Westwind 1124A
Training Supplement
Westwind 1124A
Training
Supplement
Revision Original 12/13
Westwind 1124A Training Supplement
Log of Revisions
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PREFLIGHT
Table of Contents
Description
Page
Overview..................................................................................................................................................................................1
Exterior Inspection.................................................................................................................................................................3
Recommended Walk-Around Pattern...................................................................................................................................3
Before Exterior Inspection....................................................................................................................................................4
External Walk-Around Checks...............................................................................................................................................6
A. Left Side, Forward.......................................................................................................................................................................6
B. Nose Area...................................................................................................................................................................................7
C. Right Side Forward.....................................................................................................................................................................8
D. Right Wing Area..........................................................................................................................................................................9
E. Right Side, Aft...........................................................................................................................................................................12
F. Tail Area....................................................................................................................................................................................15
G. Left Side, Aft.............................................................................................................................................................................16
H. Left Wing Area..........................................................................................................................................................................18
Passenger Compartment Checks........................................................................................................................................20
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PREFLIGHT
Overview
This Pilot's Checklist is offered to 1124A Westwind operators as an aid to
cockpit procedures. It presents in condensed form the Normal Procedures
from Section IV of the Airplane Flight Manual. However, the 1124A Westwind
Airplane Flight Manual is the final authority for all cockpit procedures.
Airframe changes (AFC) are provided along with the affected airplane serial numbers (as identified in the 1124A Airplane Flight Manual, Log of
Airframe Changes). However, it is the pilot's responsibility to check the
Log of Airframe Changes and the airplane log to determine AFC applicability.
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PREFLIGHT
EXTERIOR INSPECTION
Recommended Walk-Around Pattern
1. Ensure ground area is free of foreign objects.
2. Check condition of fuselage, all surfaces, lights, and
antennas during walk-around.
3. Inspect for evidence of leaks: fuel, oil, and hydraulic.
4. A visual and tactile (hand on surface) check of the
wing leading edge and the wing upper surface must
be performed to ensure the wing is free from frost,
ice, snow, or slush when the outside air temperature is
less than 42°F (6°C), or if it cannot be ascertained that
the wing fuel temperature is above 32°F (0°C); and:
A. There is visible moisture (rain, drizzle, sleet, snow,
fog, etc.) present; or:
B. Water is present on the wing; or:
C. The difference between the dew point and the
outside air temperature is 5°F (3°C) or less; or:
D. The atmospheric conditions have been conducive
to frost formation.
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PREFLIGHT
Before Exterior Inspection
Preflight inspection to be accomplished before each flight.
Ascertain fuel type in aircraft and that electronic fuel control
computer is adjusted to recommended specific gravity position for fuel type used.
1. Registration, airworthiness, and radio certificates. . CHECK
2. Flight Log, flight time, and inspection time. . . . . . CHECK
3. Flight Manual, Weight and Balance . . . . . . . . . . . CHECK
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4.
5.
6.
7.
8.
Landing gear lever . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
BATT DISCONNECT switches. . . . BATT ON & GUARDED
VOLTMETER switch . . . . . . . . . . . . . . . . . . . . . . . . . BATT
BATTERY MASTER switch. . . . . . . . . . . . . . . . . . . . . . . ON
Battery voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(24V minimum, with load, both boost pumps on)
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Before Exterior Inspection (Cont)
9. Fuel quantity and balance. . . . . . . . . . . . . . . . . . . CHECK
(AFC 1076; S/N 295 & subs . . . . . RECORD QUANTITY)
10. Trim tabs (HOR, AIL, RUD) . . . . . . . . . . . . SET TO ZERO
11. FLAPS lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12°
12. BATTERY MASTER switch. . . . . . . . . . . . . . . . . . . . . . OFF
13. Oxygen shutoff valve . . . . . . . . . . . . . . . . . . . . . . . OPEN
14. PARKING BRAKE lever. . . . . . . . . . . . . . . . . . RELEASED
15. GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
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PREFLIGHT
External Walk-Around Checks
A. Left Side, Forward
1. Wing inspection light . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(intact and clean)
3. Emergency exit. . . . . . . . . . . . . . . . . . . . . . . . . SECURED
4. Static sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
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Entrance door. . . . . . . . . . . . . . . . . . CHECK CONDITION
Static drain . . . . . . . . . . . . DRAIN AND CHECK CLOSED
Windshield and wiper blade. . . . . . . CHECK CONDITION
Pitot cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
(tube clear)
9. Nose compartment ventilation intake . . . . CHECK CLEAR
5.
6.
7.
8.
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B. Nose Area
1. Left nose compartment access cover. . . . . . . . SECURED
2. Nose gear strut extension. . . . . . . 1.5 INCHES MINIMUM
3. Nose gear scissors. . . . . . . . . . . . . . . . . . . CONNECTED
Pin. . . . . . . . . . . . . . . . . . . . . . . . IN PLACE and LOCKED
4. Nosewheels and tires . . . . . . . . . . . . CHECK CONDITION
5. Oxygen discharge indicator. . . . . . . . . . . . . . . . . . CHECK
(in place)
6. Nose compartment ventilation outlet. . . . . CHECK CLEAR
7. Oxygen access door. . . . . . . . . . . . . . . . . . . . . SECURED
8. Right nose compartment access cover. . . . . . . SECURED
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C. Right Side Forward
1. Pitot cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
(tube clear)
2. Windshield and wiper blade. . . . . . . CHECK CONDITION
3. AOA probe. . . . . . . . . . . . . . . . . . . . . . COVER REMOVED
(probe clean and rotates freely)
4. Static drains (3). . . . . . . . . DRAIN AND CHECK CLOSED
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5. Outflow valves (2). . . . . . . . . . . . . . . . . . . . . . . . . CHECK
6. Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(intact and clean)
7. Emergency exit. . . . . . . . . . . . . . . . . . . . . . . . . SECURED
8. Static sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
9. Wing inspection light. . . . . . . . . . . . . . . . . . . . . . . CHECK
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D. Right Wing Area
1124A Airplane Flight Manual Supplement No. 1, Auxiliary
(Long Range) Fuel System, is applicable to aircraft with AFC
1076 (S/N 295 & subs).
1. Fuselage fuel sump drain. . . . . . . . . . . . . . . . . . . . . DRAIN
NOTE:
If water is found, wing and tip tanks must be drained.
2. Brake plates . . . . . . . . . . . . . . . CHECK FOR FREEDOM
3. Anti-skid line . . . . . . . . . . . . . . . . CHECK CONNECTION
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D. Right Wing Area (Cont)
4. Main wheel, heat deflector,
tire and uplock roller . . . . . . . . . . . . . CHECK CONDITION
5. Main landing gear strut extension. 1.5 INCHES MINIMUM
6. Taxi light . . . . . . . . . . . . . . . . . . . . . . CHECK CONDITION
7. Jury brace springs. . . . . . . . . . . . . . . . . . . . . . . . . CHECK
8. Wheel well. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(check uplock operation)
9. Wing manual fueling valve (if installed). . . . CLOSED (UP)
10. Fuel filler access door. . . . . . . . . . . . . . . . . . . . SECURED
11. Wing deicer boot and stall strip. . . . . CHECK CONDITION
12. Wing fuel vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
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D. Right Wing Area (Cont)
13. Tip tank manual fueling valve . . . . . . . . . . . CLOSED (UP)
14. Tip tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(landing light, strobe and
position light, drains, dump
outlet and static discharger)
15. Aileron, static dischargers (2), tab and flap. . . . . . . CHECK
CONDITION
16. Speed brake and lift dumpers. . . . . . CHECK CONDITION
(check spring action on 8 speed brake doors)
17. Single point fueling access door. . . . . . . . . . . . SECURED
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E. Right Side, Aft
1. Ram air inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
2. Engine
A. Intake ground cover. . . . . . . . . . . . . . . . . . . . REMOVED
B. Intake. . . . . . . . . . . . . . . . . . . . . . . CLEAR AND CLEAN
C. Fan blades. . . . . . . . . . . . . . . . . . . CHECK CONDITION
D. Pt2 probe. . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
E. Generator cooling inlet . . . . . . . . . . . . . . . . . . . . CLEAR
F. Lower nacelle, cowling and latches. . . . . . . . SECURED
G. Fuel filter bypass indicator pin (inboard). . . RECESSED
NOTE:
Extended indicator pin indicates filter bypass due
to possible blockage.
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E. Right Side, Aft (Cont)
H. Fire extinguisher discharge indicator. CHECK (IN PLACE)
I. HP diaphragm discharge port. . . . . CHECK (IN PLACE)
J. Pt2 drain valves (2). . . . . . . . . . . . . . . . . . . . . . . . DRAIN
K. ECS flow outlet. . . . . . . . . . . . . . . . . . . . CHECK CLEAR
L. Oil filter bypass indicator
pin (outboard) . . . . . . . . . . . . . . . . . . . . . . . RECESSED
NOTE:
Extended indicator pin indicates filter bypass due to possible blockage.
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E. Right Side, Aft (Cont)
M.Oil quantity . . . . . . . . . . . . . . . . . ENSURE SUFFICIENT
QUANTITY (minimum for dispatch—1 QT LOW)
NOTE:
Check oil level within 15 minutes after shutdown. If oil level is
not checked as noted, start engine, run at idle 5 minutes
and check level.
N. Upper nacelle, cowling and latches. . . . . . . SECURED
O. T/R ground lock pin. . . . . . . . . . . . . . . . . . . . REMOVED
P. Exhaust ground cover. . . . . . . . . . . . . . . . . . REMOVED
Q. Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
R. Rear turbine blades. . . . . . . . . . . . CHECK CONDITION
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F. Tail Area
1.
2.
3.
4.
5.
6.
7.
Empennage. . . . . . . . . . . . . . . . . . . . CHECK CONDITION
Empennage deicer boots . . . . . . . . . CHECK CONDITION
Static dischargers (3) . . . . . . . . . . . . . . . . . . . . . . CHECK
Rudder trim tab. . . . . . . . . . . . . . . . CHECK ALIGNMENT
Tail position light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Heat exchanger exhaust. . . . . . . . . . . . . . . . . . . . . CLEAR
Horizontal stabilizer leading edge. . . . . . . . . . . . . . CHECK
(aligned with zero mark)
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G. Left Side, Aft
1124A Airplane Flight Manual Supplement No. 1, Auxiliary
(Long Range) Fuel System, is applicable to aircraft with AFC
1076 (S/N 295 & subs).
1. Engine
A. Exhaust ground cover. . . . . . . . . . . . . . . . . . REMOVED
B. Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
C. Rear turbine blades. . . . . . . . . . . . CHECK CONDITION
D. Oil filter bypass indicator pin (inboard) . . . . RECESSED
E. Lower nacelle, cowling and latches. . . . . . . . . SECURED
F. Oil quantity . . . . . . . . ENSURE SUFFICIENT QUANTITY
(minimum for dispatch—1 QT LOW)
G. HP diaphragm discharge port. . . . . CHECK (IN PLACE)
H. T/R ground lock pin. . . . . . . . . . . . . . . . . . . . REMOVED
I. Upper nacelle, cowling and latches. . . . . . . . . SECURED
J. Fuel filter bypass indicator pin (outboard). . RECESSED
K. Generator cooling inlet . . . . . . . . . . . . . . . . . . . . CLEAR
L. Intake ground cover. . . . . . . . . . . . . . . . . . . . REMOVED
M.Intake. . . . . . . . . . . . . . . . . . . . . . . . CLEAR AND CLEAN
N. Fan blades. . . . . . . . . . . . . . . . . . . CHECK CONDITION
O. Pt2 probe . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
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G. Left Side, Aft (Cont)
2. External power access door . . . . . . . . . . . . . . . SECURED
(if battery start)
3. T/R accumulator pressure. . . . . . . . . . . . . . . . . . . CHECK
4. Gear emergency nitrogen pressure . . . . . . . . . . . CHECK
5. Hydraulic fluid level . . . . . . . . . . . . . . . . . . . . . . . . CHECK
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6. Reservoir access door. . . . . . . . . . . . . . . . . . . SECURED
7. Baggage compartments, forward and aft
A. Baggage and equipment. . . . . . . . . . . . . . . SECURED
B. Doors. . . . . . . . . . . . . . . . . . . . CLOSED and LOCKED
8. Ram air inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
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H. Left Wing Area
1. Flap, tab, aileron, and static dischargers (2). . . . . CHECK
CONDITION
2. Lift dumpers and speed brake. . . . . CHECK CONDITION
(check spring action on 8 speed brake doors)
3. Tip tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(static discharger, dump outlet, drains, position and
strobe light, and landing light)
4. Tip tank manual fueling valve . . . . . . . . . . CLOSED (UP)
5. Wing fuel vents . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
6. Wing manual fueling valve (if installed) . . CLOSED (UP)
7. Wing deicer boot and stall strip. . . . CHECK CONDITION
8. Wheel well. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(check uplock operation)
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H. Left Wing Area (Cont)
9.
10.
11.
12.
13.
14.
15.
16.
17.
Jury brace springs. . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Taxi light . . . . . . . . . . . . . . . . . . . . . . CHECK CONDITION
Main landing gear strut extension . . 1.5 INCHES MINIMUM
Main wheel, heat deflector, tire and uplock roller . . CHECK
CONDITION
Anti-skid line . . . . . . . . . . . . . . . . . CHECK CONNECTION
Brake plates. . . . . . . . . . . . . . . . . CHECK FOR FREEDOM
Fuselage fuel sump drain . . . . . . . . . . . . . . . . . . . . DRAIN
Fuel filler access door. . . . . . . . . . . . . . . . . . . . SECURED
Dorsal fin airscoop. . . . . . . . . . . . . . . . . . . CHECK CLEAR
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Passenger Compartment Checks
1.
2.
3.
4.
5.
6.
Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED
Main door and emergency exits . . . . . . . . . . . SECURED
First aid kit. . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED
Portable fire extinguisher. . . . . . CHARGED & SECURED
Emergency light. . . . . . . . . . . . . . . CHECK OPERATION
Passenger briefing. . . . . . . . . . . . . . . . . . . . COMPLETE
A. Mission
B. Oxygen system
C. Emergency procedures
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LIMITATIONS
Table of Contents
General Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Authorized Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Baggage Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Certification Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3
3
3
3
3
Operational Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Altitudes, Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum Field Elevation for Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff and Landing Operational Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Operational Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4
4
4
4
5
6
6
Continued on next page
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
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Westwind 1124A Training Supplement
LIMITATIONS
Table of Contents (Cont)
Systems Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Electrical (and Lighting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pneumatic and Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7
7
8
8
8
9
9
9
AFM Supplements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Auxiliary (Long Range) Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Reduced Thrust Takeoff Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Unbalanced Field Length Takeoff Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Maneuvers
General Limitations
• The following maneuvers are prohibited:
• aerobatic maneuvers and spins
Authorized Operations
•
intentional stalls with surface de-icing operating or
SURFACE DE-ICING light illuminated
•
Carriage of passengers
•
takeoff with stabilizer trim inoperative
•
Day and night VFR
•
landing with fuel in tip tanks
•
IFR
•
takeoff or landing with surface de-icing operating.
•
Known icing conditions
•
xtended over water (when required equipment is
E
installed and approved in accordance with the applicable
operating requirements).
• Minimum Crew
• Pilot and copilot
Baggage Limits
Forward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 820 LBS
. . . . . . . . . . . . . . . . . . . . . . . . . (FLOOR LOAD 105 LB/FT2)
Aft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 LBS
. . . . . . . . . . . . . . . . . . . . . . . . . . (FLOOR LOAD 32 LB/FT2)
Certification Status
• Transport Category (FAR, PART 25)
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Load Limits
Operational Limits
Flaps and Landing Gear Up . . . . . . . . . . . 2.8 G to -1.0 G
Flaps and Landing Gear Down . . . . . . . . . . 2.0 G to 0.0G
Altitudes, Maximum
Autopilot and Yaw Damper Inoperative . . . . . . . 20,000 FT
Flaps 0° to 12° . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 FT
Flaps 20° or More . . . . . . . . . . . . . . . . . . . . . . . . 10,000 FT
Boost Pumps Inoperative . . . . . . . . . . . . . . . . . . 20,000 FT
Cabin Air Selector in RAM . . . . . . . . 13,000 FT or BELOW
Flap Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 FT
Operational
Operational Limits
Phase
Pressure
Ambient
Runway
Limiting
Altitude
Temp.
Slope Limit
Tailwind
Component
Takeoff and
Landing
-2,000 ft to
10,000 ft
-54°C to
ISA +35°C
+2% (Up)
10 kts
Landing Gear Operation . . . . . . . . . . . . . . . . . . . 20,000 FT
Speed Limitations
Maximum Field Elevation for Takeoff . . . . . . . . . . 10,000 FT
VA, Maneuvering Speed
Maximum Operating Altitude . . . . . . . . . . . . . . . 45,000 FT
23,500 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 KIAS
Minimum Field Elevation for Takeoff
20,700 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 KIAS
Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -2,000 FT
19,000 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217 KIAS
17,500 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204 KIAS
15,000 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 KIAS
13,500 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170 KIAS
12,800 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 KIAS
12,000 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 KIAS
Continued on next page
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
VFE, Maximum Flap Extended Speed
Maximum Zero Fuel Weight . . . . . . . . . . . . . . . 16,500 LBS
Flaps 12° or 20° . . . . . . . . . . . . . . . . . . . . . . . . . 250 KIAS
Flaps 40° . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS
Minimum Flight Weight . . . . . . . . . . . . . . . . . . . 12,000 LBS
VLE/VLO, Maximum Landing Gear Operating/
Extended Speed
VLE/VLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS
VMCA, Minimum Control Speed Air
Flaps 0° . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 KIAS
Maximum Tire Ground Speed
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . 174 KTS/200 MPH
Tailwind Component
Tailwind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 KTS
Direct Vision (DV) Window
•
The maximum speed for opening the window is 250 KIAS.
Windshield Heat
•
If one or both windshield heat system(s) are inoperative,
maximum speed below 10,000 ft is limited to 320 KIAS.
Weights
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . 23,650 LBS
Maximum Takeoff Weight . . . . . . . . . . . . . . . . . 23,500 LBS
Maximum Landing Weight . . . . . . . . . . . . . . . . 19,000 LBS
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Takeoff and Landing Operational
Limits
Enroute Operational Limits
•
In flight, the flood duct control must be pushed in.
Runway Slope for Takeoff . . . . . . . . . +2% (UP) MAXIMUM
•
Do not operate landing gear above 20,000 ft.
•
Do not use autopilot for takeoff or during landing below
Category I landing minima.
•
Above 41,000 ft, the crew must use oxygen and the passengers must don oxygen masks ready for use.
•
uring flight with autopilot engaged, one pilot must be
D
seated at controls with seat belt fastened at all times.
•
Do not operate flaps above 20,000 ft.
•
o not take off if battery temperature remains above 140°
D
and BATT OVERHEAT warning light is illuminated.
•
Takeoff is prohibited with normal or override stabilizer trim
system inoperative.
•
Surface de-icing must be off.
•
Cabin must be depressurized before landing.
•
Runway must be prepared with a hard surface.
•
Takeoff ITT of 907°C is limited to five minutes maximum.
■ WARNING:
Lift dump switch must be off while airborne.
CAUTION:
Do not land with fuel in tip tanks.
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Flight Controls
Systems Data
Angle-of-Attack
•
Electrical (and Lighting)
o operation is to be predicated on the use of the angleN
of-attack system.
Battery Temperature Limits
Autopilot
•
•
Do not use autopilot for takeoff or during landing below
Category 1 landing minima.
•
uring flight with autopilot engaged, one pilot must be
D
seated at controls with seat belt fastened at all times.
o not take off if battery temperature remains above
D
140°C and BATT OVERHEAT warning light is illuminated.
Starter/Generator Limits
With AFC 612 . . . . . . . . . . 300 AMP MAX. CONTINUOUS
With AFC 1213 . . . . . . . . . 260 AMP MAX. CONTINUOUS
Without AFC 612 or 1213:
Flaps
•
Do not operate flaps above 20,000 ft.
Ground Operation . . . . . . . 350 AMP MAX. CONTINUOUS
Flaps Unbalance Test (not in motion)
Flight Operation . . . . . . . . . 275 AMP MAX. CONTINUOUS
•
Clearing Engine
(Motoring, No Ignition) . . . . . . . . . . . . 15 SECONDS ON/
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MINUTES OFF
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FOR 3 CYCLES,
THEN 20 MIN OFF
Lift Dump
If FLAPS UNBALANCED light does not come on during
test, unbalance detection system is unserviceable; do not
operate flaps.
WARNING:
Lift dump switch must be off while airborne.
Longitudinal Trim System
•
LIMITATIONS REVISION ORIGINAL 12/13
akeoff is prohibited with normal or override stabilizer trim
T
system inoperative.
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Fuel
Flight in Icing Conditions
•
Before flight into known icing conditions, initiate continuous ignition prior to activating engine/nacelle anti-ice system and leave on.
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 LBS
•
Tip Tank Fuel
Use anti-icing continuously during flight in expected icing
conditions.
•
If ice has already accumulated, deice one engine at a time
due to possibility of engine flameout resulting from ice
ingestion.
•
Activation of anti-ice system at high thrust settings may
require thrust lever adjustments to maintain ITT within limits.
Maximum Fuel Imbalance
Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . 300 LBS
CAUTION:
Do not land with fuel in tip tanks.
Ice and Rain Protection
Surface Deicing
Engine/Nacelle Anti-Icing
•
Surface deicing must be off during takeoff and landing.
• Initiate continuous ignition before activating anti-icing sys-
•
Do not operate surface deicing below -40°C (-40°F).
tem in any phase of flight and leave on.
•
When operating in icing conditions, ENG/NACELLE ANTIICE pushbuttons must be actuated and sufficient thrust
maintained to illuminate NAC ON lights.
•
Anti-ice must be on before entering icing conditions
and with visible moisture at an ambient temperature of
10°C or below.
LIMITATIONS REVISION ORIGINAL 12/13
Windshield Heat
•
Windshield heat must be off when using the standby compass.
Landing Gear
• Do not operate landing gear above 20,000 ft.
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Miscellaneous
Powerplant
Oxygen System
•
Above 41,000 ft, the crew must use oxygen and the passengers must don oxygen masks ready for use.
Minimum for Starting . . . . . . . . . . . . . . . . . . . . -54°C (-65°F)
Minimum Using JP-5 . . . . . . . . . . . . . . . . . . . . -29°C (-20°F)
Thrust Reversers
•
Do not exceed idle deploy position with thrust reverser
UNSAFE light illuminated.
•
Below 60 kts, do not exceed idle deploy position.
•
Do not deploy thrust reversers for more than one minute maximum.
Pneumatic and Pressurization
Maximum Cabin Differential Pressure . . . . . . . . . . . . 9.0 PSI
•
The cabin must be depressurized before landing.
•
Except for ground operations, the flood duct valve handle
must be pushed in.
LIMITATIONS REVISION ORIGINAL 12/13
Ambient Temperature for Starting
•
At a temperature below -40°C (-40°F) for extended periods,
preheat engines before attempting start.
Approved Oils
• T
he following brands of lubricating oils conforming to
AiResearch specifications EMS 53110, Type II are
approved:
– Esso/Exxon Turbo Oil 2380
– Mobil Jet Oil II
– Castrol 5000.
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Engine Operating Limits
Condition
N2% RPM
N1% RPM
ITT (°C)
Time Limit
Start
––
––
907
––
Takeoff
––
––
907
5 Minutes
Takeoff
Transient
––
––
907 to 939
10 Seconds1
Maximum
Continuous
––
––
885
30 Minutes2
Cruise
––
––
849
––
100. 0 to 103
101.5 to 103
––
1 Minute
103 to 105
103 to 105
––
5 Seconds3
105
105
––
See Note 4
Transient
Overspeed
1
ransient ITT limits are 907°C to 939°C for 10 seconds, maximum. If transient limits
T
(temperature or duration) are exceeded or 939°C is exceeded for less than 10 seconds, immediately reduce thrust to bring within limits; record maximum temperature
and duration; adjust electronic fuel control computer before next flight. If 939°C is
exceeded for more than 10 seconds or 977°C is attained, a hot section inspection is
required before further engine operation.
2
limb thrust setting is limited by maximum continuous ITT rating (885°C); this setC
ting may not be used for more than 30 minutes during one takeoff/landing cycle. If
ITT exceeds 885°C, immediately reduce thrust to bring within limits.
CAUTION: If N1 or N2 rotor speeds are exceeded, immediately reduce thrust to
bring within limits. Adjust electronic fuel control computer before next flight.
3
4
CAUTION: If 105% N1 or N2 is exceeded, engine removal is required.
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Oil Limits
Condition
Starting
Oil Temperature
Indication within 10
seconds after lightoff
See Note 1 below
Idle
25 to 46 PSI2­­––
Takeoff, Climb, Cruise
38 to 46 PSI2
––
Continuous Operation
to 30,000 Ft
––
30 to 127°C
Continuous Operation
Above 30,000 Ft
––
30 to 140°C
55 PSI for 3 Minutes
Maximum3
149°C for 2 Minutes
Maximum, Any Altitude
Transient
1
Oil Pressure
t temperatures below -40°C (-40°F) for extended periods, preheat engines before
A
attempting start.
WARNING: Operating engine with low oil pressure may cause major engine damage and engine fire.
2
3
During cold oil temperature starts, oil pressure may exceed maximum allowable transient.
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Start Times
From 10% N2 to Lightoff . . . . . . . . . . . . . . . . 10 SECONDS
From Lightoff to Idle . . . . . . . . . . . . . . . . . . . 50 SECONDS
Air Starts
(from Initial Fuel Flow to 60% N2) . . . . . . . 25 SECONDS
Shutdown
•
Operate three minutes at IDLE before shutdown, including taxi time.
Takeoff ITT
• Takeoff ITT of 907°C is limited to five minutes maximum.
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
LIM
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Westwind 1124A Training Supplement
LIMITATIONS
Reduced Thrust Takeoff Operations
AFM Supplements
The following originates in selected AFM supplements.
For the supplements applicable to a specific aircraft,
refer to the Supplements section in the AFM for that aircraft.
Auxiliary (Long Range) Fuel System
•
Maximum certified takeoff weight (23,500 lbs)
•
With LRFT installed, forward baggage limits are as follows
(105 lb/ft2 floor load):
With Full Fuel in Auxiliary Tank . . . . . . . . . . . . 150 LBS
With Auxiliary Fuel Tank Empty . . . . . . . . . . . 540 LBS
•
Fuel status indicator system must be installed and operating.
• With AFC 1076A, auxiliary fuel tank must be empty or
contain 450 lbs minimum fuel, before flight.
•
With AFC 1076B, auxiliary fuel tank must be full or empty
before flight.
•
Minimum quantity measurable by dipstick is 60 U.S. gallons (AFC 1076A) or 500 lbs (AFC 1076B).
•
With LRFT installed, forward baggage compartment heat
circuit breaker must be open.
•
N1 setting for takeoff at an assumed temperature higher
than the actual ambient temperature may be used if performance-limited weights at the higher temperature equal
or exceed the actual takeoff weight. Performance-limited
weights must be determined at both actual and assumed
ambient temperatures.
•
Reduced N1 setting may not exceed maximum N1 setting
for ambient conditions.
•
Thrust reduction may not exceed 25% of rated takeoff
thrust for ambient temperature.
•
Reduced thrust takeoff is prohibited with anti-skid system
inoperative.
•
Reduced thrust takeoff shall not be executed unless within preceding 30 days a full-rated takeoff was completed
with no engine deterioration noted.
Unbalanced Field Length Takeoff Operations
• Takeoff flap setting must be 12°.
.
LIMITATIONS REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
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Westwind 1124A Training Supplement
LIMITATIONS
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LIMITATIONS REVISION ORIGINAL 12/13
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LIM
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Westwind 1124A Training Supplement
SYSTEMS
Contents
Aircraft General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Horizontal Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wing Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
3
5
6
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Long Range Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Boost Pump System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Powerplant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser Hydraulic Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
16
17
18
Fire Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Fire Protection and Fire/Test Detection Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bus Load System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC Electrical System—Power Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
23
24
25
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Landing Gear Down/Landing Gear Up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Nose Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
i
Westwind 1124A Training Supplement
SYSTEMS
Contents (Cont)
Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressurization System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
37
41
42
43
44
Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Pitot/Static—Westwind 1124A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Oxygen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
ii
Westwind 1124A Training Supplement
SYSTEMS
Aircraft General
Baggage Compartments
The all-metal Westwind 1124A, a midwing, twin-engine turbofan aircraft, is transport certified and flies to a maximum altitude of 45,000
feet. Approved operations include day and night VFR, IFR, flight
into known icing conditions, and extended overwater (with AFC 920
compliance). The Westwind is a maximum 12-place aircraft; this
includes its two-member flight crew. The Westwind 1124A has fuel
tip tanks and winglets.
The main (forward) baggage compartment, with a volume of 40
cubic feet, has an 820-pound maximum loading capacity, or 105
lbs per square foot. Three microswitches, one in each of two bayonet latches and one on the fuselage (operated by the door hinge),
actuate the M BAGG DOOR annunciator if the door is not securely
closed and locked.
Cockpit
The two-crew cockpit features adjustable seats and a conventional
instrument panel and center console. The double-panel windshield
has a layer of air between the panes. The outer glass/polyvinyl windshield pane is electrically heated. The inner plexiglass pane forms
part of the pressure vessel. Of the two acrylic side windows, only
the pilot’s side window opens (when the aircraft is unpressurized) for
direct vision. A desiccant system prevents moisture collection in the
windshield’s inner airspace.
A smaller rear baggage compartment, with a 14-cubic-foot volume,
has a maximum loading capacity of 250 lbs, or 32 pounds per
square foot. A microswitch in the bayonet latch illuminates the R
BAGG DOOR annunciator if the door is not securely closed.
Wing
The single unit wing, with its integral fuel tanks, is mounted through
the forward and aft fuselage sections. Within the wing, there are six
integral fuel compartments (three on each side). Aluminum winglets
attached on top of the tip tanks are designed to reduce drag and
provide better fuel consumption.
Passenger Cabin
The pressurized, air conditioned cabin seats up to ten passengers;
a seven- or eight-passenger configuration is typical. The CABIN
DOOR annunciator illuminates if the door is not locked or if a microswitch fails. There are 11 double-pane, air-insulated, acrylic cabin
windows. The third window forward from the wing root on each side
of the aircraft is in an emergency exit hatch, which opens from inside or outside the aircraft.
The aft cabin section includes a lavatory with toilet, optional vanity, and garment storage area. The main and rear baggage compartments, accessed from the aft left fuselage, are unpressurized.
Automatic thermal electric blankets in the ceiling, side walls, and
beneath the floor maintain temperatures between 45°F and 50°F in
both compartments.
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
1
Westwind 1124A Training Supplement
SYSTEMS
NOTES
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
2
Westwind 1124A Training Supplement
SYSTEMS
Flight Controls
Primary flight controls permit control of the aircraft through the roll,
pitch, and yaw axes. The ailerons, elevators, and rudder are moved
directly through control wheels, control columns, and pedals in the
cockpit by the use of push-pull rods, cables, and bellcranks.
Aileron Trim
The aileron servo tab on the trailing edge of the right aileron reduces
aileron control load. The aileron trim system consists of an electrical
actuator in the left aileron that is controlled by a two-position switch
on the control pedestal.
Pitch Trim
The horizontal stabilizer is hinged to the rear fuselage with a bushing-and-bolt arrangement at the rear spar that is its pivot point. The
front spar is attached to the horizontal trim actuator, which raises
and lowers the stabilizer for pitch trim purposes. The horizontal
stabilizer trim system consists of primary and secondary motors, a
gearbox assembly driving twin jackscrews that operate as a single
unit, and a position indicator transmitter. The primary motor incorporates built-in extend and retract limit switches to control stabilizer
travel.
Normal trim operation is controlled by trim switches on the left and
right control wheels. Pushing the PITCH TRIM RELEASE switch on
the inboard horn of the pilot’s control wheel de-energizes the normal trim system and allows use of the override trim switch and the
secondary motor.
Note:
Because limit switches are not used in the override horizontal
trim system, do not operate the horizontal trim actuator to maximum travel limit with the override switch. Damage to the motor
and actuator could result.
SYSTEMS
REVISION 1 04/15
Pushing the lighted reset button on the control pedestal de-energizes the horizontal trim release contactor. With this contactor de-energized, the normal trim system is again connected to the No. 1 DC
Distribution bus and the override system is de-energized. The position indicator for the horizontal trim system on the center pedestal is
adjacent to the HORIZ TRIM OVERRIDE switch. Takeoff is prohibited
with normal or override stabilizer trim system inoperative.
Rudder Trim
The rudder trim system aids in directional control of the aircraft by
positioning the trim tab on the trailing edge of the rudder. The trim
tab switch on the center pedestal is labeled RUDDER TRIM TAB.
Yaw Damper
The yaw damper provides yaw stability and turn coordination. A
switch on the control pedestal engages and disengages the yaw
damper, and an annunciator on each pilot’s instrument panel indicates when the yaw damper is disengaged.
Controls Gust Lock
The flight control system is equipped with mechanical gust locks
just aft of the main cabin door and below the floor. The gust locks
are operated by the GUST LOCK handle, which is forward of the
thrust levers on the control pedestal. When the gust lock is engaged,
throttle movement is restricted to IDLE power setting, thereby preventing takeoff with the controls locked.
Flaps
The flaps are located on the trailing edge of each wing inboard of
the ailerons. The Westwind 1124A is equipped with an electromechanically controlled high lift, double-slotted Fowler flap system.
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
3
Westwind 1124A Training Supplement
SYSTEMS
Flight Controls (Cont)
The flap motor forward of the main baggage compartment drives
the flexible drive shafts that actuate the four jackscrew actuators to
extend or retract the flaps. The flap extend time is approximately 14
seconds; retract time is approximately 10 seconds.
Power to operate the flap motor is taken from the Battery bus. Power
to control the flap motor is from the No. 1 Distribution bus. The left
inboard actuator drives a slider assembly containing six microswitches to stop the flap movement in the selected position. The
down limit switches are 12°, 20°, and 40°; the up limit switches are
20°, 12°, and 0°. These switches trigger at 1/2° prior to selected position. The right inboard actuator drives a slider assembly containing
two safety microswitches to prevent flap overtravel at 0° and 42°.
Rotary potentiometers in the comparator gearboxes, or linear potentiometers operated by the outboard jackscrew actuators, monitor
the angular movement of the flaps; they provide a continuous comparison through flap asymmetry comparator control box circuitry. If
an unbalance occurs, the flap asymmetry device energizes the flap
comparator relay (FCR), cutting power from the motor and illuminating the FLAP UNBALANCED annunciator light. Power for the flap
position indicating system is takeoff from the No. 2 Distribution bus.
tors to extend the two inboard panels on each wing. Also power is
supplied to the speedbrake selector so that all six panels on the
wings extend. For it to operate, the lift dumper switch must be in the
ON position, aircraft weight must be on the main landing gear struts,
and both thrust levers must be at IDLE.
Angle-of-Attack System
The angle-of-attack (AOA) system continuously monitors the aircraft’s wing loading and visually displays the AOA on a panel-mounted indicator, two indexers, and a transmitter. The transmitter on the
right side of the fuselage consists of a conical probe perpendicular
to the flow of air. Thus, if the aircraft AOA increases, the transmitter
probe deflects downwards, and vice versa.
Speedbrakes and Lift Dumpers
Lift dumpers and speedbrakes consist of six panels attached to the
upper surface of the wings at the rear spar, inboard of the aileron.
The speedbrakes use only the outboard of the three panels on each
wing. Operation of the lift dump activates all 6 panels on both wings.
Speedbrakes can be operated at any airspeed, while lift dumpers
are operated only after landing to shorten landing distance. The
LD EXT annunciator light indicates the lift dumpers are out of the
retracted position. Any time the speedbrake switch is in the extend
position or the lift dumper switch is on, there is power to the SB EXT
annunciator. Hydraulic pressure is supplied to the lift dump actuaSYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
4
Westwind 1124A Training Supplement
SYSTEMS
Horizontal Stabilizer
27
31
23
19
47
05 HORZ
STAB
1/2A
HORIZ
TRIM
IND
NO. 1 DIST BUS
UP
TRANSMITTER
HORIZONTAL
STABILIZER
SECONDARY
MOTOR
SONALERT
HORN
(IF INSTALLED)
BUZZING
BELL
HORIZONTAL TRIM
ACTUATOR
PRIMARY
MOTOR
OVERRIDE
SWITCH
PILOT
CONTROL
SWITCH
DOWN
OFF
UP
LIMIT
SWITCHES
RESET
SWITCH
OFF
DOWN
DOWN
CO-PILOT
CONTROL UP
SWITCH
OFF
POSITION
INDICATOR
RESET
INDICATING
LIGHT
10A HORIZ
TRIM CONTR
PITCH TRIM
RELEASE
SWITCH
10A
HORIZ
TRIM
OVRRD
NO. 2 DIST BUS
WESTWIND
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
5
Westwind 1124A Training Supplement
SYSTEMS
Wing Flaps
R.C.B.
CB2-5
UP
RIGHT
INBOARD
ACTUATOR
LEFT
INBOARD
ACTUATOR
10A
BAT BUS 28V DC
FLAPS
UNBALANCED
POSITION
TRANSMITTER
FOR ANGLE
OF ATTACK
SYSTEM
COMPARATOR
GEARBOX
JACKSCREW
ACTUATORS
LEFT FLAP
12
FLAPS
IND
1/2A
FLAP
DEG
12
20
40
COMPARATOR
GEARBOX
AND
POSITION
TRANSMITTER
FLAP
TEST
SWITCH
FLAP
POSITION
INDICATOR
NO. 2 DIST BUS 28V DC
12
20
0
20
40
FLAPS
40
0
FLAP
CONTROL
SELECTOR
NO. 1 DIST BUS 28V DC
FLAP
CONTR
0¡ 12¡ 20¡ 40¡
42¡
LIMIT
SWITCHES
0¡
DOWN
DOWN
UNBALANCED
TEST
UP
RIGHT
LIMIT
SWITCHES
LEFT
FLAP
CONTACTOR
BOX
DRIVE
MOTOR
JACKSCREW
ACTUATORS
RIGHT FLAP
SYS
6
FOR TRAINING PURPOSES ONLY
REVISION 1 04/15
SYSTEMS
Westwind 1124A Training Supplement
SYSTEMS
Fuel Vent System
Fuel
Fuel storage consists of two independent and identical main tank
systems, one for each engine. Each main system is composed of
six interconnected tanks: upper and lower fuselage tanks, a center
wing tank, an inboard wing tank, an outboard wing tank, and a tip
tank. Fuel gravity feeds to the lower fuselage tanks.
Tank Construction
The inboard tank is connected to the center wing tank through two
2-inch interconnect tubes. The outboard wing tanks are connected
to the inboard tank through three 2-inch interconnect tubes with
flapper-type check valves that prevent fuel flow to the outboard tank
during wing-low maneuvers.
Tip Tanks
The tip tanks are attached to the outboard tip of the wings. A oneinch-diameter transfer line fitted with a check valve connects the
outer wing tank to the tip tank. A manually operated fueling/check
valve between each outer wing tank and associated tip tank is
forced open by pulling an actuating lever protruding through the
fillet panel between the wing and tip tank. The tip tank cannot be
refueled unless the actuating lever is pulled. Approximately one-half
of the tip tank fuel can gravity-flow into the outer wing tank through
a check valve. The remainder of the tip tank fuel must be transferred
by a jet pump in each tip tank. Motive flow is provided by the boost
pumps through transfer valves operated by a transfer valve switch
on the fuel system control panel. Two blue lights on the fuel system
control panel illuminate when fuel is in the associated tip tank.
Interconnect Valves
The two main tank systems can be interconnected through two DC
motor-driven interconnect valves on the aircraft center line in the
right lower fuselage tank.
SYSTEMS
REVISION 1 04/15
Fuel venting is accomplished through a network of vent lines connecting the fuselage, wing, and tip tanks to NACA non-icing vents in
the lower outboard surface of the wings.
Fuel Indicators
Four capacitance fuel quantity probes are in each fuel tank. Each of
the two quantity indicators is a capacitance measuring device that
provides a visual indication of the total remaining usable fuel. The tip
tank pushbutton provides a reading on the applicable indicator to
show the fuel remaining in the tip tank.
Fuel Status
The fuel status computer in the nose compartment receives signals
from both fuel quantity indicators and fuel flow indicators. The computer sends signals to the fuel status indicator. A fuel flow indicator
for each engine is on the center instrument panel. A FUEL LEVEL
LOW annunciator illuminates when either of the two fuel low level
float switches in the lower fuselage tanks closes. These switches
indicate 415 ±25 lbs remaining in the associated tank.
Fuel Distribution
Fuel distribution is accomplished through gravity, boost pumps,
and jet pumps. Fuel gravity flows from the wing tanks to the lower
fuselage tanks due to the 2° dihedral of the wings and positive pressure from the NACA vents. Approximately half of the tip fuel gravityfeeds. Jet pumps in each tip tank transfer the remaining fuel into the
wing. A jet pump in the forward and inboard side of each lower fuselage tank provides a steady flow of fuel to the boost pump sump. In
the sump of each lower fuselage tank are two identical DC-operated
boost pumps that are labeled main and alternate. The boost pump's
electrical circuit provides automatic transfer from main boost pump
Continued on next page SYS
FOR TRAINING PURPOSES ONLY
7
Westwind 1124A Training Supplement
SYSTEMS
Fuel (Cont)
to alternate boost pump operation if the engine supply line pressure drops below 7 PSI sensed by the fuel low pressure switch. The
engine-driven boost pumps cannot operate normally with less than 7
PSI of fuel pressure.
Fuel Shutoff Valves
The fuel shutoff valves are opened or closed by the LH and RH
SHUTOFF switches on the fuel control panel or by operating the respective fire warning pushbutton switch, which overrides the shutoff
switch and causes the shutoff valve to close.
In-Transit Lights
One in-transit light is provided for each shutoff valve, interconnect
valve, and transfer valve. These lights illuminate whenever the valve
position does not agree with the switch position.
Fuel in Tip Tank Light
Each wing tip tank has a float switch that is closed with fuel in the tip
tank; this illuminates the FUEL IN TIP TANK light.
Fuel Transfer Valves
A single transfer switch labeled OPEN/ AUTO/CLOSED on the fuel
control panel controls the fuel transfer valves in the lower fuselage
tanks. When the fuel remaining is approximately 6,500 lbs, open
the transfer valves and monitor fuel gages for transfer. For manual
transfer, select OPEN on the transfer switch to provide power directly
to the transfer valves and override the automatic circuitry. When the
tip tanks are empty, select the CLOSED position while observing the
IN TRANS lights. When the fuel transfer switch is in AUTO, the left
and right transfer start level switches and the left and right dump
stop level switches control the valve positions. The transfer start float
switches start transfer below 6,600 to 6,700 lbs fuel remaining. The
SYSTEMS
REVISION 1 04/15
dump stop switches stop the transfer when fuel remaining is less
than 1,900 lbs.
Fuel Dumping System
Fuel dumping is accomplished by jettisoning fuel through DCpowered, motor-driven dump valves and fuel outlets in the lower
aft compartment of each wing tip tank. A guarded DUMP pushbutton on the auxiliary fuel/transfer switch panel actuates each dump
valve. With fuel in the tip tanks and the fuel transfer valve closed,
press the DUMP pushbutton to accomplish gravity dump. This action dumps tip fuel at a rate of approximately 200 ppm per side for
a total dump rate of 400 ppm. Opening the fuel transfer valves with
boost pumps on dumps fuel by the combined effect of gravity and
fuel boost pressure through the transfer lines. The combined dump
rate is approximately 333 ppm per side for a total dump rate of 666
ppm. Once the tip tanks are empty, fuel continues to dump at a rate
of approximately 133 ppm per side for a total dump rate of 266 ppm
until the DUMP pushbutton is de-energized or the fuel level reaches
the dump stop level float switches (970 lbs/side).
Servicing
The aircraft is gravity-fueled through the fuel filler ports via the upper
fuselage fuel tank access panels on top of the fuselage or single
point pressure filler port in the fuselage under the right wing.
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
8
Westwind 1124A Training Supplement
SYSTEMS
Long Range Fuel System Schematic
1
PILOT VALVE
FOR PRESSURE
REFUELING
PRESSURE VENT VALVE
(IF INSTALLED)
MAIN BAGGAGE
COMPARTMENT
FILLER
CAP
AUXILIARY
FUEL TANK
LOW
LEVEL
SWITCH
SHUTOFF
VALVE FOR
PRESSURE
REFUELING
PRECHECK
SOLENOID
VALVE FOR
PRESSURE
REFUELING
TRAY
PUMP
QUICK
DISCONNECT
PRESSURE
WARNING SWITCH
CHECK
VALVE
CHECK
VALVES
TRAY
DRAIN
TANK
DRAIN
VALVE
ORIFICE
TANK
VENT
1
SYSTEMS
ONLY ON 174, 181,
185-305, 318-320
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
9
Westwind 1124A Training Supplement
SYSTEMS
Fuel System
OUTBOARD
TANK
1
PORT
UPPER
FUSELAGE
TANK
INBOARD
TANK
OVERFUELING
DRAIN LINE
START TRANSFER
LEVEL SWITCH
STOP TRANSFER
AND DUMP LEVEL
SWITCH
TIP TANK
MANUAL
FUELING
VALVE
CENTER
WING
LOWER
FUSELAGE
TANK
FLOAT
2
FUEL LEVEL LOW
FLOAT SWITCH
FUEL
LEVEL LOW
1
2
VENT
VALVE
FROM
TRANSFER
VALVE
DRAIN
VALVE
TIP TANK
JET PUMP
DUMP
VALVE
TIP TANK
LOW LEVEL
SWITCH
SYSTEMS
CHECK
VALVE
TIP TANK
MANUAL
FUELING
VALVE
REVISION 1 04/15
L MAIN
BOOST PUMP
L ALTERNATE
BOOST PUMP
NON-ICING
VENT
FUEL IN
TIP TANK
LIGHT
JET PUMP
CHECK VALVE
TRANSFER
VALVE
FUEL SUMP
CHECK
VALVES
FOR TRAINING PURPOSES ONLY
SYS
10
Westwind 1124A Training Supplement
SYSTEMS
Boost Pump System
NO. 2 DISTRIBUTION BUS 28V DC
NO. 1 MAIN BUS 28V DC
R ALT
BOOST
PUMP
PRESS
LOW
NO. 2 MAIN BUS 28V DC
R FIREWALL
SHUTOFF
R FIRE
EXIT
FIRE
ALT BOOST
PUMP ON
FUEL
PRESS LOW
R MAIN
BOOST
PUMP
OFF (RESET)
MAIN
RCB1-5 R MAIN
BOOST PUMP
ALT
ALTER
CLOSE
OFF
OPEN
SHUTOFF VALVE
SWITCH
RCB2-4
MAIN
BOOST PUMPS
CONTROL SWITCH
RIGHT SIDE SHOWN
LOW
PRESSURE
SWITCH
TO ENGINE
OPEN
R MAIN
BOOST
PUMP
SYSTEMS
SHUTOFF
VALVE
CLOSE
REVISION 1 04/15
R ALT
BOOST PUMP
FOR TRAINING PURPOSES ONLY
SYS
11
Westwind 1124A Training Supplement
SYSTEMS
NOTES
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
12
Westwind 1124A Training Supplement
SYSTEMS
Powerplant
Two Garrett TFE731-3-1G turbofan engines power the Westwind
1124A. Each engine produces 3,700 lbs of static takeoff thrust at
sea level. The TFE731 is a lightweight, low-noise, two-spool front fan
engine with a medium bypass ratio of 2.73 to 1.
Components
At sea level, the fan produces 2/3 of the total thrust, but at higher
altitudes the fan is less efficient. The low pressure spool consists of
a four-stage low pressure axial flow compressor driven by a threestage low pressure turbine through an inner concentric shaft; low
pressure spool rotational speed is expressed as N1. The high pressure spool consists of a single stage centrifugal compressor driven
by a single stage turbine through an outer concentric shaft; high
pressure spool rotational speed is expressed as N2.
In the combustion chamber, fuel is introduced into the reverse
flow annular burner by 12 fuel nozzles. The air and fuel are mixed,
ignited, heated, and expanded. Hot gases pass through the high
and low pressure turbines (driving both rotating compressor assemblies) and exit the exhaust nozzle as thrust along with the bypassed
air. Ten chromel-alumel thermocouples in the gas path between the
high pressure turbine and first stage low pressure turbine sections
measure interstage turbine temperature (ITT). The transfer gearbox
and accessory gearbox are under the engine. The high pressure
spool (N2) drives the transfer gearbox, which powers the accessory
gearbox, through a tower shaft. A hydraulic pump and starter/generator are mounted on the forward side of the accessory gearbox.
An engine fuel pump and oil pump are mounted at the rear.
Engine Anti-Icing
that the nacelle is receiving engine HP bleed air at a pressure of 20
PSI or more. The green ENG light advises that the Pt2/Tt2 sensor antiice system is receiving power. The electrical circuit for the sensor
must pass through a 25 PSI oil pressure switch to avoid overheating
the element with the engine not running.
Engine Oil System
Oil is provided under pressure to the bearing sumps, bearings,
transfer gearbox, accessory gearbox, and planetary gearbox. A
pressure regulator maintains oil pressure at 42 ± 4 PSIG when
engine speeds are higher than 68% N2. Oil at temperatures higher
than 65°C passes through the three segmented air-to-oil coolers.
Oil leaving the oil-to-air heat exchanger is maintained at a maximum
temperature of 141°C. If oil temperature exceeds 127°C, the temperature bypass valve at the fuel/oil cooler opens to route oil through
the cooler.
A 26V AC powered oil pressure indicator displays engine oil pressure for each engine. A separate and independent ENG OIL PRESS
LOW warning light on the annunciator panel illuminates when oil
pressure drops to 25 PSI or below. Engine oil temperature indication
consists of a resistance bulb and cockpit-mounted oil temperature
indicators for each engine. Normal operating temperature is 30 to
127°C with a maximum operating temperature of 140°C.
Ignition System
The igniters, mounted at the six and seven o'clock positions on the
annular combuster, operate independently of each other. The ignition switches are on the overhead panel. Ignition is activated during
the start cycle; to manually select continuous ignition, press the IGN
ON switch and observe light illumination. The AFM recommends
continuous ignition for takeoffs and landings in rain, snow, sleet, or
icing conditions.
Nacelle inlet heat and fuel computer Pt2/Tt2 probe heat are provided
when the NAC/ENG switches are ON. The green NAC light advises
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
13
Westwind 1124A Training Supplement
SYSTEMS
Powerplant (Cont)
Normal engine start is accomplished with a DC-powered starter/generator on the accessory section of the engine. The starter/generator
is powered from the batteries or external power. The starter turns
the high pressure spool through the tower shaft. The HP compressor
provides enough airflow for engine starting at 10% N2. When N2 is at
10% minimum and N1 indication is observed, the pilot advances the
thrust lever from cutoff to idle. With the thrust lever in idle, the DEEC
and the fuel control unit begin to meter the fuel flow to the combustion section, and ignition is activated. Once the engine passes approximately 50% N2, the DEEC turns off the igniters and the starter
cycle is terminated (though the GCU).
Engine Airstart
If an airstart becomes necessary during flight, the start sequence
is practically identical to a ground generator cross-start unless the
windmilling airstart procedure is used. If the engine is windmilling at a speed of 15% N2 or more, it is only necessary to move the
thrust lever to the idle position (after the boost pump and ignition are
turned on) to accomplish a start. If engine speed is less than 15%
N2, starter-assist is necessary.
Fuel Pump
The engine-driven fuel pump, mounted on the accessory gearbox,
is actually two pumps. The low pressure pump receives fuel from the
aircraft fuel system, passes it though a fuel filter, and delivers it to
the high pressure pump element. The high pressure pump supplies
high pressure fuel to metering valves in the fuel control unit.
Digital Electronic Engine Control (DEEC)
Two DEECs, mounted overhead in the aft baggage compartment,
provide efficient fuel scheduling, overspeed, surge, and temperature
protection for the TFE731 engines. In the event of a DEEC or electriSYSTEMS
REVISION 1 04/15
cal failure, the fuel controller continues to operate independently of
the computer. Two FUEL CONTRLR L and R switches on the overhead switch panel control the fuel computer control relays.
DEEC Failure
If a DEEC fails, the monitor system automatically switches the fuel
controller to manual mode and disables the DEEC. With the fuel
controller in manual mode, the engine responds slower to thrust
lever movement. The DEEC-controlled surge bleed valve system
bleeds low pressure compressor air into the fan duct to prevent
surges. During normal operation with the DEEC, the surge valve
does not modulate. It positions to closed, one-third open, or full
open to spill low pressure bleed air into the fan bypass duct. With
the DEEC off, the surge bleed valve stays 1/3 open.
Fuel Flow Indicator
A gage calibrated in pounds per hour times 100 (lbs/hr x 100) indicates engine fuel flow.
Fuel Enrichment
During engine starts, the DEEC automatically provides fuel enrichment (higher-than-normal fuel-to-air ratio) until turbine temperature is
approximately 200°C. The FUEL CONTRLR switch has an ENRICH
position that is used manually during starting when the OAT is –18°C
(0°F) or below; the switch is released when ITT increases to 400°C.
Power Control System
Two thrust levers on the center pedestal operate in a conventional
manner with full forward being maximum thrust, full aft being IDLE.
Stops provided on the quadrant prevent the inadvertent selection of
CUTOFF.
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
14
Westwind 1124A Training Supplement
SYSTEMS
Thrust Reverser System
Indicating Lights
Each engine is provided with a nacelle-mounted, electrically controlled, hydraulically actuated thrust reverser system. When the
thrust reverser levers are moved to the thrust reverse position, the
reverser doors move into the engine exhaust path to deflect thrust
vertically and forward. The thrust reverser levers are piggy-backed
on the thrust levers and pivot about a point near the top. They are
electrically connected to the thrust reverser hydraulic control valves
and mechanically connected to the power lever linkage. A piggyback lock solenoid in the throttle quadrant prevents the reverser
levers from being pulled to the reverse thrust position until the doors
are fully deployed. A mechanical thrust lever retarder system automatically positions the thrust levers to IDLE during inadvertent thrust
reverser operation.
The white REV THRUST light illuminates when the respective thrust
reverser reaches the deployed position. The red UNSAFE light illuminates when the reverser lever is pulled to the deployed position;
it remains illuminated until the door reaches the deploy position. The
blue ARM light illuminates whenever electrical power is available
to both poles of the deploy switch with the thrust reverser control
switch on the control pedestal ON.
The accumulator in the rear fuselage stores sufficient hydraulic
pressure for one complete cycle of the thrust reversers in case of
main hydraulic system failure. The hydraulic actuators connect to
the thrust reverser doors through a pushrod linkage. A mechanical
lock within the hydraulic actuators and secondary locks consisting
of solenoid-operated latches provide positive locking of the thrust
reverser doors in the stowed position.
If the UNSAFE light illuminates during a fault test, the thrust reversers must be pinned closed before flight. If in flight, the thrust reversers must not be armed or used during the landing roll. Maximum
thrust reverse is mechanically limited to 80% N1 according to OAT
and airport elevation. At field elevations above 5,300 ft, exercise
care to limit reverse thrust to 73% N1 maximum.
A low pressure switch provides indication of loss of hydraulic pressure within the accumulator. If pressure drops below 1,400 ± 75 PSI,
the HYD PRESS LOW annunciator illuminates.
System Test
A single FAULT TEST pushbutton on the pedestal provides a system
test for both thrust reverser systems. The integrity of the actuator primary lock, electrical ground line, piggy-back lock solenoid (PBLS),
and the secondary latch solenoid are checked when the FAULT
TEST button is pressed.
Continued on next page
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
15
Westwind 1124A Training Supplement
SYSTEMS
Engine Oil System
VENT
BREATHER
PRESSURIZING
NO. 1/NO.2 INSTRUMENT BUS
26V AC
NO.4 AND 5
BEARING CAVITY
NO. 1/NO. 2 DISTRIBUTION BUS
ACCESSORY DRIVE
GEARBOX ASSEMBLY
OIL
TANK
TRANSFER
GEARBOX ASSEMBLY
TRANSFER
GEARBOX
ASSEMBLY
SCAVENGE
ANTI-SIPHON
ORIFICE
OIL
PRESS
PLANETARY
GEAR ASSEMBLY
NO.1, 2, & 3 BEARING
OIL PUMP
INLET
OIL
TEMP
OIL
PRESS
ENG OIL
PRESS LOW
LUBE AND
SCAVENGE
OIL PUMP
NO.6 BEARING
SUMP
OIL/AIR
COOLER
(HALF SECTION)
15
T
5
COMMON
SCAVENGE
7
OIL
X10
CHIP
DETECTOR
P INDICATOR
P
1
6
5
3
2
BYPASS VALVE
CHECK
VALVE
TEMPERATURE
CONTROL VALVE
FUEL
IN
FILTER
FILTER INDICATOR
BYPASS VALVE
FUEL
OUT
BYPASS VALVE TEMP
& PRESSURE
FUEL
HEATER
FUEL/OIL
COOLER
FUEL IN
FUEL OUT
HIGH PRESSURE OIL
SCAVENGE OIL
BYPASS
VALVE
VENT LINE
AIR/OIL COOLER
(QUARTER SECTION)
OIL SUPPLY
OIL TEMPERATURE SENSING PORT
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
OIL PRESSURE SENSING PORT
SYS
16
Westwind 1124A Training Supplement
SYSTEMS
Thrust Reverser Hydraulic Subsystem
RESTRICTOR
RELIEF VALVE
PRESSURE SWITCH
LP WARNING
CHECK
VALVES
CONTROL
VALVE
RELEASE
VALVE
QUICK DISCONNECT
THRUST REVERSER
ACTUATORS
ACCUMULATOR
NITROGEN
PRESSURE
GAGE
FILLER
VALVE
GAS STORAGE BOTTLE
DEPLOY
STOW PRESSURE / DEPLOY RETURN
STOW RETURN / DEPLOY PRESSURE
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
17
Westwind 1124A Training Supplement
SYSTEMS
Thrust Reverser System
OFF
STOW
DEPLOY
SWITCH
LIMIT
TO LIGHT
TEST
SWITCH
HYD
PRESS
LOW
THRUST
REV
CONTROL
UNSAFE
ON
DEPLOY
THRUST
REVERSER
CONTROL
SWITCH
ARM
LH THRUST
REVERSER
LIGHTS
OFF
THRUST
REV
POWER
UPPER
DOOR STOW
LIMIT SWITCH
ON
28V DC
NO. 2 DISTRIBUTION BUS
REV
THRUST
LKD
UNLKD
FAULT
TEST
TO LH
SYSTEM
PRIMARY POWER RELAY (PPR)
SECONDARY LATCH
AUX RELAY (SLAR)
TO LH CONTROL VALVE
LOW PRESSURE
SWITCH
MAIN HYDRAULIC
PRESSURE
THRUST REVERSER
ACCUMULATOR
CONTROL VALVE
THRUST REVERSER
ACTUATOR
SECONDARY LATCH
AND ACTUATOR
PRIMARY LOCK SWITCH
LOWER DOOR
STOW LIMIT
SWITCH
PIGGYBACK SOLENOID
TEST RELAY (PBSTR)
PIGGYBACK
LOCK SOLENOID
SYS
18
FOR TRAINING PURPOSES ONLY
REVISION 1 04/15
SYSTEMS
Westwind 1124A Training Supplement
SYSTEMS
Fire Protection
•
The Westwind 1124A fire protection system has a gas-operated detection system and an electrically powered extinguishing system.
•
Engine Fire Detection
•
•
•
Each engine’s stainless steel overheat/fire detector tube (sensor element) activates the cockpit FIRE annunciator. When heated above
800°F (indicating a fire or localized hot spot), the sensor element’s
discrete inner core releases hydrogen gas; in addition, a temperature above 400°F (indicating a general overheat condition) expands
helium gas in the sensor element.
Press to Test Switch
Pressing the PRESS TO TEST switch allows distribution bus power
to pass through the integrity switch within the detection housing.
•
•
•
arms the proper cartridge on each cylinder and directs the extinguishant toward the affected engine
illuminates the FULL light on the FULL/EMPTY switch.
Pressing a FULL/EMPTY switch:
detonates the charge on the appropriate squib
releases all the fire extinguishant in one cylinder
illuminates the EMPTY light.
A thermal discharge device in each extinguisher container expels
the contents in the event of abnormal ambient temperature rise.
Portable Extinguishers
Two portable fire extinguishers, one in the cockpit aft of the pilot’s
seat and one on the right aft passenger cabin wall, are stowed in
quick-release wall brackets.
Left and right FIRE lights illuminate. If not, a sensor element has
ruptured and lost its precharged helium gas pressure.
Left and right FULL/EMPTY lights illuminate, indicating continuity
of the electrical circuits.
Four lights in the PRESS TO TEST switch illuminate, indicating
the integrity of the extinguisher cartridges (squibs). If a squib
has fired, the corresponding light in the PRESS TO TEST switch
does not illuminate.
Fire Extinguishing
Two electrically fired extinguisher containers in the upper rear
fuselage between the forward and aft baggage compartments are
cross-plumbed to each engine.
Pressing the illuminated FIRE switch:
•
•
closes the fuel shutoff valve to the affected engine
closes the hydraulic shutoff valve to the affected engine
Continued on next page
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
19
Westwind 1124A Training Supplement
SYSTEMS
Fire Protection and Fire/Test Detection Systems
NO. 1 DIST BUS
FIRE
DETECTION L
DIST BUS
NO. 2 DIST BUS
FIRE
EXT L
FIRE
EXT R
FIRE
DETECTION R
FIRE
PRESS
TO
TEST
FIRE
DET
FIRE RELAY
BOX
FULL
FIRE
EMPTY
FIRE
EXT
AGENT
PRESS
TO
TEST
THERMAL
DISCHARGE
INDICATOR
FULL
EMPTY
FIRE
DETECTOR
RESPONDER
FIRE
EXT
AGENT
CORE
DOUBLE CHECK
VALVES
FUEL SHUTOFF
VALVES
HYDRAULIC
SHUTOFF
VALVES
LEFT ENGINE
SYSTEMS
FIRE DETECTOR
REVISION 1 04/15
ALARM
RESPONDER
AVERAGING
GAS
RIGHT ENGINE
FOR TRAINING PURPOSES ONLY
SYS
20
Westwind 1124A Training Supplement
SYSTEMS
Electrical
The primary power sources for the electrical system are two enginedriven starter generators that can function as either starters or generators, but never as both simultaneously. The generators provide
28V DC to their respective generator buses. The secondary sources
of DC power are two nickel-cadmium batteries, each connected to
the associated battery bus; the two battery buses are permanently
tied together to form a single battery bus. A ground power receptacle provides for connection of an external power unit to the battery
bus. Two static inverters change DC to AC power; each provides
115V AC and 26V AC to the associated AC buses.
Volt/Ammeters
The batteries are monitored by L/R volt/ammeters on the overhead
panel. A PUSH FOR VOLTS pushbutton is pressed to read DC voltage. The VOLTMETER selector switch should be placed in the BAT
position to read battery voltage and in the GEN position to read
generator voltage.
Batteries
Two 24 volt, 20 cell, 36 AMP/hour nickel-cadmium batteries in the
aft fuselage are contained in stainless steel cases with removable
covers. The batteries are controlled by a single, three-position rocker
BATTERY MASTER switch on the overhead panel with conventional
ON and OFF positions, and a third position, OVER (or OVRD) LOAD
REDUCT, is for overriding an automatic load reduction circuit while a
generator is off-line. L/R BATT DISCONNECT switches on the overhead panel provide for an individual battery to be disconnected from
the aircraft's electrical system.
Battery Thermistor/Indicator
indicates the temperature of each battery. The temperature indicating system causes the BATT OVERHEAT annunciator on the center
instrument panel to illuminate if the temperature reaches 140°F.
Pressing the BATT PRESS TO TEST pushbutton test switch on the
right instrument panel simulates an overtemperature condition that
brings the indicator pointer into the red zone and causes the BATT
OVERHEAT annunciator to illuminate.
Generators
The air-cooled starter/generators are rated at 30V DC but are regulated to 28.5V DC. The three-position rocker L/R GENERATOR
MASTER switches are labeled OFF/ON/GEN EXCITE. In the ON
position, generator power flows from the generator bus to the main
bus through a reverse current relay (RCR). Placing the GENERATOR switch to OFF opens the RCR. Any time the RCR is open, the
associated GEN OFF annunciator is illuminated. When the RCR is
open, the corresponding GEN OFF annunciator circuitry provides
automatic DC load reduction by de-energizing the emergency disconnect relay (EDR). With the EDR open, power is removed from the
windshield and baggage compartment heat. The third position of the
GENERATOR MASTER switch, labeled GEN EXCITE, is momentary,
spring-loaded to ON, and used to excite the generator if its automatic field-flashing circuit is inoperative.
Generator Control Unit
Each starter/generator has a generator control unit (GCU) that provides protection during starting and the generation of power. During
starting, the GCU provides:
•
•
•
field weakening,
start termination, and
anti-runaway protection.
The dual battery temperature gage on the right instrument panel
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
21
Westwind 1124A Training Supplement
SYSTEMS
Electrical (Cont)
During the generation of power, the GCU provides:
•
•
•
•
•
voltage regulation to 28.5 ±0.5V DC,
reduction of the charging rate by one and one-half (1-1/2) volts
for two minutes by a time-delay relay,
load division by paralleling loads to prevent more than a 35 amp
load difference between the two generators,
over-voltage protection, and
current limiting.
External Power
External power is connected through the 28V DC external power
receptacle on the left side of the fuselage aft of the main baggage
door. The external power unit (EPU) should be regulated to 28V
DC, have a soft start capability, and be able to supply 1,000 AMPS
during engine starting. External power is controlled by the EXT PWR
switch on the overhead panel.
The EPU then powers the entire DC electrical system and can be
used to start the engines. The EPU can also charge the batteries if
the battery switches are ON. The GCU keeps the RCR open to prevent the generator from coming on-line while the EPU is connected.
If the EPU exceeds 29.5V DC, the overvoltage relay is energized
to disconnect power to the EPC. The EPC opens and disconnects
power to the battery bus. The OVR also disconnects both batteries
by opening the BLCs, thus removing all power from the aircraft until
the EPU is turned off. The EPU voltage cannot be monitored by the
volt/ammeter with the voltmeter selector switch in the GEN position.
Hot-Wired Items
The following systems are hot wired and available when batteries
are installed in the aircraft:
•
•
•
•
single point pressure refueling
battery voltmeter
entrance step light
baggage compartment light
Main Buses
The main buses are in the respective contactor box in the aft fuselage. Some systems are powered directly from the main buses
through remote-controlled circuit breakers (RCB):
•
•
•
•
•
•
•
distribution buses
COMM and accessory buses
inverters
main and alternate boost pumps
baggage heat
windshield heat
electronic engine control (fuel computer).
Distribution Buses
The left (No. 1) and right (No. 2) distribution buses on the overhead
panel of the cockpit receive power from the respective main buses.
Each distribution bus receives its power from the respective main
bus through three feeder lines, each of which is protected on each
end by CBs. For each feeder line, there are two CBs: one 50 amp
CB attached to the main bus in the DC contactor box and one 35
amp CB on the overhead CB panel attached to the distribution bus.
If one or more of the three 50 amp CBs should open, a ground is
supplied to illuminate either the No. 1 or No. 2 DISTR BUS FEEDER
OPEN annunciator. If all distribution bus consumers are inoperative,
then all three feeder circuits have failed. In this case, it is possible to
power the failed distribution bus from the opposite distribution bus
through a 50 AMP DIST BUS TIE CB that is normally open.
Continued on next page
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
22
Westwind 1124A Training Supplement
SYSTEMS
Inverters
Two 1,000 VA, 400 Hz, solid-state static inverters normally in the
nose compartment provide 115V AC and 26V AC power. The AC
CONTROL switches, labeled NORM/OFF/ALT, control the inverters
and AC buses.
AC Control Switches
Each inverter switch position is as follows:
•
•
•
ALT. The inverter is off and the respective 115V AC and 26V AC
buses can be powered from the opposite inverter.
OFF. The respective buses are disconnected from the inverter
(which remains powered).
NORM. The inverter is powering the respective 115V AC and
26V AC buses.
AC Bus Failed Annunciator
An AC BUS FAILED annunciator indicates a power loss on the associated 115V AC bus when the bus voltage drops to 100 volts. If
a failure on the 26V AC bus should occur, no warning is provided
except by loss of the consumers on that bus.
Ground/Air Cooling
The inverters are cooled by circulating air through the nose compartment while airborne; ground operations require a fan blower for
cooling.
Continued on next page
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
23
Westwind 1124A Training Supplement
SYSTEMS
DC Electrical System
N
O
1
C
O
M
M
A
C
C
E
S
S
35A
NO. 1 DISTR BUS
AC
INV
50A
NO. 1 MAIN BUS
GEN OFF
BTC
RCR
V DC
DISTR BUS TIE
(NORM OPEN)
PRIORITY BUS
GSC
NO. 2
GCU
AVIONICS
MASTER
SW
GEN
SW
AMP
AC
INV
NO. 2 DISTR BUS
35A
50A
NO. 2 MAIN BUS
GEN OFF
RCR
BTC
V DC
NO. 2 GEN BUS
#2 DISTR BUS
FEEDER OPEN
MBT
CBÕs
#1 DISTR BUS
FEEDER OPEN
NO. 1 GEN BUS
GSC
NO. 2 BATT BUS
BATT
MASTER
SW
R BATT
DISC
SW
BATT OFF
NO. 1 BATT BUS
EPC
EXT
PWR
SW
V DC
NO. 2
GEN
N
O
2
C
O
M
M
A
C
C
E
S
S
GSC GENERATOR STARTER CONTACTOR
RCR REVERSE CURRENT RELAY
MBT MAIN BUS TIE
NO. 2
BAT
BLC
NO. 1
BAT
BLC
BATT OFF
L
BATT
DISC
V DC
BATT
MASTER
SW
NO. 1
GEN
BATTERY LINE CONTACTOR
BUS TIE CONTACTOR
EXTERNAL POWER CONTACTOR
GENERATOR CONTROL UNIT
NO. 1
GCU
GEN
SW
AMP
AVIONICS
MASTER
SW
BLC
BTC
EPC
GCU
SYS
24
FOR TRAINING PURPOSES ONLY
REVISION 1 04/15
SYSTEMS
Westwind 1124A Training Supplement
SYSTEMS
Bus Load System
 
NO. 1 DISTR BUS
NO. 2 DISTR BUS
PRIORITY BUS
NO 1 COMM AND ACCESS BUS
#1 DISTR BUS
FEEDER OPEN
#2 DISTR BUS
FEEDER OPEN
 NO. 2 COMM AND ACCESS BUS


NO. 1 MAIN BUS
 NO. 2 MAIN BUS
NO. 1 AC BUS (115V AC)
NO. 1 AC
BUS
FAILED
NO. 2 AC BUS (115V AC)
­
NO. 2 AC
BUS
FAILED
NO. 1 GEN BUS
BATT OFF
NO. 2 BATT BUS
NO. 1 BATT BUS
NOTES:





 

SYSTEMS

NO. 1 INSTRUMENT BUS (26V AC)

­
NO. 2 GEN BUS
NO. 2 INSTRUMENT BUS (26V AC)
BATT OFF

REVISION 1 04/15
NO. 1
BATT
NO. 2
BATT

FOR TRAINING PURPOSES ONLY
SYS
25
Westwind 1124A Training Supplement
SYSTEMS
AC Electrical System—Power Off
ALT
NORM
AC
DC
ITR
RCB
V AC
NO. 2 DISTR BUS
#1 AC BUS
FAILED
#2 AC BUS
FAILED
115V AC
NO. 2 AC BUS
NO. 2 INSTR BUS
ALT
26V AC
ALT
VAC
INV
ITR
NO. 2 MAIN BUS
RCB
NO. 2
INVERTER
NORM
OFF
NO. 1
INVERTER
NORM
OFF
FAN
RIGHT
MAIN
GROUND
CONTACT
SWITCH
26V AC
NO. 1 INSTR BUS
115V AC
NO. 1 AC BUS
ALTERNATE
NORMAL
ALTERNATING CURRENT
DIRECT CURRENT
INVERTER TRIP RELAY
REMOTE CONTROLLED
BREAKER
VOLTS, AC
VAC
INV
ITR
RCB
NO. 1 MAIN BUS
SYS
26
FOR TRAINING PURPOSES ONLY
REVISION 1 04/15
SYSTEMS
Westwind 1124A Training Supplement
SYSTEMS
Lighting
Floodlights
The Westwind 1124A major lighting circuits include the flight compartment lights, passenger compartment lights, baggage and service compartment lights, and exterior lights.
The instrument panel floodlights beneath the glareshield provide indirect illumination to the left, right, and center panels. The floodlight
switch is a rocker-type switch with three positions: BRIGHT/OFF/
DIM. In each switch position, operation is as follows:
Flight Compartment
•
The flight compartment lights include the instrument panel, map,
flood, dome, and magnetic compass lights. All these lights, with
the exception of the map lights, are controlled by switches on the
overhead panel.
Panel Lights
The COCKPIT LIGHTS MASTER ON/OFF switch supplies power to
all the panel lighting. The instruments (flight, engine and auxiliary)
are internally lighted with 5 volt lamps supplied by four converters
in the nose compartment. Panel lighting consists of lights on the
overhead panel and instrument panel and pedestal lighting. With
the master switch in the ON position, light intensity may be set to desired levels by use of rheostat knobs for the following functions:
•
•
•
•
OVERHEAD PANEL.
CENTER CONSOLE INST.
R/L INSTR DIM.
DIM CONSOLE.
•
•
BRIGHT. Both 115V AC and 28V DC lamps (all six lamps) operate in maximum illumination over the panels.
OFF. None of the fluorescent lamps are powered.
DIM. Only the screened and filtered 115V AC lamp above each
panel operates. The DIM position allows the intensity to be controlled by the rheostat.
Dome Light
The ON/OFF DOME light switch on the overhead panel turns on the
dome light on the upper left-hand outside wall aft of the pilot.
Reading Lights
The reading lights are above the passenger seats. The reading
lights are controlled by a single three-position master control switch
on the overhead panel labeled READ/OFF/INDIRECT READ.
Indirect Lighting
The indirect lighting system consists of upper fluorescent lights
within the roof upholstery. Indirect lighting also consists of lower fluorescent lights behind the window frames.
Map Lights
The map lights on the upper outside wall of the cockpit headliner
above the pilot's head are controlled by the MAP LIGHT DIM knob
adjacent to the map lights. Power for the map lights is controlled by
the white map light pushbutton switch on the inboard horn of each
pilot yoke.
Instruction Lights
The NO SMOKING/SEAT BELT lights consist of two combination
signs in the cabin on the forward and aft dividers as well as a third
sign in the lavatory. The lavatory dome light is on the aft garment
closet.
Continued on next page SYS
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
27
Westwind 1124A Training Supplement
SYSTEMS
Lighting (Cont)
Exterior Lights
Courtesy Lights
The Westwind 1124A is equipped with two landing lights mounted
in the forward portion of each tip tank. One taxi light is mounted on
each main landing gear strut. The Westwind is equipped with three
position lights: one on the outboard side of each tip tank and one
on the aft end of the fuselage tail cone. A strobe light is mounted
in a common housing with the position light on each tip tank. The
ANTI-COL ON/OFF switch on the overhead panel controls two anticollision lights, one on top of the vertical stabilizer and the other on
the bottom of the fuselage.
A courtesy light system is provided for convenience in boarding the
aircraft. This consists of an entrance light inside the cabin above the
main cabin door and a step illumination light flush-mounted below
the main cabin door. Both lights are controlled by a single switch
above the main cabin door adjacent to the courtesy light.
Emergency Lights
Emergency lighting consists of three lights: one over the main door
and one over each of the two emergency window exits. These lights
may be powered from either the aircraft electrical system or from the
emergency battery pack adjacent to the light over the main cabin
door. The emergency lights are controlled by a single switch on the
overhead panel labeled EMERG LT. This switch has three positions:
ON/OFF/ARM. In the ARM position, the lights operate in the event
of loss of power to the aircraft electrical system. In any position, the
lights illuminate automatically if a force of 2.5 Gs is detected through
an inertia switch associated with the system.
Baggage Compartment Lighting
The main and rear baggage compartments are equipped with an
overhead dome light hot wired to the battery bus.
Wing Inspection Lights
Wing inspection lights are in the left and right sides of the fuselage forward of the wing leading edges. These lights enable visual
checking of de-ice boot operation and for the formation of ice on the
wing leading edges during night flying.
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
28
Westwind 1124A Training Supplement
SYSTEMS
Hydraulics
Bleed Valve
The Westwind 1124A hydraulic power system consists of:
The pump’s output pressure of 2,000 PSI is delivered to a common
line through a filter and one-way check valve. A small part of the
pump fluid output is bled back to the reservoir by a common bleed
valve downstream of each high pressure filter; this provides cooling
of the pumps when there is no hydraulic demand.
•
•
a main hydraulic system
an emergency system.
Reservoir
The dual-chambered, aluminum alloy pressurized hydraulic reservoir on the hydraulic power panel assembly has a fluid capacity
of 1.28 gallons. The reservoir also houses the emergency brake
system central standpipe that contains approximately one pint of
hydraulic fluid. The reservoir is pressurized to a nominal pressure of
10 PSI differential to prevent cavitation of the engine-driven pumps
at all flight altitudes.
Hydraulic Shutoff Valves
Two shutoff valves attached directly below the hydraulic reservoir in
the fluid supply line are actuated when their respective FIRE WARNING PUSHBUTTON is operated.
Engine-Driven Pumps
A seven-piston, variable displacement, engine-driven pump on each
engine draws fluid from the reservoir through the fire shutoff valve
to provide pressure for the main hydraulic system. Each individual
pump is capable of producing sufficient pressure to operate the
hydraulic system should the other engine or pump fail.
Low Pressure Switches
REVISION 1 04/15
A transmitter senses pressure in the common line and uses power
from the No. 1 26V AC bus.
Emergency Hydraulic System
The emergency system provides 800 to 1,000 PSI for emergency
braking and setting of the parking brake. The electrically driven,
position displacement, gear-type pump provides pressure to operate
the emergency system.
Emergency Pressure Indicator
A direct-reading hydraulic indicator gage on the lower right corner of
the center instrument panel provides emergency hydraulic pressure
information. The gage is protected by a hydraulic fuse to prevent
fluid leaks into the flight compartment from a leaking pressure gage
or line.
With either main gear out of its uplock and the emergency system
pressure below 800 PSI, the pump motor operates. When the pressure switch senses 1,000 ± 50 PSI, it opens to cut off electrical
power to the pump motor.
Hydraulic Fluid
The low pressure switches downstream of the attenuator and before
the pressure filter illuminate the HYD PRESS annunciators whenever
pressure drops to 1,400 PSI or below.
SYSTEMS
Pressure Indicator
Skydrol 500B or an equivalent approved hydraulic fluid is supplied
from the air pressurized reservoir to the main engine-driven pumps
and electrically driven emergency pump.
Continued on next page SYS
FOR TRAINING PURPOSES ONLY
29
Westwind 1124A Training Supplement
SYSTEMS
Hydraulic System
GAGE
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
30
Westwind 1124A Training Supplement
SYSTEMS
Landing Gear
The landing gear system on the Westwind 1124A is a standard
tricycle design, mechanically controlled and hydraulically actuated.
Each main gear is equipped with single wheels. The nose gear is
steerable with dual wheels. A back-up pneumatic emergency blowdown system extends the gear if the hydraulic system fails. The
brake system has pedal-operated multiple disc brakes on the main
gear wheels. The system is controlled mechanically and actuated
hydraulically. An anti-skid system provides maximum braking efficiency on all runway surfaces.
Hydraulic pressure normally activates the landing gear. A two-position, four-way landing gear control valve mechanically linked to the
landing gear control level controls extension and retraction of the
landing gear.
Ground Contact Switches
Each main gear and the nose gear has an electrical ground contact switch that sends signals to various aircraft systems to indicate
whether the aircraft is on the ground or airborne. The left ground
contact switch sends an input to the following:
•
•
•
•
•
•
•
gear control lever
anti-skid
pressurization outflow valve
lift dumpers
gear indicator lights and horn (uplocks and downlocks)
anti-skid power (downlock)
emergency hydraulic pump (uplock).
The right ground contact switch sends input to the following:
•
•
•
SYSTEMS
environmental ground bypass valve
inverter cooling blower
generator charge rate (time-delay relay)
REVISION 1 04/15
•
•
•
•
•
lift dumpers
anti-skid
gear indicator lights and horn (uplocks and downlocks)
anti-skid power (downlock)
emergency hydraulic pump (uplock).
The nose switch sends an input to the following:
•
•
•
•
•
nosewheel steering
pitot and AOA heat (auto position)
gear indicator lights and horn (uplocks and downlocks)
taxi light (downlock)
no smoking/seat belts sign (uplocks).
Main Gear
In the down position, the gear is locked and braced by side brace
assemblies and jury brace assemblies. The main landing gear
uplock assemblies contain mechanical link arms that retain the main
gear in the up position. In the event of hydraulic system pressure
loss, an extension spring on the uplock cylinder piston rod unlocks
the uplock mechanism. Two double-acting actuating cylinder assemblies extend and retract the main landing gear.
Main Gear Operation
When the landing gear control is placed in the UP position, main
hydraulic pressure is applied to the unlock cylinder, which extends
to force the upper jury brace assembly out of the locked position.
At the same time, main hydraulic pressure is applied to the gear up
ports of both the forward and aft actuating cylinders to retract the
main landing gear.
Placing the landing gear control lever DOWN mechanically positions the selector valve so the fluid trapped on the retract side of the
uplock cylinders is released to return. This allows the uplocks to be
pushed open by the uplock springs and hydraulic pressure. Main
Continued on next page SYS
FOR TRAINING PURPOSES ONLY
31
Westwind 1124A Training Supplement
SYSTEMS
Landing Gear (Cont)
hydraulic pressure is applied to the aft actuating cylinder to extend
the main landing gear.
Nosewheel Steering
The nosewheel steering system consists of a steering control valve,
a solenoid-operated bypass valve, two actuating cylinders, (a steering control wheel, a steering yoke), a centering spring, and related
parts.
When the aircraft is on the ground, the bypass valve is closed,
which permits operation of the hydraulic steering system. When
the aircraft is airborne, the bypass valve opens and bypasses fluid
between the steering cylinder actuating lines at the outlet of the
steering control valve. This prevents operation of nosewheel steering when the aircraft is airborne and permits the centering spring to
align the nose wheels in their neutral position prior to retraction.
Steering Sensitivity Control System
A steering sensitivity system provides a means for the pilot to select
a high or low nosewheel steering response. With the toggle switch
in LO position, the return line steering valve is closed; the returning
fluid is forced through the restrictor, which results in a slower (dampened) steering. With the toggle switch in HI, the return line steering valve is opened; the returning fluid has unrestricted flow, which
results in a faster (responsive) steering.
Nose Gear Operation
The nose landing gear is extended and retracted by a double-acting
actuating cylinder assembly similar to the main landing gear actuating cylinder assembly. In the retracted position, the nose landing
gear assembly is latched by the uplock cylinder assembly in the
wheel well. When the landing gear control lever is placed in the UP
SYSTEMS
REVISION 1 04/15
position, main system hydraulic pressure is applied to the gear up
port of the nose gear actuating cylinder.
When the landing gear control lever is placed in the DOWN position, main hydraulic pressure and spring pressure is applied to the
extend port of the uplock cylinder. Main hydraulic pressure is also
applied to the gear down port of the actuating cylinder. The extension of the cylinder drives the landing gear to the down position and
assists the bungee springs in geometrically locking the gear.
Landing Gear Control Lever
The gear control lever on the center instrument panel mechanically
positions the gear selector valve to either retract or extend the gear.
On the ground, a spring-loaded locking device holds the lever in the
DOWN position to prevent inadvertent retraction. The DOWNLOCK
OVERRIDE button on the landing gear control panel can be pressed
to release the locking device, but only in an emergency.
Emergency Operation
The emergency gear extension system consists of a nitrogen storage bottle and an emergency gear extension control valve to extend
the landing gear if the main hydraulic system fails. The system is
actuated by the EMERGENCY GEAR DOWN handle on the left side
of the control pedestal. Movement of the landing gear control lever
to the DOWN position releases hydraulic pressure trapped in the
uplock cylinders.
Brake System
The brake assembly is a hydraulically operated trimetallic-type
brake that uses the aircraft system hydraulic fluid. It is composed of
a back plate sub-assembly, brake backing plate, torque tube and
two brake housings each containing three pistons. Braking action
is produced by hydraulic pressure that forces three pistons in each
Continued on next page
FOR TRAINING PURPOSES ONLY
SYS
32
Westwind 1124A Training Supplement
SYSTEMS
housing against the pressure plate. Both housings normally supply
pressure to the brake simultaneously. The emergency brakes supply pressure to the rear housing only. The power brake valves on the
forward left side of the forward pressure bulkhead controls hydraulic pressure to both wheel brakes for either primary or emergency
operation.
landing gear are in the uplocks, the emergency hydraulic pump
does not run even if the system pressure falls to zero. If the pressure is below 800 PSI, as soon as either gear leaves the uplock the
emergency hydraulic pump automatically pressurizes the system,
supplying brake pressure to the rear brake housing only.
Anti-Skid System
The anti-skid system limits hydraulic pressure applied to the brakes
to prevent the wheels from skidding. Maximum braking efficiency is
obtained when both wheels are in a slight skid or at maximum rate of
deceleration short of skidding. The anti-skid system control box contains the circuits necessary to control both anti-skid control valves.
Anti-Skid Control Valves
Each anti-skid control valve is a high performance flapper-type servo
valve that controls brake pressure in response to electrical signals
received from the control box.
Parking Valve
The parking valve is a two-position, two-way electric motor operated
valve in the return line from the pressure control valves. It prevents
anti-skid control valve fluid leakage when the anti-skid system is
turned off. When parking, the anti-skid control switch must be in
OFF to close the return line of the anti-skid control valves and to trap
pressure in the brake units.
Emergency Brake
The emergency hydraulic system provides hydraulic pressure only
for the operation of the emergency brake system (aft brake housing
of each main wheel). The emergency pump supply is approximately
one pint of fluid trapped in the reservoir standpipe. When both main
Continued on next page
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
33
Westwind 1124A Training Supplement
SYSTEMS
Landing Gear Down/Landing Gear Up
CHECK
VALVE
CHECK
VALVE
LANDING GEAR
CONTROL
VALVE
LANDING GEAR
CONTROL
HANDLE
MAIN
HYDRAULIC
PRESSURE
DOWN
THERMAL RELIEF
VALVE
FILLER
VALVE
MAIN
HYDRAULIC
PRESSURE
PRESSURE
GAGE
PRESSURE
GAGE
BYPASS
RESTRICTOR
SHUTTLE
VALVE
UPLOCK
CYLINDER
ACTUATING
CYLINDERS
UNLOCK
CYLINDER
UNLOCK
CYLINDER
ACTUATING
CYLINDERS
SHUTTLE
VALVE
UPLOCK
CYLINDER
SYSTEMS
NOSE
LANDING
GEAR
UPLOCK
CYLINDER
ACTUATING
CYLINDERS
UNLOCK
CYLINDER
ACTUATING
CYLINDERS
UPLOCK
CYLINDER
LEFT
LANDING
GEAR
FILLER
VALVE
RESTRICTOR
BYPASS
RESTRICTOR
PRESSURE
RETURN
NITROGEN
EMERGENCY
CONTROL
VALVE
LANDING GEAR
CONTROL
HANDLE
THERMAL RELIEF
VALVE
RESTRICTOR
ACTUATING
CYLINDERS
GAS STORAGE
CYLINDER
UP
EMERGENCY
CONTROL
VALVE
TO
RETURN
UPLOCK
CYLINDER
TO
RETURN
LANDING GEAR
CONTROL VALVE
GAS STORAGE
CYLINDER
UPLOCK
CYLINDER
RIGHT
LANDING
GEAR
REVISION 1 04/15
PRESSURE
RETURN
NITROGEN
FOR TRAINING PURPOSES ONLY
LEFT
LANDING
GEAR
NOSE
LANDING
GEAR
UNLOCK
CYLINDER
ACTUATING
CYLINDERS
RIGHT
LANDING
GEAR
SYS
34
Westwind 1124A Training Supplement
SYSTEMS
Nose Steering
CENTERING SPRING
AIR
PRESSURE
SWITCH
NOSE WHEEL TIRE
STEERING
CYLINDER
CONTROL
CABLE
BYPASS VALVE
(ENERGIZED
CLOSED)
SHUTTLE
NOSE GEAR
GROUND CONTACT
SWITCH
No. 2 DIST BUS
NOSE STEER
GROUND
AXLE
CONTROL
VALVE
PILOT'S STEERING
CONTROL WHEEL
LOW
HIGH
MAIN HYDRAULIC
SYSTEM PRESSURE
RESTRICTED FLOW
(DAMPING)
RETURN
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
35
Westwind 1124A Training Supplement
SYSTEMS
Brake System
ANTI-SKID
L
IN
OPR
ON
R
IN
OPR
OFF
LEFT L/G
DOWNLOCK
SWITCH
MAIN HYD
PRESS
OFF
UN
LOCKED
RETURN
ON
LOCKED
ANTI-SKID
CONTROL SW
THERMAL RELIEF VALVE
L
R
ANTI-SKID LIGHTS
ANTI-SKID
CONTROL
NO. 2 DIST BUS 28V DC
BLEED VALVE
RESTRICTOR
BLEED VALVE RESTRICTOR
ANTI-SKID
TEST
CHECK VALVE
RETURN
EMERGENCY
HYD PRESS
L PRIMARY
PARK PULL BRAKE
R PRIMARY
UNLOCKED
L EMERGENCY
POWER BRAKE
VALVE
R EMERGENCY
POWER BRAKE
VALVE
L BRAKE
CONTROL LEVERS
ANTI-SKID
CONTROL VALVE
R L/G
DOWNLOCK
SWITCH
R BRAKE
CONTROL
LEVERS
HYDRAULIC FUSE
NOMINAL VOLUME
TRIC CAPACITY
(5 CU. IN.)
ANTI-SKID
CONTROL
VALVE
ANTI-SKID
CONTROL
BOX
LEFT WHEEL
REVISION 1 04/15
GND
AIR
DETECTOR
DETECTOR
SHUTTLE VALVE
SHUTTLING
PRESSURE
25 TO 100 PSI
SYSTEMS
LOCKED
GND
AIR
LEFT L/G
GROUND
CONTACT
SWITCH
R L/G
GROUND
CONTACT
SWITCH
RIGHT WHEEL
FOR TRAINING PURPOSES ONLY
SYS
36
Westwind 1124A Training Supplement
SYSTEMS
Pneumatics
The pneumatic system extracts bleed air from the engines, collects
it, and then transfers it to various other systems (i.e., air conditioning, ice and rain protection, and pressurization). The air conditioning
system routes engine bleed air collected by the pneumatic system
through an environmental control unit (ECU) for cooling. The pressurization system utilizes engine bleed air to control cabin pressurization.
Distribution
pressurization
air conditioning
anti-ice
airframe deice boots
pressurization of the hydraulic reservoir
Pneumatically operated bleed switching valves (BSVs) in the upper
aft fuselage select LP air, HP air, or a combination of both. Inside
each BSV is a bleed mixing poppet valve that automatically selects
LP or HP bleed air and serves as the primary pressure regulator of
the BSV discharge air to the environmental control unit (ECU).
At 19–21 PSI, a mixing poppet in the BSV opens to supplement
the LP with HP air. The thermal compensator restricts HP air downstream by bleeding off some of the upstream pressure used to
unseat the poppet whenever the downstream temperature exceeds
540°F. The butterfly valve is a spring-loaded, normally open, butterfly-type regulator valve with a solenoid shutoff feature that limits the
maximum air pressure exiting the BSV to 27.5 ± 2.5 PSI. Positioning the CABIN AIR selector switch on the center console to RAM
or EMER energizes solenoids that close both BSVs and prevent air
REVISION 1 04/15
Both BSV outlet ducts combine into one common air duct from
which air is available to the ECU. HP air from the ground bypass
valve enters the common duct when the ground bypass valve is
open. The ground bypass valve opens under the following conditions:
•
Bleed Switching Valves
SYSTEMS
Common Air Duct
•
•
•
The Westwind 1124A pneumatic system supplies bleed air for:
•
•
•
•
•
from passing downstream. The BSV is a normally open valve requiring both bleed air and DC power to close. The loss of either results
in an open valve.
aircraft on the ground
cabin air selector switch in R ENG
R ENG/NACELLE ANTI-ICE switch off (preventing engine from
overbleeding)
operating the right engine at low power setting (not exceeding
52% N1 RPM)
Bypassing the bleed switching valve, the HP air improves performance of the air conditioning system. If pressure in the common
duct exceeds 60 ± 10 PSIG, a pressure relief valve opens and discharges air overboard to prevent damage to the ducts.
Cabin Air Selector Switch
The CABIN AIR selector switch on the control pedestal consists of a
control knob operating a set of rotary switches. Switch positions are
RAM, L ENG, BOTH ENGINES, R ENG and EMERG.
Bleed Line Overpressure Annunciator
A pressure switch in the common duct warns of an overpressure
condition caused by a bleed switching valve failure. Anytime the
bleed air pressure reaches 44 ± 4 PSI, the switch illuminates the
BLEED LINE OVERPRESS annunciator. Illumination of the BLEED
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
37
Westwind 1124A Training Supplement
SYSTEMS
Pneumatics (Cont)
LINE OVERPRESS annunciator may also indicate excessive temperature downstream of the BSVs of 575 ± 25°F.
Air Distribution
Bleed Air Leak Annunciator
The LP bleed air ducts and lines are traced by a continuous heatsensitive wire circuit, one for the left and one for the right side. When
a one inch section of the wire one inch away from the duct surface
reaches a temperature of 250°F, the respective right or left BLEED
AIR LEAK annunciator illuminates.
Air Conditioning System
The air conditioning system provides conditioned air to the pressure
vessel using bleed air routed through the BSVs and the ECU in the
aft fuselage.
Environmental Control Unit
Air from the common duct enters the ECU and passes through the
primary heat exchanger, where it is cooled before going to the compressor section of the cooling turbine. The compressor increases the
pressure and temperature of the air and discharges it into the secondary heat exchanger which cools the air to approximately ambient temperature. This air is routed to the expansion turbine, which
extracts most of its energy to drive the turbine. The air, cooled by expansion across the turbine, is 40 to 50°F below ambient temperature
and heavily laden with moisture due to condensation during cooling.
The cold air passes through a water separator where up to 80% of
the moisture is removed. An aspirator, which uses a small quantity
of air from the secondary heat exchanger outlet, sprays the separated water into the secondary heat exchanger. A 35°F temperature
sensor downstream of the water separator prevents ice formation. To
maintain a minimum of 35°F in the water separator, the valve controls
SYSTEMS
REVISION 1 04/15
the amount of warm air leaving the primary heat exchanger that is allowed to bypass the cooling process and mix with turbine discharge
air.
Cold air from the refrigeration unit is directed into a mixing chamber
below the cabin floor on the inside of the aft pressure bulkhead.
The mixing chamber receives cold air and hot air that bypasses the
refrigeration unit and emergency air from the emergency air duct.
When ram air is utilized, it enters the cabin through the cold air ducts
at ambient temperature and humidity.
A push-pull cable on the pilot’s side console manually controls the
flood duct valve under the cabin floor downstream of the mixing
chamber. When the cable is pulled out, air is shut off from the cabin
wall outlets and cockpit. The air is routed to the flood duct diffusers
and grille assembly on the inside of the aft cabin bulkhead.
Manual DEFOG and AIR COND PILOTS controls on the pedestal
provide windshield defogging and conditioned air near the rudder
pedals in the cockpit.
Ram Air Distribution
Ram air received through flush-type scoops on the upper aft fuselage cools the engine bleed air in the refrigeration unit. Selection of
RAM on the CABIN AIR selector closes all air sources and opens the
ram air valve and cabin outflow valve to allow air circulation through
the cabin.
Cabin Air Automatic Temperature Control Unit
The cabin air automatic temperature control system for S/Ns 187 to
258 (except 216, 238, 239, and 256) is powered by 115V AC 400 Hz
and accepts signals from the cabin temperature sensor, anticipator
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
38
Westwind 1124A Training Supplement
SYSTEMS
and control rheostats to control the aft refrigeration bypass valve.
The cabin air automatic temperature control system for S/Ns 216,
238, 239, 256, and 259 and subsequent is powered by 28V DC and
accepts signals from the cabin temperature sensor, fuselage skin
temperature sensor, duct temperature sensors, anticipator, and control rheostats to control the refrigeration bypass valve.
High Limit Temperature Sensor
If operating in the emergency air mode and the inlet duct temperature exceeds 350°F, the EMER AIR TEMP HIGH annunciator illuminates.
Control Systems
The cabin temperature control panel on the control pedestal consists of an AUTO/MANUAL mode selector switch, a HOT/COLD
manual selector switch, a rotary rheostat selector (to select required
cabin temperature in automatic mode), and a cabin temperature
gage.
Operation
Selection of L ENG positions the left BSV open and all other valves
closed, and ECU uses the left engine bleed air only. Selection of
BOTH ENGINES results in both BSVs opening (normal operation)
and all other valves are closed. Selection of R ENG opens the right
BSV and the ground bypass valve if the aircraft is on the ground. All
other valves are closed, and the ECU uses right engine bleed air
only. Selection of EMER opens only the emergency air shutoff valve;
all other valves are closed. Pressurization is from right engine LP air,
bypassing the ECU.
board from the cabin through the outflow/safety valves determines
the cabin pressure.
Outflow/Safety Valves
There are two outflow/safety valves. To maintain cabin pressure, the
outflow/safety valve #2 modulates pressurized air exiting the cabin.
Outflow/safety valve #1 provides a safety release for cabin pressurization if normal pressurization fails.
Absolute Altitude Regulators
The absolute altitude regulators on the forward cabin pressure bulkhead limit cabin altitude if the primary cabin pressure system fails.
This should occur at approximately 13,500 ±1500 ft cabin altitude.
Venturi/Jet Pump
Cabin air flow through a venturi on the forward pressure bulkhead
provides a vacuum for the cabin pressurization controller and
outflow/safety valve #1. The jet pump forward of the rear baggage
compartment forward wall is a housing with an integral venturi and
an inlet nozzle with an integral flow restriction orifice. The passage
of air through the orifice and venturi reduces pressure to provide a
vacuum to the outflow valve reference chamber through the pneumatic relay or pressure dump solenoid valve. The jet pump also
provides vacuum for the pneumatic surface deicing system.
Ground Pressurization Control Switch
Depressing the GROUND PRESS switch in the environmental control
panel on the control pedestal prevents surges in cabin pressurization during takeoff.
Pressurization System
Pressurization is created by regulating rate of conditioned airflow
into the cabin. Controlling the amount of air allowed to escape overSYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
39
Westwind 1124A Training Supplement
SYSTEMS
Pneumatics (Cont)
Indication
The cabin rate-of-climb indicator indicates the rate of change in
cabin pressure in feet per minute. The cabin altitude and differential
pressure indicator is on the copilot's instrument panel. The pressurization system maintains an 8.8 PSI differential. If differential pressure reaches 9.0, the outflow/safety relief valves override the controller and limit the cabin to a maximum differential of 9.0.
Manual Control System
The MAN DUMP control valve regulates outflow/safety valve #1,
which serves as a backup in normal operation. The outflow/safety
valves are spring-loaded closed and opened by a vacuum; the
valves close automatically if vacuum is not available. A solenoid
valve for each of the outflow/safety valves dumps residual cabin
pressure upon landing. Selecting RAM on the cabin air selector
switch energizes the solenoids and dumps all pressurization.
Cabin Altitude above 10,000 Feet
If the cabin altitude reaches 10,000 ft during flight, a red CABIN
ABOVE 10,000 annunciator illuminates.
Continued on next page
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
40
Westwind 1124A Training Supplement
SYSTEMS
Bleed Air System
RH HP
BLEED INLET
BLOW-OUT DISC
NO. 2 115V AC BUS
N
O
2
D
I
S
T
.5A
RH LP
BLEED INLET
RH BLEED
LEAK
BLEED AIR DETECTION
ELEMENT
GROUND BYPASS VALVE
250¡F
BLEED
AIR LEAK
BOX
LH HP
BLEED INLET
BLEED AIR
LEAK
NO. 1 115V AC BUS
LEFT BLEED
SWITCHING VALVE
B
U
S
LH
BLEED
LEAK
PRESSURE
RELIEF
VALVE
DEICING OUTLET
EMERGENCY AIR
SHUTOFF VALVE
RIGHT BLEED
SWITCHING
VALVE
BLOW-OUT
DISC
.5A
N
O
1
D
I
S
T
BLEED
AIR LEAK
BOX
B
U
S
BLEED AIR
LEAK
LH LP
BLEED INLET
ECU
REFRIGERATION
UNIT
DEICING OUTLET
250¡F
BLEED AIR DETECTION
ELEMENT
OVERBOARD
DISCHARGE
HIGH PRESSURE BLEED
44 PSI
HOT AIR
BYPASS VALVE
SYSTEMS
575¡F
LOW PRESSURE BLEED
BLEED LINE
OVERPRESS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
41
Westwind 1124A Training Supplement
SYSTEMS
Bleed System
RIGHT
ENGINE
LEFT
ENGINE
LP
BLEED
TEST
PORT
(4 EA)
NACELLE ANTI-ICING
VALVE
VENTURI
HP
BLEED
LP
BLEED
GROUND
BYPASS
VALVE
POPPET
VALVE
CHECK
VALVE
FLOW
MIXING
POPPET
VENTURI
HP BLEED
NACELLE ANTIICING VALVE
CHECK
VALVE
PRESSURE
RELIEF VALVE
60 PSI
POPPET
VALVE
TEST PORT
FLOW MIXING
THERMAL
POPPET
COMPENSATION
THERMAL
COMPENSATION
TO BLEED
SELECTOR
SWITCH
TO NACELLE
ANTI-ICING
VENTURI
NO. 1 DIST 28V DC
EMERGENCY AIR
SHUTOFF VALVE
TO AIRFRAME
DEICING
(BOOTS)
SOLENOID
SHUTOFF VALVE
BLEED OFF
REGULATOR
SECONDARY
PRESSURE
SCHEDULE AND
VALVE SHUTOFF
BUTTERFLY
VALVE
FROM LEFT
SYSTEM
TO HYDRAULIC
RESERVOIR
TO SYSTEM
FROM RIGHT
SYSTEM
BUTTERFLY
VALVE
SECONDARY
PRESSURE
SCHEDULE AND
SHUTOFF VALVE
BLEED OFF
REGULATOR
SOLENOID
(ENERGIZED)
TO BLEED
SELECTOR
SWITCH
TO AIRFRAME
DEICE (BOOTS)
TO NACELLE
ANTI-ICING
N
O
2
D
I
S
T
2
8
V
D
C
N
O
1
D
I
S
T
2
8
V
D
C
SYS
42
FOR TRAINING PURPOSES ONLY
REVISION 1 04/15
SYSTEMS
Westwind 1124A Training Supplement
SYSTEMS
Air Conditioning System
CABIN AIR
SELECTOR SW
R POSITION
R CABIN
PRESS
EMER AIR
CABIN
ABOVE 10,000
OUTFLOW
VALVE
350 ±15°F
RAM
AIR
EMER AIR
TEMP HIGH
R SIDE
WINDOW
DEFOG
TO COPILOT
WARM WALL
MANUAL PILOT
COND AIR
VALVE
CABIN
TEMP
SENSOR
MANUAL
DEFOG
VALVE
ALTITUDESENSING
PRESSURE
SWITCH
WINDSHIELD
DEFOG
CABIN AIR
CHECK
VALVE
RAM AIR/COLD AIR
CHECK VALVE
RAM
AIR
INLET
TO CABIN FLOOD
FLOW DIFFUSERS
PILOT
COND.
AIR
L SIDE
WINDOW
DEFOG
OFF
OFF
TEST
TEST
HEAT
8
M.B.C.
RAM AIR SHUTOFF
VALVE (POWER
OPEN AND CLOSE)
ASPIRATOR
MANUAL
FLOOD
DUCT VALVE
CABIN
AIR
CHECK
VALVE
TO CABIN
FLOOD FLOW
DIFFUSERS
MAN
COLD
CABIN COLD
AIR CHECK
VALVE
TO SURFACE
DEICING
TEMP
CONTROL
BOX
4
TO NACELLE
DEICING
DEC
PRESSURIZATION
COLD
DIM
CONSOLE
CABIN AIR
VENTURI-MIXED
BLEED
BLOW-OUT
DISC
VENTURI
HOT
INCR
DECR
LEFT ENGINE
CABIN
TEMP
AUTO
CABIN TEMP
MANUAL
NO. 2 DIST BUS
PASSENGER CABIN
TEMP RHEOSTAT
SYSTEMS
PRESSURE
RELIEF VALVE
TO HYD
BLEED SWITCHING VALVE
RESERVOIR
DE-ENERGIZE OPEN
PRESSURIZATION
REFRIGERATION UNIT
BYPASS VALVE (POWER
OPEN AND CLOSE)
MAN
DUMP
CABIN
CONTROLLER
CHECK VALVE
OVERBOARD
EMERGENCY AIR
CHECK VALVE
INC
RATE
TEST PORT
SKIN
TEMP
SENSOR
AC CABIN
TEMP
GROUND BYPASS
VALVE (ENERGIZE
OPEN)
VENTURI-MIXED
BLEED
PRESSURE SWITCH
44 PSI ±4
TF T
AL 0 0 0
x1
0
9
41
GROUND
PRESS
HOT
BLEED SWITCHING VALVE
DE-ENERGIZE OPEN
BLEED LINE
OVER PRESS
DUCT TEMP
SENSOR
NO. 2 115V AC BUS
AUTO
NACELLE DEICING
SHUTOFF VALVE
PRESSURE
REGULATOR
7
CAB
I
AC F N
T
R.B.C.
WITH AUX FUEL TANK
INSTL FWD BAG COMP
HEAT C/B OUT
VENTURI
TEMPERATURE
SWITCH 575 ±25°F
575°F
RAM AIR INLET
ON
M R
A E
I A
N R
VENTURI
BLOW
OUT
DISC
CABIN TEMP
ON
TO NACELLE
DEICING
TO SURFACE
DEICING
ANTICIPATOR
CABIN
TEMP
MANUAL
RELAY
ON A/C 187 TO
215, 217 TO 237,
240 TO 255, 258
RIGHT ENGINE
EMERGENCY AIR
SHUTOFF VALVE
(POWER OPEN
AND CLOSE)
TURBINE
BYPASS
VALVE
HIGH TEMP
SENSOR
350°F
CABIN
TEMP
SENSOR
FAN
TO PILOT
WARM WALL
EMERGENCY AIR
ORIFICE
MINIMUM TEMPERATURE
CONTROL SENSOR 35°F
CABIN COLD
AIR CHECK
VALVE
R GROUND
CONTACT
SWITCH
R THROTTLE
SWITCH (52% N1)
NO. 2 DIST BUS
NO. 1 DIST BUS
SAFETY
VALVE
L NACELLE
ANTI-ICE
R ENG
ANTI-ICE
SWITCH
REVISION 1 04/15
5A
L CABIN
PRESS
VALVE
NACELLE DEICING
SHUTOFF VALVE
R NACELLE
ANTI-ICE
NO. 1 DIST BUS
BULKHEAD
STA. 269
FOR TRAINING PURPOSES ONLY
SYS
43
Westwind 1124A Training Supplement
SYSTEMS
Pressurization System
CABIN PRESSURE
8
REFERENCE PRESSURE
CA B
I
AC F N
T
RATE
41 40
TF T
AL
00 0
x1
INC
5.0 VOLTS
VOLUME
TANK
TANK
PORT
RATE PRESSURE
CONTROL PRESSURE
TRUE STATIC ATMOSPHERE
AIRFLOW VENTURI VACUUM
CABIN
CONTROLLER
AIRCRAFT VACUUM
CABIN ALTITUDE
SELECTOR KNOB
DEC
RELAY PORT
VACUUM PORT
SOLENOID VALVE A (NC)
(ENERGIZE OPEN)
CABIN RATE CONTROL
SELECTOR KNOB
NO. 2 DIST BUS 28V DC
L
PRESS
VALVE
OUTFLOW VALVE
CONTROLLER
7
MANUAL CONTROL
VALVE-CLOSED
7
SHUTOFF VALVE
(LOCK WIRED OPEN)
RAM
AIR
CABIN AIR FILTER
WITH ORIFICE
GROUND
PRESS
L LANDING
GEAR SWITCH
GROUND
FLIGHT
RAM PULL
CABIN AIR SWITCH
ELECTRICAL SWITCH
SHOWN IN FLIGHT
CONDITION
AIR
FILTER
ABSOLUTE
ALTITUDE
REGULATOR
(13,500 ± 500 FT)
PNEUMATIC
RELAY
AIR JET
PUMP
AIR
FILTER
ABSOLUTE
ALTITUDE
REGULATOR
(13,500 ± 500 FT)
ENGINE BLEED
AIR FROM
SURFACE DEICE
AIR EJECTOR
SOLENOID VALVE B (NC)
(ENERGIZE OPEN)
RELIEF
VALVE
RELIEF
VALVE
AIR FLOW
VENTURI
CABIN
CABIN AIR/SAFETY VALVE
SYSTEMS
REVISION 1 04/15
CABIN AIR/OUTFLOW VALVE
FOR TRAINING PURPOSES ONLY
ATMOSPHERE
SYS
44
Westwind 1124A Training Supplement
SYSTEMS
Avionics
Free Air Temperature Gage
Specific avionics systems vary with customer preference; many options are available.
The free air temperature system consists of a temperature indicator
and a resistance-type temperature bulb. The temperature bulb is
on the fuselage skin above the copilot's windshield. The FREE AIR
TEMP gage displays outside air temperature from –70°C to +70°C.
Pitot/Static System
The pitot/static system includes pitot tubes, static vent ports, and
supply lines. The system supplies dynamic and/or static air pressure
to the following:
•
•
•
•
•
•
•
Mach/airspeed indicators
altimeters
vertical speed indicators
cabin altitude and differential pressure indicator
air data computer/controller
autopilot systems
outflow/safety valves.
Standby Attitude Gyro
The standby attitude gyro consists of an attitude indicator and an
emergency power supply. If aircraft power fails in flight, the standby
attitude gyro provides pitch and roll information. The emergency
battery will operate the standby gyro for approximately 30 minutes
or one hour, depending on which power supply is installed.
Flight Director System
Electrically heated pitot heads, one on each side of the forward
fuselage, operate independently of each other. Two sets of static
ports, one on each side of the fuselage forward of the wing, provide
static pressure. An unheated triple unit on the left side of the aircraft
supplies the outflow and safety valves. The third port is not used.
The flight director system generates vertical and lateral steering
commands that are displayed as command bars on the ADI or used
by the autopilot as steering commands. A typical flight director
system consists of a flight guidance computer, a mode selector, a
mode coupler, an attitude director indicator, and a horizontal situation indicator.
Autopilot
Air Data Computer
The Westwind 1124A aircraft uses an air data computer (ADC) to
sense, compute, and display parameters associated with the air
mass such as altitude, vertical speed, airspeed, Mach number, and
air temperature.
The autopilot system provides automatic control and stabilization of
the aircraft about the pitch and roll axes. The autopilot system positions the aircraft elevator and ailerons in response to flight computer
steering commands. A separate yaw damper provides stability in
the yaw axis.
Altitude Alerting
An altitude alerting system provides the flight crew with a warning
when a preselected altitude is being approached or departed from.
This also functions as an altitude preselect for the autopilot and
flight director system.
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
45
Westwind 1124A Training Supplement
SYSTEMS
Pitot/Static—Westwind 1124A
ALTIMETER
LEFT
PITOT
HEAD
DRAIN
VERTICAL SPEED
INDICATOR
DRAIN
AIR
DATA
COMPUTER
RIGHT
PITOT
HEAD
AIRSPEED
AND MACH
INDICATOR
ALTIMETER
VERTICAL SPEED
INDICATOR
INSTRUMENT PANEL
DRAIN
AIRSPEED
AND MACH
INDICATOR
FWD
DRAIN
LEFT
UPPER
HEATED
STATIC
PORT
LOWER
HEATED
STATIC
PORT
PILOT'S STATIC
COPILOT'S STATIC
PITOT PRESSURE
STATIC PRESSURE
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
CABIN ALTITUDE
AND DIFFERENTIAL
PRESSURE
INDICATOR
UNHEATED
STATIC PORT
SAFETY
VALVE
OUT
FLOW
VALVE
SYS
46
Westwind 1124A Training Supplement
SYSTEMS
Ice and Rain Protection
Pressure Switches/Surface Deice Annunciator
The Westwind ice and rain protection systems include deice boots,
engine inlet and sensor anti-ice, windshield heat and wiper systems,
pitot and angle-of-attack anti-ice, and windshield desiccant and
defog.
A high pressure switch (19 to 20 PSI) in the pressure line between
the pressure regulator and distributor valve, and a low pressure
switch (2.5" Hg) in the suction line between the jet pump and the
distributor valve, activate the amber SURFACE DEICING annunciator. Do not use deice boots when the annunciator is illuminated.
Deice Boots
Engine Inlet System
Fabric-reinforced rubber deice boots cover the leading edges of
the wing and horizontal stabilizer. All deice boots are electrically
controlled and pneumatically operated. A distributor valve alternately supplies pressure to inflate the boots and suction to deflate
them. Using the NORMAL switch, the wings boots are inflated first
and then the tail boots. The NORMAL and MANUAL switches on the
overhead panel control the distributor valve.
Single/Continuous Cycles
For normal operation, the NORMAL switch is held momentarily to
SINGLE to initiate one cycle of automatic operation. An electrical
timer programs the distributor valve to send pressure to the wing
boots for six seconds followed by pressure to the empennage boots
for four seconds. If the NORMAL switch is in CONT, the distributor
valve timer continuously repeats the normal cycle (i.e., six seconds
to the wing boots, four seconds to empennage boots, 50-second
rest).
Manual Operation
If the timer fails, the MANUAL switch provides backup control over
the boot system; the MANUAL switch overrides the timer regardless
of the position of the NORMAL switch. The switch should be held for
no more than 10 seconds in either position.
The engine inlet anti-ice system protects the nacelle inlet and the Pt2/
Tt2 sensor. The nacelle inlet is heated by engine high pressure bleed
air, and the Pt2/Tt2 sensor is heated electrically. The ENG/NACELLE
ANTI-ICE switches are on the overhead panel. Each push-on/pushoff type switch has three lights: the amber light illuminates when the
switch is pushed on; the green NAC light illuminates when the nacelle receives bleed air at 20 PSI or more; and the green ENG light
illuminates when the Pt2/Tt2 sensor anti-ice system receives power.
Windshield Heat
The left and right windshields are electrically heated using power
from their respective main buses. A temperature controller maintains
a constant windshield temperature using a sensor in the windshield.
Placing the WINDSHIELD HEAT switch in AUTO initiates automatic
windshield heating. With the switch in AUTO, the temperature range
is the same as for the HI position with the skin temperature sensor
closed below 5°C. Above 5°C (40°F), the skin temperature sensor
opens to cause the temperature controller to lower the windshield
heat range.
Placing the WINDSHIELD HEAT switch in HI overrides the thermostat switch so that the temperature controller always works in a high
heat condition. Should one generator fail, left and right windshield
heating is automatically disconnected. To reconnect the windshield
Continued on next page
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
47
Westwind 1124A Training Supplement
SYSTEMS
Ice and Rain Protection (Cont)
heating system, the MASTER BATTERY switch must be placed in
OVRD (or OVERRIDE) LOAD REDUCTION.
Windshield Wipers
The windshield wiper switches on the overhead panel control an
electric motor that operates the windshield wipers. An ON/OFF/PARK
switch activates and deactivates the respective wiper. A SPEED
switch, labeled HI/MED/LOW, regulates the speed of both wipers.
Placing the switch in PARK stows the wiper.
Pitot/Static Anti-Ice
The Westwind 1124A is equipped with electrical heaters for pitot
tubes and static ports for both the pilot and copilot. The overhead
switch has two positions: OFF/ON or AUTO/ OVRD, depending on
serial numbers or modification status. On the Westwind 1124A and
aircraft with AFC 1120, the AOA PROBE PITOT STATIC switch provides heat to the pitot tubes, static ports and AOA probe. In AUTO,
heat is applied automatically when the nose gear lifts off the ground.
OVRD overrides the automatic position for ground operation or if the
automatic circuit fails in flight.
Continued on next page
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
48
Westwind 1124A Training Supplement
SYSTEMS
Anti-Ice System
ENG/NACELLE
ANTI-ICE SWITCH
AND INDICATOR LIGHTS
RIGHT ENGINE
DE-ICE
NORMAL
SINGLE
WINDSHIELD
CYCLING CONTROL
RIGHT
WING
BOOT
SURFACE OVRD
N
O
2
ON
MANUAL
Pt2/Tt2
SENSOR
WING
OFF
OFF
CONT
TAIL
OIL PRESSURE
SWITCH
ENGINE
INLET
CONICAL
SPINNER
ENGINE
ANTI-ICE
OFF
B
U
S
NAC ENG
2
8
V
ON
ON
PRESSURE
SWITCH (
HP BLEED OFF
DC CONTACTOR
BOX
NO. 1 MAIN BUS
RIGHT
RCB
VARIABLE
RESISTOR
WCC
WINDSHIELD
EDR
SENSING
ELEMENT
1 TB 205
1
HIGH
PRESSURE
SWITCH
19-20 PSI
AUTO
TEMPERATURE
CONTROL
LEFT
DE-ICER
TIMER
EMERGENCY
DISCONNECT
RELAY CONTROLLED
BY GENERATORS
AND BATT SWITCH
ANNUNCIATOR
PANEL
CAUTION LIGHT
SURFACE
DE-ICING
FROM
RIGHT
ENGINE
LP PORT
HIGH
LOW VACUUM
SWITCH
HI
CHECK VALVE
ASSEMBLY
AIR EJECTOR
(JET PUMP)
TO
PRESSURIZATION
CONTROL SYSTEM
LEFT
WING
BOOT
PRESSURE
REGULATOR
18 PSI
ENG/NACELLE
ANTI-ICE SWITCH
AND INDICATOR LIGHTS
LEFT HORIZONTAL
STABILIZER BOOT
LEFT ENGINE
AUT
TERMINAL BOARD 205
D
C
RIGHT HORIZONTAL
STABILIZER BOOT
GROUND TEST
PRESSURE CONNECTOR
OFF
NACELLE
ANTI-ICE
NACELLE ANTI-ICE VALVE
(NORMALLY OPEN)
DISTRIBUTOR
VALVE
OFF
THERMOSTAT
SWITCH
NACELLE
D
I
S
T
Pt2/Tt2
SENSOR
ENGINE
INLET
CONICAL
SPINNER
FROM
LEFT
ENGINE
LP PORT
OIL PRESSURE
SWITCH (OPEN
BELOW 25 PSI)
IF INSTALLED
ENGINE
ANTI-ICE
OFF
ON
PRESSURE
SWITCH (20 PSI)
D
I
S
T
B
U
S
NAC ENG
2
8
V
ON
HP BLEED OFF
NACELLE
N
O
1
ON
NACELLE
ANTI-ICE
NACELLE ANTI-ICE VALVE
(NORMALLY OPEN)
D
C
L WINDSHIELD
HEAT
5A
SURFACE CONTR
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
49
Westwind 1124A Training Supplement
SYSTEMS
NOTES
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
SYS
50
Westwind 1124A Training Supplement
SYSTEMS
Oxygen
The oxygen system provides supplementary oxygen for the crew
and passengers. Supplemental oxygen is available to the crew at all
times and to the passengers either manually through cockpit control
or automatically at 13,500 ±500 ft cabin altitude.
Oxygen Cylinder Assembly
The oxygen cylinder assembly is in the right side of the nose compartment. The assembly consists of a 48-cubic-ft oxygen cylinder, a
pressure gage, shutoff valve, high pressure rupture fitting, and filler
neck. A green blow-out disc overboard discharge indicator on the
right nose skin connects to the high pressure rupture fitting on the
oxygen cylinder. When an overpressure condition occurs, the oxygen cylinder must be replaced.
Oxygen Shutoff Valve
An oxygen shutoff valve in the flight deck forward of the right console controls oxygen flow from the oxygen cylinder to the oxygen
system. The valve must be closed when the system is not is use.
Pressure Reducer Regulator
(normal), an air/oxygen mixture, depending on cabin altitude, is supplied by the mask. With the rocker in 100%, pure oxygen is supplied
by the mask.
Passenger Oxygen
Oxygen is provided to the passengers either manually through crew
action or automatically at 13,500 ± 500 ft cabin altitude. A passenger oxygen control panel on the right console allows the crew to
monitor and control the passenger oxygen system. A three-position
(ON/AUTO/OFF) oxygen supply switch controls the solenoid valve in
the pressure reducer regulator. In AUTO the solenoid valve is energized automatically when the altitude pressure switch actuates at
13,500 ± 500 ft. The bypass valve allows oxygen flow to the altitude
controlled regulator in the event of a malfunctioning solenoid valve
or DC power failure. The red PASS OXYGEN ON light illuminates
when the solenoid valve energizes. The light is tested by depressing
the lens.
The direct reading oxygen cylinder pressure gage is on the control
panel. A therapeutic shutoff valve on the right console provides a
direct supply of oxygen from the pressure reducer to a therapeutic
oxygen outlet in the passenger cabin.
A pressure reducer lowers the oxygen pressure from the cylinder to
65 to 95 PSIG for the crew. As altitude increases, oxygen pressure
available to the passengers increases. At 45,000 ft, a maximum oxygen pressure of 26.5 PSIG is available for passenger use.
Crew Oxygen Distribution
Crew oxygen is regulated with an Eros oxygen mask/oxygen regulator. The Eros system combines an inflatable harness oxygen mask
with an oxygen regulator and microphone. The three-part Eros mask
consists of a mask, microphone, and hose assembly. A two-position
rocker switch (N/100%) controls oxygen supply to the mask. In N
SYSTEMS
REVISION 1 04/15
FOR TRAINING PURPOSES ONLY
Continued on next page
SYS
51
Westwind 1124A Training Supplement
SYSTEMS
Oxygen System
PRESSURE INDICATOR
50 TO 2000 PSI
2000
1000
CYLINDER SHUTOFF VALVE
OVERBOARD
DISCHARGE
INDICATOR
0
OXYGEN
CYLINDER
PRESSURE
0
FILLER VALVE AND
PROTECTIVE CAP
1000
2000
OXYGEN
CYLINDER
PRESSURE
PILOT'S
SHUTOFF
VALVE
OXYGEN
CYLINDER
1,800 TO
2,000 PSI
FIRST STAGE
PRESSURE
REDUCER
65 TO 95 PSI
BY-PASS
VALVE
ON
OFF
BYPASS
VALVE
SOLENOID
VALVE
OXYGEN
CYLINDER
PRESSURE
REGULATOR
PILOT
OXYGEN
CONTROL
ON
COPILOT
OXYGEN
CONTROL
THERAPEUTIC
OXYGEN
1
ALTITUDE CONTROLLED
REGULATOR
ON
AUTO
OFF
R
PASS
OXYGEN
ON
PASSENGER OXYGEN CONTROL PANEL
THERAPEUTIC
OXYGEN
PILOT
MASK
COPILOT
MASK
TO PASSENGER
MASKS WITHOUT
THERAPEUTIC
FLOW VALVE
SURGE VALVE
NO. 2 DIST BUS
OVERHEAD PANEL
OXYGEN
CONTROL
ALTITUDE
PRESSURE
SWITCH
13,500 FT.
PURITAN OXYGEN
SYSTEM ONLY
SUPPLY
SWITCH
OFF
1
ON
AUTO
HIGH PRESSURE OXYGEN
REDUCED PRESSURE OXYGEN
ALTITUDE-CONTROLLED PRESSURE OXYGEN
SYS
52
FOR TRAINING PURPOSES ONLY
REVISION 1 04/15
SYSTEMS
Westwind 1124A Training Supplement
ANNUNCIATOR GUIDE
Annunciator Panel
Westwind 1124A advisory lights (annunciators) are designed to provide an easily interpreted representation of
abnormal and emergency conditions. When any light illuminates, check appropriate switches and circuit breakers to
ensure illumination is valid.
ALT BOOST
PUMP ON
CABIN
ABOVE 10,000
ALT BOOST
PUMP ON
FUEL CONTROLLER
MANUAL MODE
FUEL
LEVEL LOW
FUEL CONTROLLER
MANUAL MODE
FUEL
PRESS LOW
FLAPS
UNBALANCED
FUEL
PRESS LOW
#1 AC BUS
FAILED
ENG
OIL PRESS LOW
EMER AIR
TEMP HIGH
ENG
OIL PRESS LOW
#2 AC BUS
FAILED
BLEED AIR
LEAK
BLEED LINE
OVERPRESS
BLEED AIR
LEAK
BATT
OVERHEAT
SURFACE
DE-ICING
BATT
OVERHEAT
BATT OFF
CABIN
DOOR
GEN OFF
#1 AC BUS
FAILED
#1 DISTR BUS
FEEDER OPEN
M. BAGG
DOOR
R. BAGG
DOOR
INVTR
BLOWER FAILED
SB
EXT
LD
EXT
HYD
PRESS LOW
#1 PITOT HEAT
OFF *
BATT OFF
GEN OFF
#2 AC BUS
FAILED
AOA HEAT
OFF *
M. BAGG
DOOR
R. BAGG
DOOR
BATT OFF
#2 DISTR BUS
FEEDER OPEN
HYD
PRESS LOW
AOA HEAT
OFF *
ALT BOOST
PUMP ON
#2 PITOT HEAT
OFF *
BATT
OVERHEAT
BLEED AIR
LEAK
Static inverter failure (no. 1)
Static inverter failure (no. 2)
Main boost pump failure
On ground—no failure; In flight—discontinuity
in power line
Fwd or aft baggage compartment door is not
locked or microswitch has failed
Battery disconnect or battery master switch is
OFF
Battery temperature exceeds 140°
Leak or rupture in bleed air duct system
Continued on next page
ANNUNCIATOR GUIDE REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
ANN
1
Westwind 1124A Training Supplement
ANNUNCIATOR GUIDE
BLEED LINE
OVERPRESS
CABIN
ABOVE 10,000
Excessive pressure or temperature downstream of either bleed air switching valve
FUEL
PRESS LOW
Insufficient cabin pressure
GEN OFF
CABIN
DOOR
Cabin door is not locked or microswitch has
failed
HYD
PRESS LOW
#1 DISTR BUS
FEEDER OPEN
One or more of 3 aft distribution bus feeder
circuit breakers are open
INVTR
BLOWER FAILED
#2 DISTR BUS
FEEDER OPEN
EMER AIR
TEMP HIGH
ENG
OIL PRESS LOW
FLAPS
UNBALANCED
FUEL CONTROLLER
MANUAL MODE
FUEL
LEVEL LOW
Excessive duct-air temperature with CABIN
AIR selector in EMER
Oil system failure
SB
EXT
LD
EXT
#1 PITOT HEAT
OFF *
If steady ON, main and alternate boost
pumps have failed on respective side
Generator failure or generator is off line
Hydraulic pump or system failure
Blower malfunction (during ground operation);
right main oleo switch (during flight)
Speed brakes/lift dumpers extended; LD not
locked down
On ground—no failure; In flight—discontinuity in
power line
#2 PITOT HEAT
OFF *
Asymmetry between L and R flaps is 4° to 7°
SURFACE
DE-ICING
Pressure regulator malfunction (overpressure)
or not enough suction
Electronic fuel control system failure (computer is in manual mode)
Low fuel quantity in left or right fuel tank
* AFC 1120 (S/N 295 & subs)
ANNUNCIATOR GUIDE REVISION ORIGINAL 12/13
FOR TRAINING PURPOSES ONLY
ANN
2