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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.
The associated essential contactors and main bus contactors must be
closed for the avionics buses to be powered. If the avionics master
switches are on during ground start or for a starter assisted airstart, the
essential avionics buses will continue to be powered, but the contactors
for the main avionics buses will automatically open until the start is
complete. The essential avionics buses must remain powered during an
airstart since they power the critical flight display units. The emergency
bus, essential buses and essential avionics buses are all powered by the
emergency battery during a starter assisted start. The avionics equipment
that must be on during a ground start is powered from the essential
buses and the emergency battery bus.
ELECTRICAL CONTROL PANEL
Figure 5-6
MAN
ON
AVAIL
OFF OFF
OFF OFF
OFF OFF
OFF OFF
L ESS R ESS
AVAIL
ON
L BATT
EMER
OFF
EXT PWR
L GEN
L MAIN
L AV
MSTR
BUS-TIE
APU GEN
R GEN
R MAIN
R AV
MSTR
OFF OFF
EMER BATT
R BATT
L
NON-ESS
R
NON-ESS
ELECTRICAL
Pilot’s Manual
PM-126A 5-33
AIR DATA SYSTEM (ADS)
The air data system and air data instruments depend upon pitot pressure
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. The ADCs receive total air temperature
from a dual element temperature probe and barometric correction
inputs via the BARO set knobs on the corresponding PFDs.
PITOT-STATIC SYSTEM
The primary pitot-static system consists of two pitot-static probes, located
one on each side of the airplane’s nose section. The pilot’s pitotstatic
probe supplies the pilot’s ADC with total pressure and the copilot’s
pitot-static probe supplies the copilot’s ADC with total pressure.
Each pitot-static probe has two isolated static ports. The pilot’s ADC receives
static pressure from coupled static ports off the pilot’s and copilot’s
pitot-static probes (Figure 5-7). The copilot’s ADC receives static
pressure from separate coupled static ports off the pilot’s and copilot’s
pitot-static probes which are isolated from the static ports used by the
pilot’s ADC.
PITOT-STATIC SYSTEM SCHEMATIC
Figure 5-7
PILOT
PITOT/STATIC
PROBE
COPILOT
PITOT/STATIC
PROBE
STATIC 1
PITOT
STATIC 2 STATIC 2
STATIC 1
PITOT
ADC 2
ADC 1
ADC 1 PITOT PRESSURE ADC 2 PITOT PRESSURE
ADC 1 STATIC PRESSURE ADC 2 STATIC PRESSURE
F40-050000-057-01
F40-050000-057-01
Pilot’s Manual
5-34 PM-126A
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. This crossover arrangement reduces system errors
(Figure 5-7).
A third pitot-static probe, mounted above the main probe on the right
side of the airplane, provides total and static pressure inputs to the
standby instrument group. Moisture drains are provided for the standby
pitot-static lines. The two drains for the standby pitot-static system
are flush mounted on the right side of the airplane just aft of the nose
wheel door. The main pitot-static probes are physically located at the
lowest point of the primary pitot-static system plumbing and therefore,
do not require moisture drains. The pitot source on the standby probe
provides total pressure to the standby Mach/airspeed indicator. There
are two static sources on the standby probe, one provides static information
to the standby altimeter and the other provides data to the
standby Mach/airspeed indicator (Figure 5-8).
STANDBY PITOT-STATIC SYSTEM SCHEMATIC
Figure 5-8
STANDBY
PITOT/STATIC
PROBE
STATIC 2
STATIC 1
PITOT
STANDBY STATIC PRESSURE
F40-050000-058-01
STANDBY PITOT PRESSURE
STANDBY
MACH/AIRSPEED
INDICATOR
STANDBY
ALTIMETER
F40-050000-058-01
Pilot’s Manual
PM-126A 5-35
AIR DATA COMPUTERS (ADCs)
The Learjet 45 utilizes two, independent micro air data computers as
　
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