Learjet 55 Cockpit

Class 55 cockpit

Learjet 55 cockpit will probably be found in one of 2 ways. One is the default cockpit design, which has a regular mechanic and hydraulics cockpit. And the second is an all-glass cockpit. Find out more about the recent past and how the Gulfstream was born. These include the GV, the G650 and new inside information on next generations airplanes!

Learjet 55 CAE Cockpit Reference Manual | Stable (Fluid Mechanics)

Note: This Learjet 55 Cockpit Reference Manual may only be used for instruction and instruction of aeroplanes. May not be used as a replacement for the manufacturer's pilot or maintenance manuals, Copyrights 2003, SimuFlite Trainings International, Inc. Selected material used in this publication has been copied with authorization from Learjet, Inc. in the United States of America.

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Learn 55

Many or all of us have learned of the Lear 35 that fell in the northern center of the U.S. after several long flights with a cargo of neglected passengers. Remember that the pressures contained in the pipes may cause the oxygen gauge to glow red when the oxygen valve is turned off.

Inspect your masks and make sure that the manometer has dropped. When the aeroplane is unable to comply with the prescribed take-off field length and take-off power limits, the max take-off and/or landing-weight limits shall be lowered to comply with the requirement. Aileron, vertical and vertical rudders of the Lear Jet are operated by the pilot by hand.

The ailerons and rudders are covered with trimming flaps on the controls and on the ailerons on the stern. Electromotors position these flaps in the right ailerons and in the elevator itself. Ailerons, rudders and prime tilt adjustment are operated by a throttle on the captain side and on the co-pilot's right hand side.

Lear planes all have auto-pilots, although not very good ones, until you reach 31, 45, 55 or 60. Lear Jet has two pull-over alerters. The information angles of incidence are given to the system by two angles of blades of incidence situated on the right and right side of the plane's noses.

Starts the lift, disables the cane slide, triggers the auto-pilot and turns on the nose wheel steer when the gears are down. On the Lear Jet, trimming control is very important, because if the trimming system on this glider is not correctly adjusted, it can DATE you within seconds of takeoff.

Lear's doors are operated by hydraulics. There are two ways to control the valves, according to the Lear models. The Lear 55's have a preselection where you move the handle to the 8 degree, 20 degree or 40 degree positions, and the doors reach the desired number. Failure to retract the dampers will increase your forward motion by 30 knots and your ground travel by 30 knots.

Valves are operated with pressures delivered by the motor or electrical hydraulics pump. The damper system contains a safety vent which prevents the damper from being damaged if it is accidentally lowered or stopped at velocities beyond its operational limits. The Lear 55's are fitted with a spoiler.

They should be used shortly after touching down. They can be triggered via the Auto Spoiler System, or you can simply use the button like the previous Lear Jets. Wherever the dampers are more than 25 degrees out, the wing deflectors stretch to one side or the other to ensure better taxi handling at take-off and take-off speed.

Lear's nose wheel steer is electrical. Steer is activated with the main brake pedal or with a "Steer Lock" pedal on the right and right side of the front end.... As with all other airplanes designed for more than one trip, the Lear-Jet also has a undercarriage.

They can be prolonged with high compression nitrate if the standard prolongation does not work. When the landing gear retracts with the gas cylinder, you will see three bright greens and two bright reds on the inner landing gears, which indicate that the landing gears are retracted but the inner landing gears are still open.

After alternately extending the gearbox, do not go over 200 kn. Concerning the aircraft, the transmission is still in transition, at least from the point of views of the borders. Every Lear Jet primary undercarriage has two tyres and four wheelers. Below the right side of the seat, the right side of the seat is the right side of the seat and the right side of the seat is the right side.

Antiskid system can reduce braking pressures on each single tire. Unfortunately, the first Lear 55 breaks were inappropriate. You may have improved the braking, but the first ones were a genuine shift away from the precision mechanics normally found in a Lear jet. In the event of failure of the hydraulics braking system, there is an alternative braking system that operates the braking with high-pressure hydrogen.

Use the same cylinder to prolong the contingency. A can of Prist per 104 to 260 gal of added gasoline. Lear 55's propellant system is easy and one of the most dependable in any airplane. There are two winged reservoirs and one trunk reservoirs, or in the case of the 55 ER two trunk reservoirs.

Propellant supplies the thrusters only from the vanes. L. engine supply to L. vane, R. thruster supply to R. vane. The entire propellant must eventually reach the wingtank if it is to be used. Each of the winged batteries has an electrical charging charge as well as a jetsystem.

Charging provides pressurized air during starting and when chosen to deliver fluid between wingtanks through the cross-flow distributor. There are two electrical charge booster pistons in the body which fill the air intake air intake cockpit from the vanes and transmit it back to the vanes during the airplane trip.

Hull gasoline must be transmitted by the pilot. It'?s just a big profile shaped propellant pod. Pressure relieving solenoid cocks are mounted in the centre fin (bulkhead) to avoid excess pressure in the cross flow operation chamber. Tangential flow control is fitted in a distributor that connects the right and right side reservoirs.

At each end of this distributor there is an electrical booster motor so that it is possible to transmit petrol from one side to the other when the tangential flow control is open. For example, you cannot supply the left engine from the right tank. However, you can transmit to the left tank from the right tank and supply the left engine with petrol.

Vane can be refuelled through the cap, directly inside each vane tip, or through a one-point refuelling system, if fitted. Hull tanks are mounted behind the interior luggage area. It'?s a bubble reservoir. There are two electrical propellant dispensers that allow you to transmit the propellant from the engine body to the blades so that the propellant reaches the power plants.

They can fill the hull tanks, if any, through a point, through their own caps or from the vanes with stand-by propellant pumping equipment in each vane centre section. There are 4 ways to transmit your engine oil from the hull tanks to the wings: Check gravity transfers - Open the discharge valve after leaving and service.

Standard heat dissipation - The LH RR pump delivers gas to both blades. The correct hull refuelling pump transports the propellant into both blades. Fast transport - Both hull tanks transport fuels into the wing. Optionally, the rear hull tanks can be refilled from the primary hull tanks or with the (optional) one-point refuelling system.

Fuels can be directed into the trunk tanks. When a one-point refuelling system is fitted, the tail can be directly fed into the sash. So in the physical word, these 360 lbs of petrol take about 15 mins, or slightly more than 100 sea miles cruising.

One-point refuelling on the Lear 55 is pretty much forward facing. On the right side of the body, just above the rear of the right hand side wings, the one-point armature and the refuelling control panel are situated. On some of the older or unchanged aircraft the cockpit batteries must be switched on.

Verify automatic shutdown with valve shut off and make sure the bleed lamp stays on throughout the process. One-point refuelling without the operation of the venting system can cause aircraft deterioration. When you add petrol but do not fill all your tank to fullness, choose "Partial" instead of "Full".

In this way the wing is filled first and then the tank (s) in the hull are supplied with petrol. If you want to feed the hull with gas, you want full wing. Lear Jet hydraulics system consists of 2 motor powered and 1 electrical hydraulics pumps, 1.9 gallons storage tank, 1 storage tank (two if Dee Howard reverse units are installed) and a few low headers.

This system actuates the undercarriage, standard anti-slip brakes, dampers, air deflectors and reverse thrusters (except Aeronca) if the glider is avialable. Motorized hydraulics pump can only use 1. The undercarriage, the hatches, can be extended, the brakes can be applied normally with slip resistance, but the spoiler cannot be operated.

There are two system solenoid control solenoid control solenoid control solenoid control solenoid control valves, a primary system solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control solenoid control valve valve control solenoid control solenoid control valve control system control valve control system. In the event of a complete breakdown of the hydraulics system, inflate the transmission, start with Vref + 30 cts, use air breaks and allow for 1.7 to 2.0x your usual land mileage.

Lear Jet 55 DC's electric system is only slightly more complicated than previous versions. By blowing a different type of limiting device than the due one, you are making an electric short-circuit, it will probably be shortly after the motor starts when you put the first alternator on line. When ON, the backup batteries supply the small third display, its lamp and the steering circuit for the undercarriage and the hatch system as well as the lamps and N1 speedometers.

There are three additional lamps which are supplied by the backup power pack and light up when the chassis is extended and latched. It is not the power supply for the unlocked hatch lamps. The majority of these rechargeable cells are recharged in the ON and Standby modes, but some, such as the Lear 28, must be kept ON for charging.

If, for any cause, you notice a failure of the entire DC link voltage, remember: except for the failure of the gearbox doors flashing beacons. Undercarriage alarm is up. Motor riser and nacelle heater are switched on. Wings and rear are protected against icing, pitch statics and the angles of incidence of probe warmness.

The heat from the windshield fails in the last chosen location. booster pump fails, making pressurized gasoline transmission not possible, but a very dependable energy resource named gravitational force. Before starting the motor, all DC buses are operated with either rechargeable bicycles or GPUs. Once the motor has started, all buses are driven by the generator(s) and the accumulators are charged again.

When your Lear does not have double batterieswitches, use the circuit breaker for that particular one. Each Lear 55's has two batterieswitches. Lear 55 is fitted with two inverter units. AC-Initems on Lear include: Gyros, autopilot, altitude alarm, Mach trimming system, nosewheel steering, engine manometers and some other elements that differ from airplane to airplane.

Lear 55 is approved for flying in known or predicted freezing condition. From the front of the aircraft, the alcoholic beverage dispenser provides backup protection for the windscreen on the front of the aircraft. Heating of the airfoils, the statical connections and the angles of the blades are electric, operated by the cockpit switch "Pitot Heat".

Windscreens are fired with motor exhaust ventilation system. The same applies if you land wet on AIIware. Windscreen fogging during landings is prevented by the windscreen heating. Fifty-five is much better than the previous Lear jets in this regard. Heating of the front edge of the wings with exhaust gas from the power plant.

Motor gondolas and motor rotors are warmed up by ventilation aeration. For the 731 engines, the spherical bow thruster was also warmed up with ventilation ducts, but almost all aircraft are equipped with the spiders and do not need warmth, as their shapes and rotations do not allow sufficient quantities of icing to build up to endanger the engines.

Heating of the motor inlet sensors is electrical. Like most aircraft, the Lear 55 is pressurised by exhaust ventilation ducts. These airs come from the HP and LP exhaust vents on the motor via a bladed airline valve that adjusts the exhaust pressures by regulating the mixture of LP and HP aeration.

Do not use this system during take-off and land or when the stick/wing temperature in the Lear 55 is on. You probably don't need the system anyway if you need to warm the piano. The Lear 55 and many previous aircraft have an Aux Heating system in them.

At the outlet side, the cab inlet and outlet pressures are adjusted by a master release relief on the front end of the tank. Should the auto pressurisation fail, the cab pressurisation can be pneumatic operated by the "Cherry Picker" which moves the outlet valves with compressed aeration.

Max difference vent at 9.7 ops and neg. vent at -0.25 ops and positiv. vent as a function of aircraft type and series number. Lear 55's power won't make your tears flow when you look at it in comparison to previous Lear 55s. However, due to the wings, it performs somewhat better than the high altitude aerodromes.

Pilotseats are great, in contrast to surgically placed Torch chambers in former Lear jets. It used 30 mins, 1,000 pounds of petrol and 160 mph for ascent and descend, and 440 knots & 1,300 pounds per hour at FL 390 for high velocity cruises. The requirements for the take-off and landing runways can only be increased by 300 or 400 ft with Nacelle Heats or by up to 1,700 ft with Nacelle & Wing Heats in the higher altitudes.

In case the inclement conditions are such that you have to use the warmth of the wings during take-off and the first ascent to 1,500 ft AGL, you will probably also have to defrost the aircraft. In some cases, the AFM information may also be more difficult to use, as the tables usually do not include information about your current airspeed, slope, air speed or your precise air head and air temperatures.