Table of Contents
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FLIGHT CONTROL SYSTEMS &
Flight Control Systems ............................................................................. 5-1
Aileron ..................................................................................................... 5-1
Roll Disconnect ................................................................................. 5-1
Control Wheel ................................................................................... 5-2
Control Wheel (Figure 5-1) .......................................................... 5-2
Elevator ................................................................................................... 5-2
Elevator Disconnect.......................................................................... 5-3
Elevator Disconnect (Figure 5-2)................................................. 5-3
Rudder..................................................................................................... 5-4
Rudder Pedal Adjustment Switch.................................................. 5-4
Rudder Boost .......................................................................................... 5-5
Controls Gust Lock ................................................................................ 5-6
Controls Gust Lock (Figure 5-3) ..................................................... 5-6
Flaps......................................................................................................... 5-7
Flap Control Lever............................................................................ 5-8
Flap Position Indication ................................................................... 5-8
Spoiler Systems ...................................................................................... 5-9
Normal Spoiler Mode..................................................................... 5-10
Autospoilers .................................................................................... 5-10
Spoileron Operation ....................................................................... 5-11
Spoileron (Roll Disconnect Mode of Operation) ........................ 5-12
Spoiler Indications .......................................................................... 5-13
Spoiler Monitor System ................................................................. 5-14
Pitch Trim .............................................................................................. 5-15
Pitch Trim Selector Switch ............................................................. 5-15
Primary Pitch Trim ......................................................................... 5-16
Trim Switch Panel (Figure 5-4) .................................................. 5-16
Bypass Trim.................................................................................. 5-17
Secondary Pitch Trim ..................................................................... 5-18
Autopilot Pitch Trim....................................................................... 5-19
Trim-In-Motion Indication............................................................. 5-19
Pitch Trim Bias................................................................................. 5-20
Configuration Trim......................................................................... 5-20
Aileron Trim.......................................................................................... 5-21
Rudder Trim ......................................................................................... 5-22
PM-132A
TABLE OF CONTENTS
Pilot's Manual
SECTION V
AVIONICS
V
1
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Summary of Contents for BOMBARDIER LEARJET 40
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Page 1: Table Of Contents
Pilot’s Manual SECTION V FLIGHT CONTROL SYSTEMS & AVIONICS TABLE OF CONTENTS Flight Control Systems ................5-1 Aileron ..................... 5-1 Roll Disconnect ................. 5-1 Control Wheel ................... 5-2 Control Wheel (Figure 5-1) ............5-2 Elevator ....................5-2 Elevator Disconnect................5-3 Elevator Disconnect (Figure 5-2).......... - Page 2 Pilot’s Manual TABLE OF CONTENTS (Cont) Trim Indications................... 5-23 Pitch Trim Indications..............5-23 Aileron Trim Indications ............... 5-24 Rudder Trim Indications ............... 5-24 Mach Trim..................... 5-25 Stall Warning System ................5-26 Stall Warning Indications .............. 5-26 Stall Warning Operation..............5-27 Stall Vane Anti-Ice ................
- Page 3 Pilot’s Manual TABLE OF CONTENTS (Cont) EICAS Display................. 5-45 Display Controllers................. 5-46 EICAS Display and BL-871 Bezel Controller (Figure 5-11)................5-46 Display Controller (Figure 5-12) ..........5-47 Display Unit Reversion Panels ............. 5-48 Display Unit Reversion Panels (Figure 5-13) ......5-48 Data Acquisition Units (DAUs) ............
- Page 4 Pilot’s Manual TABLE OF CONTENTS (Cont) Flight Management System (FMS)............ 5-73 Control Display Unit (CDU) ............5-74 UNS-1E FMS CDU (Figure 5-19) ..........5-74 Data Transfer Unit (DTU).............. 5-75 Configuration Module..............5-75 FMS Functions ................5-75 Weather Radar ..................5-77 WU-660 Weather Radar Control Panel (Figure 5-20) ....
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Page 5: Flight Control Systems
Pilot’s Manual SECTION V FLIGHT CONTROL SYSTEMS & AVIONICS FLIGHT CONTROL SYSTEMS The primary flight controls (ailerons, elevator, and rudder) are mechan- ically operated through the control columns, control wheels, and rud- der pedals. The flaps and spoilers are hydraulically actuated and electronically controlled. -
Page 6: Control Wheel
Pilot’s Manual CONTROL WHEEL Each flight station is equipped with a U-shaped control wheel. The pi- lot’s control wheel is equipped with a disconnect assembly which em- ploys a red lever labeled ROLL DISC located on the inboard side of the control wheel hub (Figure 5-1). -
Page 7: Elevator Disconnect
Pilot’s Manual ELEVATOR DISCONNECT In the event of an elevator jam, the two cable circuits can be disconnect- ed by pulling the red ELEV DISC T-handle (Figure 5-2) located at the left-forward edge of the pedestal. The airplane will then be controlled with the unjammed elevator. -
Page 8: Rudder
Pilot’s Manual The elevator aft disconnect is an electro-mechanical device located in the top of the vertical stabilizer. When the ELEV DISC T-handle is pulled, a two-position linear actuator on the elevator aft disconnect as- sembly is energized to the extended position (disconnected position), separating operation of the two elevators. -
Page 9: Rudder Boost
Pilot’s Manual RUDDER BOOST The rudder boost system is provided to reduce rudder forces. Signals from force sensors in both sets of rudder pedal mechanisms are read by the ICs. The ICs then send rudder boost signals to the yaw damper ser- vo. -
Page 10: Controls Gust Lock
Pilot’s Manual CONTROLS GUST LOCK A gust lock is provided to help prevent wind gust damage to moveable control surfaces. The gust lock is installed on the pilot’s side only, with control wheel rotated counterclockwise until the bend in the handle aligns with the column, and the rudder pedals are centered. -
Page 11: Flaps
Pilot’s Manual FLAPS The airplane’s single-slotted Fowler flaps are electronically controlled and operated by a hydraulic motor (flap power unit). Each flap panel, one on each wing, has three safe-life flap tracks and is driven by two screw jack actuators. A flexible drive shaft transfers power from the hy- draulic motor to each flap actuator. -
Page 12: Flap Control Lever
Pilot’s Manual Flexible drive shafts routed along the rear wing spar transmit the rotary motion of the flap power unit to the input shaft of each of the flap actu- ators. Two Rotary Variable Differential Transformers (RVDTs) mounted on the outboard side of each outboard flap actuator provide position in- formation to the flap control unit and the flap position indicating unit. -
Page 13: Spoiler Systems
Pilot’s Manual Selected flap position is indicated by a horizontal magenta line across the vertical scale. Actual left and right flap position is indicated by flap position pointers on each side of the vertical scale. When flaps have moved to their selected position, the pointers will overlay the magenta line. -
Page 14: Normal Spoiler Mode
Pilot’s Manual NORMAL SPOILER MODE The spoilers can be extended symmetrically on the ground or in flight by moving the spoiler lever aft of the ARM position. Placing the lever to any position aft of ARM while on the ground will cause full exten- sion (60°) of the spoilers. -
Page 15: Spoileron Operation
Pilot’s Manual When spoilers are extended or retracted in flight, depending on the Mach number, the configuration trim system automatically applies the appropriate amount of pitch trim to compensate for the pitching moment caused by spoiler repositioning. SPOILERON OPERATION Spoilerons operate automatically on the ground and in flight to augment the ailerons whenever either control wheel is turned more than 5°. -
Page 16: Spoileron (Roll Disconnect Mode Of Operation)
Pilot’s Manual SPOILERON (ROLL DISCONNECT MODE OF OPERATION) Spoilerons provide automatic roll augmentation and backup roll con- trol. The spoilerons are electrically controlled and hydraulically actuat- ed. Artificial friction is introduced into the pilot control wheel upon disconnection from the mechanical aileron system to provide pilot feel and to preclude the control wheel from free-wheeling. -
Page 17: Spoiler Indications
Pilot’s Manual SPOILER INDICATIONS Spoiler extension is indicated at the base of either the SUMRY or FLT system schematic page on either EICAS or MFD. On the FLT system schematic display, spoiler extension is presented as a digital display and as a vertical analog scale with dual points (one for each spoiler). The digital displays on the SUMRY and FLT pages only show spoiler extension commanded by autospoilers or with the spoiler lever. -
Page 18: Spoiler Monitor System
Pilot’s Manual SPOILER MONITOR SYSTEM The spoileron computer contains a monitor system to prevent electrical or mechanical faults from causing uncommanded extension or retrac- tion of the spoilers. The spoileron computer uses electrical power from the L ESS BUS for operation and the spoiler indicating system uses power from the R ESS BUS. -
Page 19: Pitch Trim
Pilot’s Manual PITCH TRIM Pitch trim is provided by a moveable horizontal stabilizer. Operational structural redundancy has been incorporated by using primary and secondary sections that are independent. Primary and secondary each have electrically and mechanically independent motors (separated for rotor burst considerations), gear trains, and control inputs. -
Page 20: Primary Pitch Trim
Pilot’s Manual PRIMARY PITCH TRIM Each control wheel has a control wheel trim switch located on the out- board horn of each control wheel (Figure 5-1). Each switch is a four po- sition (LWD, RWD, NOSEDOWN and NOSEUP) barrel switch with a momentary-action push button switch in the center of the barrel. -
Page 21: Bypass Trim
Pilot’s Manual Electrical power for primary pitch trim is provided by the L ESS BUS and is protected by the TRIM-PRI PITCH circuit breaker located on the pilot’s circuit breaker panel (FLIGHT group). The dc electrical power to the #1 IC is also required for primary pitch trim, except for primary by- pass trim. -
Page 22: Secondary Pitch Trim
Pilot’s Manual SECONDARY PITCH TRIM Secondary pitch trim is electrically independent of the primary trim, configuration trim, and Mach trim. In the event of primary trim failure, secondary pitch trim is available as a backup means of trimming the airplane in the pitch axis. The autopilot also uses the secondary trim ac- tuator as a normal means of trimming in the pitch axis. -
Page 23: Autopilot Pitch Trim
Pilot’s Manual AUTOPILOT PITCH TRIM When the autopilot is engaged, it can drive the horizontal stabilizer trim to alleviate elevator servo loading. The autopilot pitch trim func- tion is contained in the #2 IC autopilot processor. When elevator servo current exceeds a predetermined threshold for a given period of time, this is considered to be a steady state error and trim will run. -
Page 24: Pitch Trim Bias
Pilot’s Manual PITCH TRIM BIAS The pitch trim bias system works in conjunction with the up/down spring assembly. Its function is to assist the pilot by providing added spring pressure against the elevator in the event the horizontal stabiliz- er is jammed in an out-of-trim position. Pitch trim bias is actuated by the crew using the three-position (spring loaded to the center position) PIT TRIM BIAS switch located at the front of the throttle quadrant. -
Page 25: Aileron Trim
Pilot’s Manual AILERON TRIM The aileron trim system provides manual aileron trim tab control. The manual trim tab control system enables the pilot, with authority, and the copilot to eliminate out-of-trim forces which may be present in the aileron control circuit, preventing smooth operation of the control col- umn. -
Page 26: Rudder Trim
Pilot’s Manual RUDDER TRIM The rudder trim system provides manual rudder trim tab control. The manual trim control system enables the pilot and copilot to eliminate out-of trim forces which may be present in the rudder control circuit. This enables the airplane to be flown without either pilot having to apply a constant force to the rudder pedals. -
Page 27: Trim Indications
Pilot’s Manual TRIM INDICATIONS Pitch, aileron, and rudder trim indications are provided on the EICAS and the MFD. A digital display of pitch trim position (PIT TRIM) is al- ways in view below the CAS window, on the right side of the EICAS. Pitch (PIT), aileron (AIL), and rudder (RUD) trim are digitally dis- played on the SUMRY page. -
Page 28: Aileron Trim Indications
Pilot’s Manual AILERON TRIM INDICATIONS Aileron trim tab position is presented as both analog and digital dis- play. The label AILERON, in cyan, is positioned above the aileron trim tab position digital readout. The range of aileron trim position is from L12 to R12 and with L being left wing down, and R being right wing down. -
Page 29: Mach Trim
Pilot’s Manual MACH TRIM Mach trim is a fully automatic system installed to increase longitudinal stability and counteract nose-down tendency at high Mach numbers. A circuit card in the #1 IC performs all the computational aspects for Mach trim and signals the primary trim actuator to apply trim as nec- essary. -
Page 30: Stall Warning System
Pilot’s Manual STALL WARNING SYSTEM The stall warning system, also referred to as the Angle-of-Attack (AOA) system, is installed to provide the crew with an indication of im- pending airplane stall. The stall warning system consists of two inde- pendent systems which use a dual channel computer. Other system components include two AOA sensors, control column shaker motors and an interface with the PFDs. -
Page 31: Stall Warning Operation
Pilot’s Manual STALL WARNING OPERATION The stall warning system is powered when the circuit breakers are in. The shakers, along with other visual and aural stall indications, are in- hibited until the airplane is airborne. If installed, the AOA indicators will operate in both the air and ground modes. -
Page 32: Stall System Test
Pilot’s Manual STALL SYSTEM TEST A self-test mode is available when the weight-on-wheels signal indi- cates that the airplane is on the ground and no system failure is detect- ed. When the system test switch is rotated to the STALL position and held down for approximately 7 to 10 seconds, the stall warning com- puter shall demonstrate that the stall warning system is fully opera- tional by performing the following events in the order listed:... -
Page 33: Angle Of Attack Indicators (Optional)
Pilot’s Manual ANGLE-OF-ATTACK INDICATORS (OPTIONAL) The optional Angle-of-Attack (AOA) indicators system consists of two angle-of-attack indicators mounted in the instrument panel, one out- board of the pilot PFD and one outboard of the copilot PFD, Figure 5-5. The angle-of-attack indicators display continuous angle-of-attack posi- tion to the flight crew. -
Page 34: Avionics
AVIONICS HONEYWELL PRIMUS 1000 AVIONICS SYSTEM The Learjet 40 is equipped with a Honeywell Primus 1000 Avionics sys- tem. The primary component of the Primus 1000 system is the display flight guidance computer, or more simply, the IC-600. This computer, together with the appropriate controllers and sensors, comprises the Primus 1000 system. -
Page 35: Ic-600 Power Source
Pilot’s Manual The display information provided on EFIS is generated by two IC-600 computers located in the nose. Each of the IC-600s contains circuitry that performs the symbol generation function for the EFIS. Along with interfacing with the display units, the ICs receive data from the Data Acquisition Units (DAUs), Air Data Computers (ADCs), Attitude Heading Reference System (AHRS), navigation system, flight manage- ment system, autopilot and other various display controllers. -
Page 36: Avionics Master Switches
Pilot’s Manual AVIONICS MASTER SWITCHES Left and right avionics master switches are located on the electrical control panel below DU 2 (Figure 5-6). When the alternate action avionics master switches are selected to On (OFF annunciator extinguished), contactors are closed that connect the left and right essential avionics buses and left and right main avionics buses to the respective generator buses. -
Page 37: Air Data System (Ads)
Pilot’s Manual AIR DATA SYSTEM (ADS) The air data system and air data instruments depend upon pitot pres- sure and static pressure sensing, as well as air temperature sensing. Air data is provided to the flight instruments and airplane systems by two Air Data Computers (ADCs) which receive pitot and static information from the main pitot static system. -
Page 38: Standby Pitot-Static System Schematic (Figure 5-8)
Pilot’s Manual Static 1 from the left probe connects with static 2 on the right probe to provide static pressure to the pilot’s ADC. Static 1 from the right probe combines with static 2 on the left probe to provide static information to the copilot’s ADC. -
Page 39: Air Data Computers (Adcs)
Pilot’s Manual AIR DATA COMPUTERS (ADCs) The Learjet 40 utilizes two, independent micro air data computers as the primary source for air data. The is a self contained unit incorporat- ing pressure sensing modules and all required processing and input/ output functions in a single unit. -
Page 40: Standby Instruments
Pilot’s Manual STANDBY INSTRUMENTS The standby instrument group (Figure 5-9) includes a barometric altim- eter, a airspeed/Mach indicator, an attitude indicator, mounted on the center instrument panel above the CWP and RMUs. The standby in- struments have their own pitot-static probe to provide air data infor- mation. -
Page 41: Standby Attitude Indicator
Pilot’s Manual STANDBY ATTITUDE INDICATOR The standby attitude indicator provides a visual indication of the air- plane flight attitude. It is located in the center of the standby instrument group (Figure 5-9) where it can be viewed easily by both pilots. It is powered from the emergency battery bus so that it will remain pow- ered for at least one hour after the loss of airplane generator power. -
Page 42: Attitude Heading Reference System (Ahrs)
The Learjet 40 is equipped with dual LITEF (LCR-93) Attitude Heading Reference Units (AHRUs) with a memory module, located in the air- craft’s nose section. -
Page 43: Attitude And Heading Comparison Monitors
Pilot’s Manual ATTITUDE AND HEADING COMPARISON MONITORS The attitude and heading comparison monitors are functions within the IC-600s that compare the displayed data with the cross-side or sec- ondary source data, depending on system reversionary status. Annun- ciations are provided to the crew if the attitude or heading on both sides differ. -
Page 44: Ahru Power Source & Cooling
Pilot’s Manual AHRU POWER SOURCE & COOLING Each AHRU has a primary and a secondary dc electrical power source. The pilot’s AHRU receives primary power from the left essential bus and a secondary or backup power from the right essential bus. The co- pilot’s AHRU receives primary power from the right essential bus and secondary power from the left essential bus. -
Page 45: Electronic Display System (Eds)
Pilot’s Manual ELECTRONIC DISPLAY SYSTEM (EDS) Four electronic displays are used to provide the display formats for the Primary Flight Displays (PFDs), the Multi-Function Display (MFD) and the EICAS display in the electronic flight instrument system. The four display units are large format 8 x 7 inch, 16 color high resolution dis- play tubes. -
Page 46: Primary Flight Displays (Pfds)
Pilot’s Manual PRIMARY FLIGHT DISPLAY (PFD) The PFD (DU #1 and DU #4) is a single display in which all of the re- quired flight and navigation data is displayed for each pilot. The PFD (Figure 5-10) format is divided into two main sections. The top half dis- plays an Attitude Director Indicator (ADI) with an airspeed tape to the left, and a barometric altitude tape to the right. -
Page 47: Primary Flight Display And Bezel Controller (Figure 5-10)
Pilot’s Manual PRIMARY FLIGHT DISPLAY AND BEZEL CONTROLLER Figure 5-10 BEZEL CONTROLLERS Many of the display control functions are controlled by the DU bezel controllers and by the menus displayed on the MFD and EICAS dis- plays. The PFDs both use the BL-870 bezel controller located at the bot- tom of the PFDs. -
Page 48: Multi-Function Display (Mfd)
Pilot’s Manual With weather radar selected for display, the MFD rotary knob will have no function. The EICAS bezel controller provides dedicated buttons for the displayed EICAS menu. These buttons toggle the selection of the EICAS system page displays. The EICAS rotary knob allows for scroll- ing of the CAS messages on the EICAS display. -
Page 49: Eicas Display
Pilot’s Manual EICAS DISPLAY The Engine Indicating and Crew Alerting System (EICAS) is an inte- grated digital computer/display system that replaces the majority of the traditional gauges and warning lights located throughout the cock- pit. The EICAS display (Figure 5-11) is divided into four designated ar- eas: engine instruments, CAS messages, system display pages and menu items. -
Page 50: Display Controllers
Pilot’s Manual EICAS DISPLAY AND BL-871 BEZEL CONTROLLER Figure 5-11 DISPLAY CONTROLLERS The display controllers (two DC-550s), located on the glareshield, pro- vide immediate access to and control of the objects on the PFDs. Each controller is configured with seven push buttons located on the front panel along with two rotary knobs used for reference selection for bear- ing source, two concentric knobs for DU dimming and a momentary push button (located inside concentric DU knobs) used to initiate a sys-... -
Page 51: Display Controller (Figure 5-12)
Pilot’s Manual The display controller buttons are as follows: 1. IN/HPA — Inches of mercury or hectopascals. 2. CUE — Selection of single cue or cross pointer command bars. 3. FPA — Controls selection and deselection of the flight path angle symbol and flight path acceleration display. -
Page 52: Display Unit Reversion Panels
Pilot’s Manual DISPLAY UNIT REVERSION PANELS A display unit reversion panel is located on the glareshield above the PFDs on each side of the cockpit. The panel on the pilot’s side is for con- trolling the display on DU #2, and the panel on the copilot’s side is for controlling the display on DU #3. -
Page 53: Data Acquisition Units (Daus)
Pilot’s Manual DATA ACQUISITION UNITS (DAUs) There are two dual channel Data Acquisition Units (DAUs) installed in the tailcone equipment area of the airplane. The DAUs receive engine and airplane systems sensor information and pass it, primarily, to the IC-600 computers. Both channels of DAU #1 provide left engine data and both channels of DAU #2 provide right engine data. - Page 54 Pilot’s Manual If either channel of either DAU should fail, if either A or B reversion is selected, if an engine or system miscompare is detected, an appropriate CAS will illuminate. The following CAS illuminations are specific to the DAUs: Color Description DAU 1A-1B FAIL...
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Page 55: Radio Management Units (Rmus)
Pilot’s Manual RADIO MANAGEMENT UNITS (RMUs) The two RM-855B Radio Management Units (RMUs) provide the cen- tral controlling functions for the entire basic radio system. Each RMU is a color, active matrix, Liquid Crystal Display (LCD) based unit. The primary function of each RMU is to select and control the frequencies and operational modes of each radio. -
Page 56: Rmu Cross-Side Operation
Pilot’s Manual RMUs each have a primary and a secondary power source. If the pri- mary source is not available, the RMU will automatically switch to the secondary power source. RMU #1 primary is powered from the left essential bus, and RMU #1 secondary is powered from EMER BATT bus. -
Page 57: Vhf Com Tuning
Pilot’s Manual The NAVIGATION page provides the following data, when valid data is available: NAV, ADF, CRS (selected course), DME (distance to tuned station), bearing pointers for VOR and ADF, TO/FROM indication, MARKER BEACONS, HEADING, lateral deviation (VOR and ILS), and vertical deviation (GS only). -
Page 58: Fms Tuning
Pilot’s Manual A TX will appear at the top of the COM window when the associated radio is transmitting. Its purpose is to show that the transmitter is on and to alert the pilot in case of a stuck microphone key. If not attended to for approximately two minutes, a beep will sound on the audio and a MIC STK annunciation will appear at the top of the COM window until the microphone button is released. -
Page 59: Adf Tuning
Pilot’s Manual The memory functions and direct tuning operate the same as described under COM operation, except the NAV window has an added function called DME split tuning mode. Its operation is similar to the function called DME hold. Depressing the DME function button on the RMU al- lows the DME frequency to be tuned independent of the NAV frequen- cy. -
Page 60: Transponder/Tcas Tuning
Pilot’s Manual TRANSPONDER/TCAS TUNING Transponder operation is similar to COM and NAV operation in that depressing a line select key beside the function desired will move the cursor to that location. Those aircraft without TCAS installed will have an ATC legend at the top of the transponder window, and those equipped with TCAS will have ATC/TCAS labeled above the window. -
Page 61: Tcas Operation
Pilot’s Manual TCAS OPERATION The controls and displays are integrated with the Honeywell Primus 1000 system. Controls are through the RMUs and TCAS/annunciator displays are on the MFD and PFDs and the Resolution Advisories (RA) are integrated with the vertical speed indicator display on the PFDs. The TCAS II interrogates other aircraft transponders and analyzes the replies to determine range and bearing of the intruder. -
Page 62: System Controls And Displays
Pilot’s Manual SYSTEM CONTROLS AND DISPLAYS Selection of the TA/RA mode is accomplished through the transponder window on either RMU main radio tuning page. After the cursor is placed over the transponder mode line, the desired mode is selected with the RMU tuning knob. The transponder selection options for TCAS II equipped aircraft will be STANDBY, ATC ON, ATC ALT and TA/RA. - Page 63 Pilot’s Manual (3) TRAFFIC ADVISORY (TA) TRAFFIC — A symbol change to a filled amber circle indicates that the intrud- ing aircraft is considered to be potentially hazardous. Depending on your own altitude, TCAS II will display a TA when time to the closest point of approach (CPA) is between 20 and 48 seconds.
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Page 64: Audio Control System
Pilot’s Manual AUDIO CONTROL SYSTEM The pilot’s and copilot’s digital audio control panels are located out- board of the PFDs on each side of the flight deck. Microphone transmit selector buttons are located in a row along the top edge of this panel (Figure 5-16). -
Page 65: Digital Audio Control Panel (Figure 5-16)
Pilot’s Manual One knob, labeled DME, controls the audio reception for both DME 1 and DME 2. When the DME knob is unlatched (out position) and the arrow on the knob is centered straight up, the audio level is at a mini- mum. - Page 66 Pilot’s Manual The INPH (interphone) volume control adjusts the on-side headset au- dio level when the interphone function is used. The interphone oper- ates on a “hot microphone” basis. The interphone is not available over the cockpit speaker except when the oxygen mask audio is selected. The MIC/MASK control allows for microphone audio switching be- tween the boom/hand-held microphone (MIC) and the oxygen mask microphone (MASK).
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Page 67: Clearance Delivery Radio (Cdr)
Pilot’s Manual CLEARANCE DELIVERY RADIO (CDR) The Clearance Delivery Radio (CDR), Figure 5-17, is located on the right, front corner of the center pedestal. The CDR provides an alterna- tive capability for tuning the VHF COM 1 transceiver and the VHF NAV 1 radio. -
Page 68: Clearance Delivery Radio (Figure 5-17)
Pilot’s Manual NAV AUDIO AUDIO MODES CLEARANCE DELIVERY RADIO Figure 5-17 The CDR controls are as follows: • Transfer Key — Alternately selects either the COM (top) or NAV (bottom) frequency to be connected to the tuning knobs. • Tuning Knobs — Used to change the frequency indicated by the tuning cursor. -
Page 69: Flight Guidance Control System
Pilot’s Manual FLIGHT GUIDANCE CONTROL SYSTEM The Primus 1000 system includes an autopilot, yaw damper and dual synchronized flight directors. These are all co-located in two IC-600 dis- play flight guidance computers located in the nose avionics bay. Each IC-600 houses a flight director; however, only the copilot IC-600 is con- nected to the pitch, roll and yaw servos for the autopilot/yaw damper and rudder boost functions. -
Page 70: Flight Guidance Controller (Fgc)
Pilot’s Manual FLIGHT GUIDANCE CONTROLLER (FGC) The flight guidance controller (Figure 5-18) is the prime controller for the flight director and the autopilot/yaw damper. Located on the cen- ter glareshield, the FGC provides the means, via push button switches, for flight director mode selection, couple status and autopilot/yaw damper engage selection. - Page 71 Pilot’s Manual Course set knobs — A course set knob (CRS 1 and CRS 2) is located at each end of the FGC. These knobs are used to individually set the courses on the left and right PFD HSI displays. They are used primarily to set the course for a VOR radial or LOC course.
- Page 72 Pilot’s Manual AP (autopilot) button — Depressing this button engages the autopilot. Depressing a second time disengages the autopilot. XFR (transfer) button — Located in the center section of the FGC, the XFR button is used to select the desired flight director (left or right) to command the autopilot.
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Page 73: Autopilot/Yaw Damper
Pilot’s Manual VNV (Vertical Navigation) button — Depressing the VNV button arms, then captures the FMS pitch steering commands of the FDs if FMS is selected as the NAV source, the FMS is programmed for a verti- cal navigation profile, the altitude preselector is set below existing alti- tude and the aircraft is within the TOD (top of descent) window. -
Page 74: Ap/Yd Annunciation
Pilot’s Manual AP/YD Annunciation At the very top center section of the PFDs is an area dedicated to flight director and autopilot annunciations. A horizontal arrow appears at the top center of each PFD between the flight director vertical and lat- eral mode annunciators. -
Page 75: Touch Control Steering (Tcs)
Pilot’s Manual Touch Control Steering (TCS) TCS allows the pilot to manually fly and retrim the aircraft without dis- engaging the autopilot. To use the TCS function, the pilot will press the TCS button on the control wheel, maneuver the aircraft to the desired condition, and release the TCS. -
Page 76: Yaw Damper Engagement/Disengagement
Pilot’s Manual Yaw Damper Engagement/Disengagement Selection of the autopilot via the AP push button will automatically en- gage the yaw damper. Alternatively, the yaw damper may be selected via the YD push button on the FGC. When engaged, the green YD an- nunciation will be provided on both PFDs, and the green bar on the YD push button will illuminate. -
Page 77: Go-Around (Ga) Button
Pilot’s Manual GO-AROUND (GA) BUTTON The GA button is located on the outboard side of the left thrust lever. Selection of the GA button disconnects the autopilot (but not the yaw damper) and cancels all other vertical and lateral modes except auto- matic altitude preselect arm. -
Page 78: Control Display Unit (Cdu)
Pilot’s Manual CONTROL DISPLAY UNIT (CDU) The CDU (Figure 5-19) is the primary interface to the pilot. It provides keypad input for selection of NAV modes and entering of waypoints and a display to indicate current operational modes. The CDU contains all the componets required for the FMS functions. -
Page 79: Data Transfer Unit (Dtu)
Pilot’s Manual DATA TRANSFER UNIT (DTU) The DTU allows updating of the FMS database, storing of pilot data and can also be used to record flight data. Database updates can be obtained on a subscription basis. The data transfer unit is a drive (e.g. 3.5-inch floppy or zip disk) designed for mounting in the aircraft. - Page 80 Pilot’s Manual FUEL — Before takeoff, the fuel quantity signal conditioner provides the FMS with fuel quantity on-board. The pilot must accept or change the transmitted fuel quantity on the CDU fuel page. After engine start, the FMS receives real time fuel flow information independent of the air- craft indicating system.
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Page 81: Weather Radar
Pilot’s Manual WEATHER RADAR The Primus 660 is the standard radar installed in the Learjet 40. It is an X-band radar system designed for weather detection and analysis. The radar can also be used for ground mapping. The WU-660 is an integrat- ed unit which incorporates the receiver, transmitter and antenna (RTA) into a single unit, located in the nose of the aircraft. -
Page 82: Avionics Cooling
Pilot’s Manual • WX (weather) — selects the weather radar main operating mode. • GMAP (ground map) — in the ground mapping mode, the system internal parameters are set to enhance returns from ground targets. • FP (flight plan) — selecting this position places the radar in the flight plan mode. -
Page 83: Miscellaneous
MISCELLANEOUS COCKPIT VOICE RECORDER (CVR) A solid state Cockpit Voice Recorder (CVR) is installed in the Learjet 40. The standard CVR is a three-channel unit providing 30 minutes of recording. An optional unit is available which provides 120 minutes of recording. -
Page 84: Clocks
Pilot’s Manual CLOCKS Each instrument panel is equipped with a multi-function chronometer to display GMT, local time (LT), flight time (FT), and elapsed time (ET). The SEL button selects what is to be displayed and the CTL button con- trols what is being displayed (Figure 5-21). Pressing SEL sequentially selects GMT, LT, FT or ET for display. -
Page 85: Hourmeter-Airplane (Optional)
Pilot’s Manual HOURMETER-AIRPLANE (OPTIONAL) An optional hourmeter may be installed to measure airplane accumu- lated time. The typical location for the hourmeter is on the right side of the pedestal, just aft of the SELCAL decoder. It is wired to the right main gear weight-on-wheels switch, through a switch in the lower entry door frame. -
Page 86: Remote Control And Monitor Unit
Pilot’s Manual REMOTE CONTROL AND MONITOR UNIT The remote control and monitor unit is installed in the cockpit. Power for this unit is provided by an internal coin cell. A three-position ON/ ARM/RESET switch provides the remote control for the ELT transmit- ter. -
Page 87: Artex Elt 110-406
Pilot’s Manual ARTEX ELT 110-406 The ARTEX ELT 110-406 transmits on 121.5, 243.0 and 406.025 MHz. The ELT may be manually activated with a cockpit mounted switch or will automatically activate during an impact. Once activated, the ELT transmits the standard swept tone on 121.5 and 243.0 MHz. During that time the 406 MHz transmitter turns on and an encoded digital message is sent to the satellite. -
Page 88: Cockpit Switch And Indicator Light
Pilot’s Manual COCKPIT SWITCH AND INDICATOR LIGHT The ELT 110-406 remote control (cockpit panel switch) provides manu- al On, Armed, and Reset modes. A 28-vdc indicator light, powered through the ELT WARN circuit breaker on the options circuit breaker panel in the tailcone, flashes continuously if the ELT has been activated and is transmitting.