Specifications

SECTION II
AIRPLANE AND SYSTEMS
MODEL 560
After deployment, power may be increased by moving the thrust reverser throttle levers aft for
maximum reverse thrust. For convenience, STOPS have been installed on the thrust reverser levers and
are set to provide 71.4% (N
1
) on a -18°C day at sea level. These stops will allow the pilot to keep his
attention on the landing rollout instead of diverting his attention to the reverser power settings. Below a
temperature of -18°C the pilot must limit reverse thrust to 68.3% fan speed (N
1
) RPM. Maximum power
available with the thrust levers at the stops varies with temperature. At warmer temperatures, the reverse
thrust stops will, as set at the factory, result in lower than 71.4% N
1
. The stops may be reset, but 71.4%
N
1
may not be exceeded.
For increased aerodynamic drag on landing roll, it is suggested that the thrust reversers remain in the
deployed idle reverse power position after maximum reverse thrust power has been terminated at 60 KIAS
unless loose pavement, dirt or gravel is present on the runway. Idle reverse thrust is capable of causing
ingestion of small grit at very low ground speed.
To stow the thrust reversers, move the reverse thrust lever through the idle reverse detent to the stow
position. This actuates a switch in the pedestal which moves the thrust reverser control valve to the stow
position. Hydraulic pressure is directed by the valve to the two actuators in the reverser which move the
thrust reverser doors to the stowed position. Initial movement of the linkage toward the stowed position
deactivates the deploy switch extinguishing the DEPLOY light. As each actuator moves to the fully stowed
and locked position, they deactivate a thrust reverser unlocked switch. When both switches in a reverser
have been deactivated, the UNLOCKED light is extinguished, the airplane hydraulic system is depressurized
and the affected thrust reverser isolation valve closes. This extinguishes the ARM light as the pressure in
the line downstream of the isolation valve drops.
The thrust reversers are not to be used during touch and go landings. A full stop landing must be
made once reverse thrust has been selected. Less distance is required to stop, even on a slick runway,
once the reversers have been deployed, than is required to restow the reversers and takeoff.
Landings with a crosswind component of 20 knots at 30 feet above runway were demonstrated.
Adequate control of the airplane was maintained during and after thrust reverser deployment. Single-engine
reversing has been demonstrated during normal landings and is easily controllable.
EMERGENCY STOW OPERATION
An emergency stow switch for each thrust reverser is located on the cockpit glare shield and will
provide the same stow sequence (using the alternate 28 Volt thrust reverser power source) as the thrust
reverser throttle levers, in the event of a failure of the pedestal-mounted deploy and stow switch, or of the
respective 28 volt direct current (VDC) bus.
Each emergency stow switch receives its electrical power through the opposite thrust reverser circuit
breaker. The emergency stow function can be checked on the ground by deploying the reversers normally
and then actuating each emergency stow switch. The DEPLOY and UNLOCK lights shall extinguish. The
ARM and HYD PRESS lights remain illuminated. Return the thrust reverser lever to stowed position, then
turn each emergency stow switch off. All lights shall be extinguished.
I 2-10 Configuration AA 56OMB-01