SIMCOM

PANAM INTERNATIONAL FLIGHT ACADEMY

ORLANDO
LEAR 31 SERIES DIFFERENCES COURSE INTRODUCTION
PRODUCED BY ROBERT FULLENKAMP

LEAR 31 SERIES
DIFFERENCES
THIS POWERPOINT PROGRAM IS INTENDED
TO SUPPLEMENT THE LEAR 31 SERIES
DIFFERENCES COURSE AT SIMCOM. ITS
PURPOSE IS TO PROVIDE SOME
HISTORICAL INTRODUCTION AND INSIGHT
TO THE LEARJET LIFESTORY.

COURSE OUTLINE
THE COURSE WILL CONSIST OF FOUR HOURS
OF CLASSROOM PRESENTATIONS USING THE
LEAR 31 PILOTS MANUAL, LEAR 31
CHECKLIST, LEAR 31 AIRPLANE FLIGHT
MANUAL AND A SIMCOM PREPARED
POWERPOINT PRESENTATION.

THE COURSE WILL BE TAUGHT BY A PILOT

TYPED RATED ON THE AIRCRAFT AND WILL

INCLUDE THE REQUIRED ITEMS OUTLINED IN
THE SIMCOM LEAR SPECIALITY CURRICULEM.

1963 LEAR 23 IN ORIGINAL

COLORS

It was at once both simple and beautiful, an elegant

aerial machine, unlike anything else in the sky, and it
had performance to match its looks. It would transport
six passengers in living room comfort at speeds
beyond Mach .8, up to 540 mph at 41,000 feet-it was
economical to operate-about 50 cents a mile.

Lear 28 a test bed for the new

Lear 55.
A new Learjet appeared at the 1977 NBAA Convention
Model 25 fuselage with CJ610-8A engines.
New wing was the 35 wing with the two foot straight
extensions removed and six foot extensions that
followed the wing sweep.

Winglets were added to reduce drag and increase

range of 6.5%

FORBIDDEN FRUIT DEVELOPED IN

SECRET BY THE ENGINEERS
LEAR 28 WAS A TEST BED FOR THE WING

FOR THE MIDSIZE STANDUP CABIN LEAR 55.

ENGINEERS WERE FORBIDDEN TO TEST THE
35 FUSELAGE ON THE 28 WING.
A 35 FUSELAGE FROM A FOREIGN MILITARY
TEST WAS MATED AND IN THE CORNER OF
THE HANGAR WHEN THE 55 WAS ROLLED
OUT AND MR COMBS WALKED RIGHT BY AND
HE REMARKED THAT THE 28 CERTAINLY WAS
A GREAT AIRPLANE! THE SECRET SURVIVED.

AIRCRAFT GENERAL DESCRIPTION

Model 35 fuselage with Model 55 wings
with span of 43 ft and 10 inches and rear
fuselage delta fins.
Five port and six starboard cabin
windows. Max range 1,202 nautical
miles.
Still in production as the 31A.

AIRCRAFT GENERAL
DESCRIPTION
LEAR 31A:
Model 31 with new EFIS cockpit and avionics,
FBW ground steering, increased (Mach 0.81)
speed. Replaced Model 31 in mid 1991.
LEAR 31A/ER:
Model 31A with additional fuel to give 1,526
NM range

ENGINES AND FUEL

Powered by two TFE731-2-3B

turbofan engines rated at 3500 lbs

thrust at sea level.
Control system consists of thrust
levers, engine driven fuel pump, fuel
control unit, digital electronic engine
control (DEEC) and the surge bleed
control.

ENGINES AND FUEL

The DEEC located in the tail cone is

provided for each engine. The DEEC is

basically a high pressure rotor speed
governor with provisions for fuel limits
during acceleration and deceleration.
It also provides governing, limiting,
and fuel scheduling for engine start
and operation.

ENGINES AND FUEL

Two wing tanks with 1413 lbs each.
One fuselage tank with 1320 lbs.
Total fuel available is 4124 lbs.
NO FUEL JETTISON AVAILABLE.
ER version has two additional bladders

that gravity flow into the normal fuselage

tank. Total fuel available is 4624 lbs.

ENGINES AND FUEL

31 has two additional electric scavenge

pumps located in the forward inboard

section of each wing tank.
Used to transfer fuel to the section
containing the main fuel pumps and is
operated by the low-fuel float switch.
Low Fuel light comes on at 300-400 lbs.

ENGINES AND FUEL

Most 31 aircraft are equipped with fuel heaters
and no longer require Prist.

No aviation gas is permitted in aircraft with

fuel heaters.

Optional Single Point Pressure Refueling.

18 Fuel drains instead of 14

HYDRAULICS & LANDING GEAR

Systems are very similar to the 35/36

models except that the auxiliary
pump can operate the spoilers.

There are no spoilerons installed on

the 31 series.

ELECTRICAL AND LIGHTING

Major changes from the 35A/36A.
Combination starter/generators.
Electrical Buses renamed.
Color coded Circuit Breakers.
Top row is Emergency Bus (red).
AC circuit breakers have white circles.
Recognition light now on vertical fin.
Rotating beacon on top of vertical fin.

ELECTRICAL AND LIGHTING

Emergency Bus System

Provides 28 VDC, 115 VAC, and 26 VAC
to selected systems in the event of a
dual generator system failure or to
quickly deenergize and isolate all
nonessential equipment in the event of
electrical smoke or fire. See page 4-15

ELECTRICAL AND LIGHTING

EMER BUS switch on the pilots switch

panel has two positions: EMER BUS and

NORM.

In NORM, the emergency bus system

relays will be deenergized and

equipment on the emergency buses will
be powered from the normal electrical
system.

ELECTRICAL AND LIGHTING

In EMER BUS position:
the battery relays will be deenergized.
emergency bus system relays will be
energized.
equipment on the emergency buses will be
powered through the emergency bus
system.
aircraft batteries are completely isolated
from the battery charging bus.

ELECTRICAL AND LIGHTING

With EMER BUS selected:

Primary pitch trim motor to LH battery.

Auxiliary hydraulic pump to RH battery.
Emergency bus will be switched to batteries.
EMER BUS TIE CB will interconnect L&R
emergency DC buses.
Primary Inverter is on DC EMER BUS and
provides power to AC EMER BUS.

ELECTRICAL AND LIGHTING

Emergency Power System Improvements
Now provides power to the third attitude
gyro, fan speed indicators, landing gear
position lights and selected instrument
lights (third attitude gyro, N1 indicators,
pilots airspeed indicators, copilots
altimeter, and magnetic compass).
Operating time reduced slightly.
Two position switch: EMER BAT and OFF

FLIGHT SYSTEMS

Some small differences from the 35/36.

As a result of the Delta fins:

No mach trim system.

No pusher or nudger.
Only one yaw damper and can dispatch
without it operating.

FLIGHT SYSTEMS

Flap Speed Changes

8 degrees at 250 knots.
20 degrees at 200 knots.
40 degrees at 150 knots.

FLIGHT SYSTEMS

Optional Rudder Boost System

Installed to provide reduced rudder
pedal force, increased directional
control effectiveness and improved
takeoff performance. With rudder
boost on, minimum control speed
ground, takeoff speeds and distances
are all lower.

FLIGHT SYSTEMS
Normally the RUDDER BOOST switch is left
on at all times. When the flaps are 8
degrees or lower, applying 50 lbs of force
to either rudder pedal will cause the yaw
servo to automatically engage and apple
force to the rudder in the same direction.

Can override RUDDER BOOST with the

CWMS.

ANTI ICE & ENVIRONMENTAL

Nacelle and Wing Heat are the same as
the 35A/36A aircraft.

Horizontal Stabilizer Anti-Ice is electrical.

When the STAB WING Heat switch is ON, 28
VDC supplies power to a timer which powers
individual heating elements in a forward to aft
sequence of 15 seconds duration. Three
minutes is required for a full cycle.

DOORS & MISC

EQUIPMENT

No Changes

LIMITATIONS

Max Ramp Weight: 16750 or 17200 lbs.

Max Takeoff Wt: 16500 or 17000 lbs.
MMO/VMO: .78/310 knots.
BLEs missing: .77 mach
VMCA: 8 degrees/93 knots, 20/87.
Fuel Balanced within 200 lbs for Takeoff
or landing.