLY Revision 1LEARJET 31/31A EMERGENCY BATTERIES GENERAL Model 31 airplanes are equipped with one, lead-acid, emergency battery while Model 31A airplanes have two. The battery, or bat- teries, are installed in the nose compartment and provide an emergency electrical power source for selected equipment in the event of, total airplane electrical system failure. MODEL 31 AIRPLANES With normal electrical power on the airplane, the emergency battery receives atrickle-charge through a 7.5 amp EMER BAT it breaker on the right emergency DC bus. There is an amber EMER PWR annunciator light on the it strument panel near the standby attitude indi cator. The light illuminates when power from the emergency battery is being used and the . emergency battery is not receiving a trickle- charge from the airplane electrical system. With the emergency battery switch on, and no other electrical power available, the emergency battery will power the Following equipment: * Standby attitude indicator * Fan speed (Nj) indicators + Landing gear SAFE and UNSAFE lights * Instrument lighting for the: standby attitude indicator fan speed (Nj) indicators pilot's airspeed indicator copilot’s altimeter magnetic compass FOR TRAINING PURPOSES ONLY FlightSafety PILOT TRAINING MANUAL With the emergency battery on, the standby at- titude indicator is always powered from the emergency battery. If power is available from the airplane electrical system, the emergency battery is constantly being recharged as it pro- vides power for the standby attitude indicator. The other equipment connected to the emer- gency battery is normally powered by the air- plane electrical system. It is powered by the emergency battery only when normal electri- cal power is off or has failed (Figure 2-20). MODEL 31A AIRPLANES With normal electrical power on the airplane, the emergency batteries receive a trickle- charge through a 7.5 amp EMER BAT circuit breakers on the left and right emergency DC buses, There are two amber EMER PWR an- nunciator lights on the instrument panel near the standby attitude indicator. The lights il- luminate when power from the emergency bat- teries is being used and the emergency batteries are not receiving a trickle-charge from the airplane electrical system. With the emergency battery 1 switch on, and no other electrical power available, emergency battery I will power the following equipment: * Standby attitude indicator * Fan speed (Nj) indicators + Landing gear SAFE and UNSAFE lights + Instrument lighting for the: + standby attitude indicator + fan speed (Nj) indicators + standby airspeed indicator + standby altimeter * standby HSI + magnetic compass 2-29LEARJET 31/31A With the emergency battery 2 switch on, and no other electrical power available, emergency battery 2 provides 2 to 11 minutes of backup power for the attitude heading reference sys- tems (AHS | and 2). With the emergency batteries on, the standby attitude indicator is always powered from emer- gency battery 1. If power is available from the airplane electrical system, the emergency bat- TRICKLE CHARGE NORMAL, ELECTRICAL, POWER *EMER PWR 1 ON MODEL 31A AIRPLANES. FlightSafety PILOT TRAINING MANUAL tery is constantly being recharged as it provides power for the standby attitude indicator. The other equipment connected to the emergency batteries is normally powered by the airplane electrical system. It is powered by the emer- gency batteries only when normal electrical power is off or has failed (Figure 2-20) EMERGENCY BATTERY STANDBY ——>]_ aru INDICATOR ¥ fo FAN SPEED GAGES LANDING |}——————»| “Gear UGHTS Lo instrument UGHTS Figure 2-20. Emergency Battery System 2-30 FOR TRAINING PURPOSES ONLYLEARJET 31/310 CIRCUIT BREAKER PANELS MODEL 31 AIRPLANES On Model 31 airplanes, the circuit breakers are generally arranged in rows according to the buses they power (Figure 2-21). Basically. the circuit breakers in the top row are AC, al- though some DC circuit breakers powered by the DC I bus may be located near the back of the top row. The second row down is the DC 1 bus and the emergency DC bus while the third and fourth rows are the DC 2 and 3 buses. emergency bus circuit breakers have red col- Jars installed on them. On the copilot’s circuit-breaker panels, the first circuit breaker on each row is the bus tie circuit breaker. Just aft of the bus tie circuit breakers, on the DC bus rows only, are the bus tie switches which are normally in the down (open) position, There is no bus tie switch for the AC buses since they are normally always tied through the AC bus tie circuit breaker. Aft of the bus tie switches, on the DC bus rows, and aft of the bus tie circuit breaker on the AC bus row, are the bus circuit breakers that con- nect the buses to their power sources, The DC 1 bus breaker is a control circuit breaker that operates through an overload sensor and relay. FOR TRAINING PURPOSES ONLY FightSafety PILOT TRAINING MANUAL 7) On the pilot's circuit-breaker panels, the first circuit breaker on each row is the bus circuit breaker that connects the bus to its power source. The DC | bus breaker is a control cir- cuit breaker that operates through an over- load sensor and relay. There are no bus tie circuit breakers or switches on the pilot's cir- cuit-breaker panels. All the emergency AC bus circuit breakers are located in the top row of the pilot's circuit-breaker panels. MODEL 31A AIRPLANES On Model 31 A airplanes, the circuit breakers are grouped by systems, rather than buses (Figures 2-22 and 2-23). Emergency bus circuit break- ers have red collars installed on them and AC circuit breakers have white circles around them, painted on the circuit breaker panels. Emer- gency bus circuit breakers, which are also AC, have both red collars and white circles. All the bus tie switches are located in the ELECTRICAL group on the copilot's circuit- breaker panels. These switches are also circuit breakers and physically move to the down (open) position if they have been raised (closed) and an overload occurs. The right bus circuit breakers, which connect the right buses to their power sources, are also located in the ELEC- ‘TRICAL group on the copilot's circuit-breaker panels. The left bus circuit breakers, which connect the left buses to their power sources, are located in the ELECTRICAL group on the pilot's circuit-breaker panels. 2-31