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Program Files\WS_FTP\astra
Jack Sobelman

40-51 minutos

Study Guide
     The Westwind flies kind of like a Chevy Suburban with
bad ball joints.  It does, however, provide good range, 
compfort, reasonable speed, and better than average
runway performance.  I don't have a problem with 3,000
foot runways if the weight is right, nor do I hesitate to
cross the Pacific with the benefit of the AUX tank.  At
normal cruise, you can go 5 hours and have about a one
hour reserve at the end.  You can fly them without the
Yaw Damper, but if you do, especially in the Westind II,
you and your passengers will feel like praying to the
porcelain Buddha before very long.

 Weights / WW 2

Max Ramp Taxi  Weight 23,650 lbs

Max Takeoff Weight 23,500 lbs 

Max Landing Weight 19,000 lbs 

Max Zero Fuel Weight  16,500 lbs 

Weights / WW 1

Max Ramp Taxi  Weight 23,000 lbs

Max Takeoff Weight 22,850 lbs 

 Max Landing Weight 19,000 lbs 

Max Zero Fuel Weight  16,500 lbs 

Speeds

Vmo / Mmo WW1 360 kts / 0.765 Mach

      Auto Pilot Disengaged              / 0.710 Mach

Vmo / Mmo WW2 365 kts / 0.800 Mach

Vfe      12 Deg  250 kts 

            20 Deg  250 kts 
            40 Deg 180 kts

Vle / Vlo  180 kts 

Alternate Extension 140 kts

Vsb  Vmo / Mmo

Max Tire Groundspeed 174 kts

Va  230 kts

20,700 217 kts
19,000 204 kts
17,500 182 kts
15,000 170 kts
 13,500 

DV Window Open 250 kts

Operational Limits

Max Alt T.O. & LDG  10,000 ft 

Max Enroute Altitude 45,000 ft

Max  Alt. Flaps Extended 20,000 ft

Min Temp T.O. & LDG -40 Deg C 

Max Temperature  ISA + 35 C 

 Min  Temperature -54 C
Max Tailwind T.O/ LDG  10 kts

Max Runway Slope 2% 

Max Fuel Imbalance  800 lbs

Enroute  300 lbs
Takeoff / Landing

Load Factor Limit  + 2.8 / -1.0 G

    Flaps Up  + 2.0 /- 0.0 G
    Flaps Extended 

Avgas / Max Altitude 18,000 MSL

Max Alt / AP & YD Inop 10,000 MSL

Flaps 20 or More
Vmc & Crosswind

CROSSWIND (DEMONSTRATED) 23 KTS

                WESTWIND 2 20 KTS
                WESTWIND 1

VMCG (WESTWIND 2) 93 KTS

                FLAPS 0 AND 12 90 KTS
                FLAPS 20

VMCG (WESTWIND 1) 88 KTS

                FLAPS 12 AND 20

VMCA (WESTWIND 2) 106 KTS

                FLAPS 0 AND 12 104 KTS
                FLAPS 20

 VMCA (WESTWIND 1) 104 KTS

                FLAPS 12 AND 20
Engine Limitations
Garrett TFE 731-3B
 N1 N2 ITT Deg Time
C

Starting --- ---  907 C No Limit 

 917 C 10 Sec 
Abv Hot
927 C  Section

Takeoff  100.0% 101.0% 907 C 5

Minutes 

Max 100.0% 100.0% 885 C 30

Continuous Minutes

Max 101.5% 103.0% ------------  1

Overspeed to to minute
103.0% 105.0%   5
103.0% 105.0% Seconds
to
105.0%
START TIMES

10% N2 TO LIGHT-OFF 10 SEC MAX

LIGHT-OFF TO IDLE 50 SEC MAX

AIRSTART - FUEL FLOW TO 60% N2 25 SEC MAX

Engine Oil System Limitations

Max Oil Temp  to 30,000 ft  127 C 

                  above 30,000 ft  140 C 
Transient ( 2 Min ) 149 C

Max Oil Temp to open cap   30 C

Min Oil Temp for Start -40 C

Max oil consumption / 25 Hours  1 Quart 

 STARTING / Lightoff --> Oil Press 10 Sec

IDLE 24 - 46 PSI

TAKEOFF, CLIMB CRUISE 38 - 46 PSI

TRANSIENT 55 PSI / 3 MIN

Systems

     The ailerons and elevator and rudder on the Westwind

are manually actuated by the pilots.  The aircraft does
have an autopilot.  The ailerons and elevator may be
moved by the autopilot servos, and the rudder is
equipped with a yaw damper.
 The flight controls on the Westwind Jet are operated by
push / pull tubes and cables.  They are manually
actuated by the pilot.  They are servo controlled only
when the auto pilot is in use.  The yaw damper system
augments the displacement of the rudder, but may be
easily overpowered by the pilot.  The trim systems, flaps,
yaw damper and autopilot are electric.

Ailerons

 The ailerons are located on the aft outboard section of

each wing.   Aileron trim is provided by a DC electric
motor that moves a tab located on the aileron itself.  On
the Westwind, as with most airplanes equipped with a
tiller for nosewheel steering, the co-pilot holds the
aileron & elevator controls on the takeoff until the rudder
is effective enough for directional control on the ground. 
This usually occurs between 80 and 100 knots.  When
this speed has been reached, the co-pilot calls it out, and
the captain responds, "I have the yoke".

Elevator
 The Westwind is equipped with an elevator for pitch
control, and a moveable horizontal stabilizer for pitch
trim.  The elevator is moved manually by the pilot via
push / pull tubes and cables.  When a pitch trim
adjustment is desired, the horizontal stabilizer is moved
by one of two electric trim motors in the pitch trim
system.  The main pitch trim motor is activated by
switches on the pilot and co-pilot  control yokes.  If for
any reason the main pitch trim does not function, or runs
without input from the crew, it may be disengaged by
pressing the button on the inside right portion of the
captains control yoke.  This not only turns off the main
pitch trim, it makes the alternate trim system available
as well.  This is indicated by the illumination of a red
light on the center pedestal.  The toggle switch adjacent
to the light now controls the pitch trim.
     To test the pitch trim system, run the normal trim
from each pilots yoke.  When the  trim is running,
depress the pitch trim cutout switch on the captains
control wheel.  This should terminate any movement of
the trim system.  Now check the alternate pitch trim by
moving the alternate pitch trim switch.  Press the red
lighted button that is next to the alternate pitch trim
switch.  This will restore normal pitch trim operation. 
Verify that the main pitch trim operates again, and set it
to the takeoff position.  NEVER test any alternate or
emergency trim system to the limit of its travel. 
Alternate trim systems usually don't have electrical limit
switches.  The system may jam, cost lots of money to
fix, and the owner will be quite pissed off and you may
not be invited to fly that plane again.

Rudder

 The rudder is actuated by tubes and cables via the

rudder pedals on the cockpit floor.  The pedals are
adjustable forward and aft with a hand crank  on the
lower forward panel in front of each pilot.  The yaw
damper may be turned on after takeoff to enhance the
yaw stability of the aircraft.  The yaw damper provides
the most noticeable improvement in the ride when flying
in rough air.

Flaps

 The flaps on the Westwind are operated by a 1.55

horsepower electric drive motor.  The motor is powered
by the battery bus.  The control circuit is on the # 1 DC
Distribution Bus.  Flaps may be positioned UP, 12 deg, 20
deg at 250 Kts, and 40 deg at 180 Kts.  The drive motor
turns flex cables that operate jackscrews, thus extending
or retracting the flaps.  A flap asymmetry protection
system compares the left and right flap positions.  When
a difference of 6.5 to 10 degrees exists, the flaps will
stop moving.  They are to be left in that position until
repaired by maintenance.
     The flap asymmetry protection system may be
checked by placing the flap unbalance switch to the left
or right position while the flaps are in motion.  The flaps
should stop until the switch is released, then continue to
the selected position.  If the flap asymmetry system
activates during flap operation, return the flap selector to
the last setting and land with whatever flap setting you
have.  Add 15 knots to Vref for flaps up, 10 knots for
flaps 10, and 5 knots for flaps 20 degrees.

Speedbrakes

 The speedbrakes consist of single vented panels

located on the top of each wing.  They have the vents in
them to minimize buffeting.  The speedbrakes are
hydraulically actuated and electrically controlled.  There
are no flight manual restrictions as to their use.  They
are deployed via a switch in the cockpit.   Speedbrakes
on the Westwind are fully extended, or retracted.  They
deploy when selected, and whenever the lift dump
system is used.

Lift Dump

     The lift dump system consists of large inboard

spoilers on the upper surface of the wing roots, and the
speedbrakes.  In order for the lift dump system to deploy,
both main gear squat switches must indicate that the
aircraft is on the ground, both throttles must be at idle,
and lift dump must be selected via the lift dump switch. 
Like the speedbrakes, the lift dump system is
hydraulically actuated and electrically controlled.  Do not
attempt to operate or even arm the lift dump system in
flight.  Worst case, it will cause a crash, and in any case,
the other pilot may want do demonstrate the proper use
of the crash ax on your head.

Landing Gear

 The landing gear is hydraulically actuated and

mechanically controlled.  The only electrical items
related to the gear are the gear indication, warning, squat
switch functions, and anti-skid.  With loss of electrical
power, the gear may be extended normally, but will not
retract because of the down lock solenoid.  If you are
unfortunate enough to have a hydraulic failure, the gear
may free fall to the extended position if the fluid trapped
in the uplocks leaks out.  Prior to a long over water flight,
some operators check the uplocks by jacking the
airplane, retracting the gear, bleeding off the hydraulic
pressure, and letting the aircraft sit for two or three
hours to see if the uplocks hold.  Israeli Aircraft makes
fine airplanes, however, there are a few things that
indicate some level of brain damage in one or more
members of their design team.  This is one of them.  The
range and speed of the airplane is somewhat more
limited with the gear down.

Brakes

 The normal braking system requires main system

hydraulic pressure.  If electrical power is lost, brakes will
work, however,  the anti-skid system will be inop, as it
requires electrical power.
     The emergency braking system uses an electric
hydraulic pump to actuate the aft pads pucks only.  If the
main hydraulic system fails, the emergency brake
system will stop the airplane.  The emergency brakes
need not be selected.  When the main hydraulic system
loses pressure, the brake pedals will feel soft and will
deflect to a much greater angle.  Depressing the brake
pedals to this increased angle activates the emergency
brakes.  The emergency hydraulic pump is activated
whenever the gear is not on the uplocks.  A pressure
switch turns the pump on and off to regulate the
pressure from 750 to 1100 psi.  Emergency brakes are
not available without electric power.

Thrust Reverse

 The thrust reversers are electrically controlled and

hydraulically actuated.  They will not function without
electrical power.  They are actuated by the main
hydraulic system, or in the event that it fails, their own
accumulator.  If main hydraulic pressure is lost, and the
hydraulic low pressure light on the thrust reverser panel
is not illuminated, the accumulator is charged and you
should get at least one cycle of thrust reverse.  The
reversers are locked in the stowed position by a locking
pin.  When reverse is selected, the locking pin is
retracted by the "BAS".  BAS stands for Big Ass
Solenoid.  The BAS is overriding a very powerful spring,
and gets real hot real quick.  This is why reverse thrust is
limited to 1 minute at a time.  It does not take more than
that to stop the airplane with reverse alone.

Fuel Tanks

 The fuel system on the Westwind Jet is fairly simple. 

Fuel is stored in the fuselage, wings, and wing tip tanks. 
Fuel is pumped from the left and right fuselage tanks to
their respective engines.  The fuselage tanks are
connected by two interconnect manifolds and valves. 
The valves are DC operated via a single rotating switch
in the center of the lower overhead panel.  When the
valves are open, fuel may flow freely between the left
and right fuselage tanks.  There is no way to pump fuel
from one side to the other.  Gravity is the only help here.

 The fuselage tanks are gravity fed from the wing tanks. 
The pilot has no control of this, as there are no valves
between the wings and fuselage.  The wing tanks are
replenished by the tip tanks.  First half of the tip tank fuel
gravity feeds into the wings.  The remaining fuel is
pumped from the tips to the wings via jet pumps.  This
fuel transfer may be selected by the crew, or set to
"Auto".  In any case, if the transfer has not occurred by
the time 6600 Lbs of fuel remain, place the switch in
transfer, and verify that the transfer is taking place. 
Landing with fuel in the tips is prohibited.

FUEL CAPACITY

WESTWIND 2

TANK US GAL LBS

FUSELAGE 505.0 3,384

LEFT WING 294.5 1,973

RIGHT WING 294.5 1,973

LEFT TIP 115.0   770

RIGHT TIP 115.0   770

AUXILIARY 100.0   670

TOTAL 1,424.0 9,540

WESTWIND 1

TANK US GAL LBS

FUSELAGE  505.0 3,384

LEFT WING  282.5 1,893

RIGHT WING  282.5 1,893

LEFT TIP 115.0    770

RIGHT TIP 115.0    770

TOTAL 1,300.0 8,710

AUX OPTIONAL 100.0    670

TOTAL 1,400.0 9,380

Fuel Pumps

 The Westwind Jet has two electric boost pumps in each

fuselage tank, a controllable jet pump in each tip tank,
and a jet pump in the lower forward section of each
fuselage tank.  Each engine is equipped with a high
pressure engine driven fuel pump.  If this puppy does not
work, find a hotel because you're stuck!

Main Fuel Pumps

 The main fuel pumps are 28 Volt DC Electric.  The left

main pump is powered by the #2 or Right Main DC Bus,
and the right main pump is powered by the #1 or Left
Main DC Bus.  They should be operated from just prior to
engine start, until the engine has spooled down to below
10% N2 RPM on shutdown.  If the fuel pressure drops to
below 7 PSI, indicating failure of the main fuel boost
pump, the alternate boost pump will come on.  The
alternate and main pumps are powered from different
electrical busses, so loss of one bus will not disable both
boost pumps on the same side.

 Alternate pumps must be on before selecting main

pumps.  Selecting main pumps first will result in the
alternate pump turning on when the main is selected. 
The only way to get a main pump on line without the
alternate pump operating first is to pull the "Alternate
Boost Pump" circuit breaker.  The pressure switch is then
disabled because it is on the same circuit breaker as the
alternate pump itself.

Alternate Fuel Pumps

 The alternate fuel pumps are also 28 Volt DC Electric.

The left alternate pump is powered by the #1 or Left
Main DC Bus, and the right alternate pump is powered by
the #2 or Right Main DC Bus.  They are selected just
prior to engine start.  The alternate boost pumps must
be on prior to selecting the main pumps, as the 7 PSI
fuel pressure switches will turn on the "Alternate" if the
main pumps are selected first.  When the main pumps
are turned on when no pressure exists in the fuel system,
the pressure switches turn on the alternate pump prior to
the main pumps having enough time to build up the fuel
pressure.

Jet Pumps

 The jet pumps get their power from the boost pumps. 
The jet pumps in the fuselage tank are for the purpose of
keeping the electric fuel pumps supplied with fuel during
nose down attitudes when the fuel level is low.  These
pumps are on whenever the boost pumps are operating. 
The jet pumps in the tip tanks perform two functions. 
They transfer fuel form the wing tips into the wings. 
They are also used to dump fuel if necessary.

Normal Operation

 Prior to engine start, the fuel pump switches are set to

"Main".  This will cause the alternate pumps to come on,
as indicated by their amber annunciator lights. 
"Alternate" is then selected.  After the engines are
started, the boost pumps are then selected to "Main". 
The switch must be moved quickly from alternate to
main through the off position, or the 7 PSI pressure
switch will put you right back into alternate.  If this
happens, you may say a bad word.

 The "Fuel Transfer Switch" controls the transfer of the

tip tank fuel into the wings.  It should be placed to Open,
Closed, then to "Auto".  This verifies the operation of the
jet pump valves in the fuel transfer system.  This should
cause the fuel to transfer from the tips to the wings at
the proper time.  If the fuel transfer has not begun by the
time the fuel quantity is down to 6600 Lbs, the pilot
should place the transfer switch to the open position. 
Once the transfer is complete, the switch should be
placed in the "Close" position.

Fuel Additive

 There are no required fuel additives for the Westwind. 

The inside of the fuel system is coated with a substance
called Bunna N.  It is non nutrient and does not allow the
fungus to grow upon it.  The fuel icing issue is resolved
through the use of fuel heaters.  There operation is
entirely automatic.  It is not required, but nonetheless a
good idea to add Prist once every third or fourth fueling
to keep the water from accumulating in the fuel.
Refueling

 There are two ways to refuel the Westwind.  Single point

refueling is the preferred method.  If this is not available,
the aircraft may be fueled through two fuel caps located
on the top of the fuselage.  Manual refueling valves are
located between the wings and the wing tip tanks. 
These valves are opened by pulling down on the metal
rods protruding from under the wing, where it is joined to
the tip.    When the valves are open, fuel may flow from
the wing into the tip.  When the valve is closed (UP) the
fuel may flow only from the tip to the wing.  These valves
must always be closed prior to flight, otherwise a serious
fuel imbalance may result.  Maximum pressure for single
point refueling is 55 PSI.

Fuel Dump

 When it is necessary to dump fuel, verify that a fuel

pump is operating on each side, then depress the fuel
dump switches on the overhead panel.  This will open
the fuel dump valves in the bottom of the tip tanks.  It
also activates the tip tank jet pumps to boost the fuel
dump.  After the tip tanks are empty, the motive flow fuel
that was powering the jet pump is pumped overboard
through the fuel dump valve.  If both the main and
alternate pump on one side are inop, open the
interconnect valve to prevent a fuel imbalance.  If no
other pilot action is taken and the system works properly,
the dump should terminate at 950 pounds per side, or
about 1900 lbs total.
     If you are going to dump a bunch of fuel, do not do it
in a holding pattern, as you may fly back through the fuel
vapor.  This can cause you engines to do strange things,
from overtemp to a flameout.  Notify ATC so another
airplane does not fly through your vaporized fuel.

 The Westwind Jet is equipped with a single hydraulic

system.  Skydrol is the type of fluid used.  Two engine
driven hydraulic pumps power the system.  An electric
hydraulic pump is available for emergency braking, and
to set the parking brake.  The pressure gauge for the
emergency system is direct reading, thus requires no
electrical power.  If you can remember only one thing
about this airplane, PARKING BRAKE DOES NOT HOLD
IF ANTI-SKID SYSTEM IS ON!  If you don't remember
this, the airplane will remind you by running into
something!

Hydraulic Systems

Main  Emergency 

Nosewheel Steering  Emergency Brakes

 Landing Gear   Parking Brake 

Normal Braking

Speedbrakes 

Thrust Reversers 
     The main system can operate on one engine driven
hydraulic pump.  If for any reason, the main system is
inop, you have the following ways to deal with this
tragedy:

System Alternate Procedure

Nosewheel Steering Differential Brakes

Landing Gear  Blow Down Bottle 

Normal Brakes Emergency Brakes 

(No Anti-Skid)

Speedbrakes   Inop - Plan Ahead 

Thrust Reversers  Accumulator 

     If the hydraulic pump on a failed engine is still good, a
windmilling engine will provide some hydraulic pressure. 
Motoring of a failed engine may provide some hydraulic
pressure for normal braking.  If you have a main
hydraulic system failure, don't be a hero.  Stop the
airplane, exit the runway only if it is safe to do so, and
call for a tow.

Normal Operation

     Do not forget to bleed the thrust reverser accumulator

pressure prior to checking the fluid quantity.  If you fail to
bleed the accumulator, you will over fill the system, and
get a reminder that skydrol is an effective paint remover. 
If you are going to add fluid, bleed off the reservoir head
pressure so you don't get a face full of hydraulic fluid
when you remove the cap.  If you donut think this is
important, look at what happened to Michael Jackson!

 Turn the battery switch on, let the emergency hydraulic

pump pressurize its system, and set the parking brake. 
During the first engine start, rest your feet on the brake
pedals and feel the main hydraulic system pressure
come up.  Another way to determine that the hydraulic
system pressure is up is to watch the thrust reverser low
pressure annunciator light.  It will go out when the main
system charges the thrust reverser accumulator.  Check
the hydraulic pressure gauge.   It will indicate properly
only when an inverter is on, because it is AC Powered. 
The pressure gauge for the emergency hydraulic system
is direct reading, and requires no electrical power unless
it is dark and you need a flashlight.  A match may work in
an emergency.  Use the fire extinguisher located in the
cockpit if things get out of hand.

Nosewheel Steering

 The nose wheel steering is controlled with a wheel type

tiller located on the left side panel of the cockpit.  It will
work any time there is hydraulic pressure in the main
system and the nose gear is down.  You will find it fairly
touchy to operate.  Go easy at high speeds.  On the
preflight, you did hook up the nose steering, didn't you? 
If not, the nose wheel may not come down when
requested, or it may come down with the wheels facing
other than straight ahead.  In this case, you have a real
problem.  If there is any doubt, get out and check it
before you inadvertently sign up for a potentially wild
and dangerous ride, and an interesting interlude with the
Feds after your release from the local emergency room!
     During the takeoff roll, start using the rudder early. 
Use the nose steering to fulfill any steering needs that
the rudder won't handle.  Doing this will really smooth
out the ride.    Ride through one takeoff in the back of the
airplane if you can.  This will show you that the people in
the back don't get the sensation of radical movement
that you experience in the cockpit when the steering is in
use.   When you reach between 80 and 90 knots, the
rudder should be sufficient.  If this is so, the Captain
places his (her if female, their if multiple personality or
Siamese twins) left hand on the control yoke.  At V1, the
right hand leaves the thrust levers and finds a new home
on the yoke as well.  Do not play with the tiller in flight.
     On the landing roll, the copilot takes the yoke at 80 to
90 knots.  Roll corrections that were in place are
maintained or adjusted as appropriate.  The Captain
then rests his hand on the tiller, and steers with the
rudder until the rudder is no longer effective.  Then the
tiller is used for the remainder of the landing roll and
taxi.

Brakes

     The brakes on the Westwind are hydraulic.  Normal

brakes use pressure from the main hydraulic system. 
This pressure is used to operate forward and aft calipers
for each wheel.  Brake pressure is modulated with the
brake pedals.  Anti skid protection is provided by an
electrical anti skid system.  This system is good, but
does not like to share the stage with the parking brake. 
If the parking brake is set, and the anti skid is on, or is
turned on, the brakes get very unhappy and give up.  Yes,
the anti skid thinks the wheels are locked, because they
are, and releases brake pressure.  This can be a real pain
in the ass if you forget at the wrong time.

Landing Gear

     The landing gear is hydraulic.  What a surprise!  It is

powered by the main hydraulic system.  The normal
extension and retraction of the gear is not dependent
upon electrical power, as in many aircraft.  The gear
handle on the Westwind actually moves a hydraulic valve
that operates the gear.  Indication and anti-skid
protection is all that is lost if an electrical failure occurs
after the gear is retracted.  If you have an electrical
failure prior to retracting the gear, the ground safety
solenoid will not let you move the gear handle out of the
down position.  It does take electrical power to override
this.  The most likely use for the override would be the
failure of a squat switch followed by an engine failure
after V1, but prior to gear retraction, as leaving the gear
down would result in a substantial loss of climb
performance.
     Alternate extension of the gear is done by placing the
gear handle in the down position, unlatching the
emergency gear handle and rotating it 90 degrees aft,
and pulling it up to discharge the nitrogen into the down
side of the forward main landing gear actuators.  The
nose wheel is extended by a bunge.
     If the main hydraulic system is not providing pressure
to the brakes, the brake pedals can be depressed farther
by the pilot's feet.  This activates the emergency braking
system.  The emergency brake system takes fluid from a
standpipe in the main hydraulic system reservoir.  An
electric hydraulic pump supplies brake pressure to the
aft brake calipers only.  There is no anti skid protection
when using the emergency brake system.   The
emergency brake system is what you use to set the
parking brake prior to starting engines, as you most
likely will not have main system hydraulic pressure until
one of your engines is started.

Speedbrakes

     The speedbrakes and lift dump system are

hydraulically powered and electrically controlled.  The
speed brakes have no restrictions on their use.  They
may be extended with the speedbrake switch whenever
you have electrical and hydraulic power available.  The
lift dump system consists of the speedbrakes and
another panel on the inboard section of each wing.  The
lift dump system is allowed only on the ground during
landing roll. In order to operate, both main gear squat
switches must be compressed, both thrust levers must
be at idle, and the lift dump switch must be placed in the
lift dump position.  The lift dump system deploys the
speedbrakes and the inboard lift dump panels.

Thrust Reverse

     The thrust reversers are hydraulically actuated and

electrically controlled.  The must be armed with switches
beneath the thrust levers, and will then deploy when the
reverse levers are moved upward and back by the pilot. 
Limit the use of reverse thrust to one minute.  This is
because a large solenoid must retract the thrust reverser
locking pins.  This solenoid draws lots of power and will
overheat if used for more than one minute at a time. 
You are limited to idle power in thrust reverse below 70
knots.  The thrust reversers require main system
hydraulic pressure, and electrical to operate.  They have
their own accumulator that will deploy them once after
the failure of the main hydraulic system.

HYDRAULIC SYSTEM LIMITATIONS

MAX PRESSURE 2,200 PSI 

MIN PRESSURE 1,400 PSI 

MAX EMERGENCY PRESSURE 1,300 PSI 

MIN EMERGENCY PRESSURE   750 PSI

Westwind Electrical System

     The electrical system on the Westwind Jet consists of
two batteries, two generators, and a system of electrical
busses.  Engine starting may be performed using the
aircraft batteries, or an external power unit.
    The starter generators on the Westwind are powered
by 28 Volt DC when an external power unit is used. 
During a battery start, the batteries are connected in
series, providing 48 Volt DC for engine start. When using
an external power source, start one engine only,
disconnect the external source, and start the other
engine with the aircraft batteries.  During the second
engine start, the operating generator powers some of
the aircraft's busses, but does not assist, or "cross
generator start" the other engine.  The second engine is
started with the batteries in series, the same as the first. 
It does not matter which engine you start first.  The right
engine is the norm, as the entry door is on the left side.
     The left and right main DC Busses are located in the
fuselage aft of the passenger compartment.   Three
feeder lines connect each main bus to its respective
distribution bus in the cockpit.  These feeder lines have
circuit breakers on each end.  A remote 50 amp CB is
located adjacent to the main DC Bus, and a 35 amp CB is
in the cockpit.  A distribution bus tie breaker is can
connect the left and right distribution busses if all three
feeder lines are disabled on one side.  This "Distribution
Bus Tie" is normally pulled.  It is "set", or pushed in only
in the event one of the main busses is not powering it's
respective distribution bus.

     The main busses power fuel boost pumps, inverters,

windshield, and baggage heat.  The distribution busses
power most of the other items on the aircraft.  The flap
motor is powered by the battery bus, and flap control is
on the #1 DC distribution bus.

 The loss of one main bus will not result in the loss of
both fuel boost pumps on one side.  The loss of one
generator will cause the load shedding of the baggage
heat, the respective windshield heat, and the loss of
some other minor items.  The windshield heat may be
reactivated by placing the battery switch to the "Override
Load Reduct" position.  This works ONLY if both
batteries are connected.  This would normally be the
case unless one of the batteries overheated and was
disconnected by the crew.

 The generator control units on the Westwind

incorporate a feature that is common to many other
aircraft.  The voltage is regulated to 27 Volts DC for the
first 2 minutes after the first engine is started.  This is to
reduce the likelihood of a battery overheat, as it reduces
the initial charging rate.  After two minutes, the voltage
returns to 28.5 Volts, which can be confirmed by the
increase in voltage, and the rise in amps on the
generator load meter.

Voltage 28.5  Volt

Generators 300 Amps 

Batteries  24 Volt / 23 Amp Hour 

     The Westwind is certified for flight into known or
forecast icing conditions.  The engines are anti iced by
bleed air.  The bleed air heats the nacelle lip and stators. 
If the engines are equipped with the old "Bullet Nose"
spinners, they are also heated with bleed air.  The P2/T2
probe is heated electrically.  The conical spinners do not
require heat due to their shape.  Turn on the ignition prior
to turning on engine anti ice, and leave it on until after
the engine anti ice is turned off.  Do no operate the
engine anti ice on the ground for more than 10 sec if the
ambient temperature is more than 40 deg F.
    The pitot / static system is electrically heated.  On the
older airplanes you have an ON / OFF switch, and on the
newer ones, a switch with OVERIDE, AUTO, and OFF. 
Override is "ON", "AUTO" is on whenever the nosewheel
strut is extended, and "OFF" is off.
    The windshields are heated electrically.  The High and
Low settings are merely different temperature settings
for the thermostats that control the windshield
temperature.  With loss of one generator, the respective
windshield heat will be load shed, along with the
baggage heat.  As long as both batteries are online,
windshield heat may be restored by placing the battery
switch to the "Override Load Reduct" position.
    The forward baggage compartment is electrically
heated, unless the extended range fuel tank is installed. 
It is controlled with a switch in the cockpit.  The switch
has three positions, OFF, ON and Test.  When you turn
the baggage heat ON, the heating elements come on
only if the temperature is cold enough to require heat.  If
you do not see a rise in amps on the generator when
turning on the baggage heat, select "TEST", and you will
see an increase in amps, indicating operation of the
heating elements.  The "TEST" position overrides the
thermostat and powers the heating elements regardless
of the temperature.
    The wings and tail of the Westwind are equipped with
De-Ice boots.  When a quarter to a half an inch of ice has
formed, cycle the boots and remove it.  Do not cycle the
boots during takeoff and landing, or when performing
intentional stalls.  Also, if you want to cycle the boots
once in a while to check them, do it when the wing and
tail are nice and warm as it is easier on the boots that
way.

     The Westwind is heated, cooled, and pressurized by

engine bleed air.  Bleed air is extracted from both
engines.   LP and HP bleed air is supplied to the "Bleed
Switching Valve" or BSV.  The BSV modulates or mixes
the low and high pressure air in order to provide between
18.5 and 27 PSI bleed air to the environmental system.

     The air travels through the "ACM" or air cycle

machine.  This consists of a heat exchanger, a
compressor, another heat exchanger, an expansion
turbine. A temperature control valve may be opened or
closed to regulate the amount of air that goes through
the ACM, and the amount that goes around it.  Since the
bleed air is hot, and it was not cooled by going through
the air cycle machine, the cabin temp will increase.  If for
some reason the normal mode of heating & air-
conditioning is not available, emergency bleed air may
be provided for pressurization from the right engine's LP
compressor section.  This air will be hot; kind of like
riding in a black station wagon in the Arizona desert in
the summer.  It won't kill you but it ain’t much fun.

     The cabin temperature control valve is positioned

electrically.   Both manual, and automatic temp control
require electrical power.  Manual allows the "Cold / Hot"
switch to move the valve to the desired position.  "Auto"
on a Westwind positions the temperature control valve in
accordance with instructions from a thermostat.  The
auto system works about as well as Jane Fonda as a
goodwill ambassador to the VFW.  I suggest you use
manual temp control.

    The Westwind is equipped with an oxygen system. 

The oxygen valve must be turned on and the system
checked prior to flight.  If the system pressure reaches
zero, it must be inspected, cleaned, and serviced by an
appropriate repair facility.
GROUND PRESSURIZATION CONTROL
 The "Ground Pressure Control switch causes the
outflow valves to migrate slowly to the closed position to
smooth out the pressure spike that results when the
bleed air switch is placed from "Ram" to "Normal" after
liftoff.  You may elect to takeoff with the bleed air on if
you are not performance limited.  Bleed air on has the
same effect on the aircraft's performance as an
additional 300 Lbs of weight.  If you make a bleeds off
takeoff, and turn the bleeds on right after liftoff, the
transition usually not a problem.

   Pay attention to this light if it illuminates other than

during the test of the annunciator pannel.  This
malfunction can hurt you if you don't deal with it
properly.

 The Westwind has two bleed air leak lights.  One for the
left, and one for the right.  These lights tell you that hot
bleed air is going somewhere that it does not belong. 
The first step to deal with this light is to select 
"Emergency" with the bleed air selector switch.  This
closes both bleed switching valves, and opens the
emergency pressurization valve, supplying hot bleed air
from the right LP compressor section to pressurize the
cabin.  To regulate the temperature, adjust the throttle as
flight conditions permit.

 If the bleed air leak light goes out, this tells you that you
can control the problem with the valves.  The checklist
will guide you through the process of selecting left an
right bleed sources to isolate the problem and possibly
restore normal air conditioning with one bleed source.
     If the bleed air leak light does not go out, you may
have a leak that can't be controlled with the valves.  This
could mean that the leak is between the engine and the
bleed switching valve, or that the bleed air valve will not
close.  In this case, you must retard the thrust levers one
at a time, and possibly shut down one of the engines. 
This could be a real bugger if you are somewhere
between the west coast and the Hawaiian Islands.

 If it is necessary to operate the pressurization system in

the emergency mode, you may get an "Emergency Air
Temp Hi" light.  If this occurs, retard the right thrust lever
to the extent necessary to extinguish the light.

AIR CONDITIONING SMOKE

 If you should happen to experience air conditioning

smoke, you should first don your oxygen mask and
smoke goggles, then, if necessary, raise the cabin
altitude to the extent necessary for visibility.  Deploy the
passenger oxygen masks if necessary.  Now you may
attempt to isolate the source of the smoke as follows:

1)   Bleed air switch to left engine:

      Smoke stops, Leave in Left Engine.
      Smoke continues, Perform step  # 2

2)  Bleed air switch to right engine:

      Smoke stops, Leave in right Engine.
      Smoke continues, Perform step  # 3

3)  Bleed air switch to Emergency:

     Smoke stops, Leave in Emergency and Land.
     Smoke continues, Depressurize cabin.  When
     cabin differential = 0, bleed air switch to "Ram".
 The engines and the ACM are the most likely sources of
air conditioning smoke, as they contain oil.  The above
mentioned procedure should prevent any additional
smoke from entering the cabin.

    Here are some basic flight profiles that I have used
over the years.  They are not the only way to fly the
airplane, but have worked for me since I started giving
training and checkrides in biz jets  little over 20 years
ago.  In the event of a difference between this and the
Aircraft Flight Manual, the flight manual is the document
to follow.

Steep Turns

1.  Enter at 250 KTS indicated AIRSPEED.

2.  Bank aircraft 45 deg.  As you pass 30 deg of bank,
pitch up 2 deg.  Add power to maintain AIRSPEED.
3.  Lead roll out by 15 deg.  Passing 30 deg bank, pitch
down 2 deg  to maintain  altitude.
4.  Maintain 250 KTS and assigned heading.

Stall - Cruise Configuration

1.    Compute Vref & set AIRSPEED bugs.

2.    Maintain assigned altitude and set power to Idle.
3.    Trim for level flight until passing 150 KTS.  Maintain
altitude with necessary back pressure.
4.    At first indication of a stall,  throttles to " MAX
POWER "
5.    Call " MAX  POWER Flaps 12 deg.
6     Reduce pitch ONLY to the extent necessary to
eliminate symptoms of the stall.
7.    Reestablish assigned altitude.
8.    At Vref + 15 KTS, call " Flaps Up, After Takeoff
Checklist.  "
9.    Maintain AIRSPEED and altitude as directed.

Stall - Takeoff Configuration

1.  Compute Vref, set AIRSPEED bugs & select flaps 20.
2.  Maintain assigned altitude and set power to 50% N1.
3.  Trim for level flight until passing 150 KTS.
4.  Establish 25 deg bank angle and maintain altitude
with necessary back pressure.
5.  At first indication of a stall, advance throttles & call "
MAX POWER ".
6.  Level wings and reduce pitch ONLY to the extent
necessary to eliminate symptoms of the stall.
7.  Reestablish assigned altitude.
8.  At Vref + 15 KTS, call " Flaps 12 deg, then Up, After
Takeoff Checklist.  "
9.  Maintain AIRSPEED and altitude as directed.

Stall - Landing Configuration

1.    Slow to flap speed, set 60% N1 & Set bug to Vref.
2.    Maintain assigned heading & altitude.
3.    Below 250 KTS, " Flaps 12 deg".
4.    Below 225 KTS, " Flaps 20 deg".
5.    Below 180 KTS, " Gear Down Landing Check ".
6.    Below 180 KTS, " Full flaps. " trim to Vref. Establish a
400-700 feet/min sink rate at Vref.
7.    Level off at designated altitude  W I T H O U T
increase in power
8.    Maintain altitude until  first indication of a stall.
9.    Apply MAX power lower nose only as much as
required to eliminate the stall.
       At Vref minus 10 KTS   M I N I M U M  speed, call for
" Flaps 20 deg", and increase the
       pitch attitude to 10 deg nose up at about 1 deg / sec.
10.  When VSI & Altimeter indicate positive rate of climb
call " Positive rate, Gear Up ".
11.  Establish 7.5 deg nose up attitude.
12.  At Vref + 20 KTS, Call " Flaps 12 deg, then Up, After
Takeoff Checklist ".
13.  Return to entry heading and altitude or as directed.

ILS Approach - Two Engines

1.    Intercept LOC at 140-160 KTS and Flaps 20 deg.

2.    One dot prior to intercepting Glide Slope, call " Gear
Down Landing Check ".
3.    When ON the glidepath, call " Full Flaps ".
4.    Establish Vref to Vref + 5 KTS & track LOC & GS until
Minimums.

ILS Approach - One Engine

 1.  Intercept LOC at 140-160 KTS and Flaps 12 deg.

 2.  One dot prior to intercepting Glide Slope, call " Gear
Down Landing Check ".
 3.  When ON the glidepath, call "Flaps 20 deg".
 4.  Establish Vref + 15 KTS & track LOC & GS
 5.  At 100-150 Ft AGL, Full flaps, power idle & land.

Non Precision Approach - One or Two Engines

1.    Intercept Final Approach Course at 140 KTS and

Flaps 20 deg.
2.    Crossing Final Approach Fix, call " Gear Down
Landing Check ".
3.    Descend to and maintain MDA until Field in Sight or
MAP is initiated. ( As Appropriate ).
4.    If Landing is to be made, call " Full Flaps " when
intercepting a glidepath appropriate for a
       normal landing.  For one engine INOP, Vref + 15 KTS
until 100 feet AGL, then " Full
       Flaps" so as to descend thru 50 ft AGL at Vref as in a
normal landing.

No Flap Approach

1.  Vref + 25 KTS until established on Final Approach.

2.  Vref + 15 KTS on final.
3.  Approach angle NORMAL.  A flat approach will
usually result in a longer landing roll.

Go Around or Missed Approach

1.  "Max Power", Rotate to 10 deg nose up, " Flaps 20

deg".
2.  Positive Rate of Climb, " Gear Up ", Vref + 15, " Flaps
up, After Takeoff Checklist ".
3.  Climb at 200 KTS.
4.  Engine Failure or Fire Checklist if Appropriate.

Takeoff

1.  Set V2 on Capt. Airspeed & V1 on Co-Pilots Airspeed.

2.  At 80 kts, left hand moves from tiller to Yoke.
3.  At V1, right hand moves from throttles to Yoke.
4.  Vr, Rotate to 15 deg ( 2 eng ) 12 deg ( 1 eng ).
5.  Climb at 15 deg pitch, ( 2 eng ) or V 2 ( 1 eng ).
6.  At 400 ft & V2+30 KTS, "Flaps Up After T.O. Check ".
7.  Engine Failure or Fire Checklist if Appropriate.
8.  Climb  200 KTS to 3000 AGL then 250 Kts.

Rejected Takeoff

1.  Proceed as in normal takeoff until malfunction

dictates that the takeoff be rejected.
2.  Capt. calls "Abort" (Co-Pilot may call Abort if Capt
elects to delegate that authority).
3.  Thrust levers to idle
4.  Speedbrakes extend.
5.  Wheel brakes as necessary.
6.  Thrust Reverse deploy.
7.  If another takeoff is contemplated consider brake
energy & appropriate turnaround time.

Emergency Descent

 1.    Oxygen masks on within 5 sec of cabin pressure

loss.
 2.    Check passenger oxygen masks deployed.
 3.     Select Oxygen mask microphone.
 4.    Ignition ON.
 5.    Thrust levers to idle.
 6.    Spoilers Extend.
 7.    Auto Pilot OFF.
 8.    Initiate 45 deg bank if desired.
 9.    Vmo/Mmo minus 10 kts to 14,000 or MEA as
required.
10.  Clean up & proceed to nearest suitable airport if
appropriate.

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