Lear 35
A few points. I normally use 1600 lbs the first hour, 1500 the second and 1300 ever hour there after. But then most of my time is in 20's so I tend to be overly conservative on fuel. I would rather arrive with more than planned than less. As for altitudes, unless it is below ISA, I flight plan the 35 for 370 or 390 initially. And if above ISA +20 I back it down a step, 350 or 370. The fans really don't like thin air. These are initial altitudes. As I get lighter, I'll climb. But if the winds are exceptionally strong, I'll take the hit on airspeed and climb higher and let my groundspeed make up the difference. But the winds really have to be strong for that to pay off.
I have gotten 5.5 hours out of a 35 and landed with 1400 pounds. So it has good range.
As for ref speed, it depends on the wing. An origianl thin wing, you did not gt slow EVER!!!. There are three different wings. On the 35 the rarest is the Mark 4, there are only a few early models that have that wing mod. I have never flown a Mark 4, so I will not comment on it. If you have a century 3 wing I would fly the approach no slower than ref + 5, inside the fence at ref. The Softflight wing, the approach no slower than ref and inside the fence at ref -5. I do tend to keep my speed about 5 knots above that except for very short fields. I have taken 25's and 35's in 3000 foot runways. And turned off at the mid point. They will do it. One thing about a Lear that is different than most bizjets is that if you can get it in, you can get it out.
The windshield, you need to keep warm. Down here in Houston, I use windshield heat from gear up until I am back on the ramp.
The 'Dutch Roll' on landing is mostly casued by the pilot. The wings do rock, but they start back so fast that when you recognize it and put in a corection, you are actually making the problem worse.
A trick on the spoilers, I crank in about 15 sec's of nose up trim before I extend them and then keep adding nose up trim until I am comfortable. And I do the reverse when I stow them.
As for FSI, I have been to Simuflie and FSI on the Lear and ICT and TUS. I much prefer Wichita. Mostly because it is a smaller facility, much friendlier and most of the instructors there have been there for years if not decades. And they really know the aircraft.
Good luck
A few points. I normally use 1600 lbs the first hour, 1500 the second and 1300 ever hour there after. But then most of my time is in 20's so I tend to be overly conservative on fuel. I would rather arrive with more than planned than less. As for altitudes, unless it is below ISA, I flight plan the 35 for 370 or 390 initially. And if above ISA +20 I back it down a step, 350 or 370. The fans really don't like thin air. These are initial altitudes. As I get lighter, I'll climb. But if the winds are exceptionally strong, I'll take the hit on airspeed and climb higher and let my groundspeed make up the difference. But the winds really have to be strong for that to pay off.
I have gotten 5.5 hours out of a 35 and landed with 1400 pounds. So it has good range.
As for ref speed, it depends on the wing. An origianl thin wing, you did not gt slow EVER!!!. There are three different wings. On the 35 the rarest is the Mark 4, there are only a few early models that have that wing mod. I have never flown a Mark 4, so I will not comment on it. If you have a century 3 wing I would fly the approach no slower than ref + 5, inside the fence at ref. The Softflight wing, the approach no slower than ref and inside the fence at ref -5. I do tend to keep my speed about 5 knots above that except for very short fields. I have taken 25's and 35's in 3000 foot runways. And turned off at the mid point. They will do it. One thing about a Lear that is different than most bizjets is that if you can get it in, you can get it out.
The windshield, you need to keep warm. Down here in Houston, I use windshield heat from gear up until I am back on the ramp.
The 'Dutch Roll' on landing is mostly casued by the pilot. The wings do rock, but they start back so fast that when you recognize it and put in a corection, you are actually making the problem worse.
A trick on the spoilers, I crank in about 15 sec's of nose up trim before I extend them and then keep adding nose up trim until I am comfortable. And I do the reverse when I stow them.
As for FSI, I have been to Simuflie and FSI on the Lear and ICT and TUS. I much prefer Wichita. Mostly because it is a smaller facility, much friendlier and most of the instructors there have been there for years if not decades. And they really know the aircraft.
Good luck
