Specifications

SECTION II
AIRPLANE AND SYSTEMS
MODEL 560
When the speed brakes are fully retracted, the control valve closes, the hydraulic system bypass valve
opens and open center operation resumes.
Microswitches in the tailcone prevent speed brakes extension at engine power settings above
approximately 85% N
2
. If the speed brakes are extended at lower power settings and either throttle is
subsequently advanced above 85%, the speed brakes will retract and the switch will return to the
RETRACT position.
In the event of an electrical failure a speed brake safety valve (in parallel to the control valve, moves
to the open position and the speed brakes will trail. If a dual hydraulic pump failure or fluid loss should
occur with the speed brakes extended, moving the switch to RETRACT will deenergize the speed brake
control valve and the speed brakes will trail.
FLAPS
The trailing edge flaps are constructed of graphite composite laminates and consist of two segments
on each wing. Electrically controlled and hydraulically actuated, the trailing edge flaps operate through a
range of 0 to 35° of travel. A mechanical detent is installed at the T.O. (7°) and T.O. & APPR (15°-)
positions of the flaps lever. The FULL or UP flaps positions are reached by pushing down on the flaps lever
when passing through the T.O. and/or T.O. & APPR detents. Any intermediate position can be selected
throughout the range of travel. An automatic trim has been incorporated into the flap system that
mechanically drives the elevator trim tab to compensate for rapid pitch changes resulting from up or down
travel of the flaps. The automatic trim interconnect operates only between 15 and 25 degrees of flaps
travel. It should be checked before setting the flaps for takeoff, which is accomplished on the Before
Takeoff Checklist before setting the trim for takeoff.
A gear warning horn will sound any time the flaps are selected past the T.O. & APPR position with the
gear not down and locked. The horn cannot be silenced with the Horn Silence button in this condition.
CONTROL LOCK
The control lock is mechanically operated and, when engaged, locks the ailerons, elevators and rudder
in the neutral position and the throttles in the OFF position. The control lock handle, located below the
instrument panel on the left side, controls the system. When the handle is pulled straight aft to the detent,
the flight controls and throttles are locked. To release the control lock system, rotate the T-handle 45°
clockwise and push it in. With the control lock engaged, the maximum deflection of the nosewheel is
restricted to 60° either side of center. Exceeding the degree of turn will cause excessive force to be
placed on the control lock mechanism and rudder control cables. Towing the airplane with the control lock
engaged should be avoided. The controls should be neutralized and both throttles moved to the cutoff
position before engaging the lock.
STALL WARNING - STICK SHAKER
Stall warning is achieved by the use of a stick shaker mounted on the forward side of the pilot's
control column. An electric motor with rotating weights induces a vibration feel to the control column. The
pilot is alerted to impending stall by the vibration of the control column which occurs approximately 8% to
10% above the actual stall speed. Stick shaker activation will occur before stall buffet, except in the clean
configuration where they are nearly the same and either could occur first. The stick shaker is energized by
inputs from the angle-of-attack system. The test switch located on the pilot's switch panel provides a
means of checking the shaker prior to flight.
I 2-34 Configuration AA 56OMB-01