Lear 25C W/Softflite I Wing

[OPECJet]

Don't forget it burns a lot of gas..... You're going to see the low fuel light more than you like.

If you push the old GEs out of idle too quickly for T/O, you're likely to stall one. If it happens, retard the engine, and push it up slower on the second try.

They have a tendency to flame out at high altitudes and low speeds. If you climb at 250 / 306 / .76 you'll keep both running. Turning on the engine anti-ice also helps keep the lit for some reason up high. Anything below .70 and you're at risk.

Don't be afraid to turn on the air ignitors if it gets bumpy. Just remember the limitation on their use.

When descending if it doesn't start raining inside the airplane, you're not coming down quick enough.

During cruise, adjust the thrust in one percent increments to tweak your mach number.

If you're carrying high power settings for long periods of time, you may get a fire warning.

All this is from a low time Lear guy who paid attention to high time Lear guys. I could be way off on some.

 

[Rick1128]

I consistantly get over 3 hours out of 25s, you have to fly them right below 15K I set my power to 92% or 1500#/hr/eng for climb and 800#/hr/eng for level. The C model normally has -6s and you are better off with them. The -8As get a little enimic at 410 and above. For descent, I use 500#/hr/eng normally. Some aircraft you will need to pull the power back a little bit more. Look at the cabin rate of climb when you pull the power back. The JET 110 AP is a pain in the butt. They either work well or don't work at all. L3 Avionics now owns JET and is supporting the AP. They do overhaul them (Which is a requirement for the RVSM mode by Bizjet). Personally I feel it is worth the cost and effort to do so. All the Cs that I know of had the variable nose steering. Be careful as the early ones had a unit made by LearAvia. No one nows how to fix it. If you are heavy DO NOT taxi on one engine. You are putting too much strain on the steering. As these aircraft get older, you need to take more and consideration of the systems.

Where are you going to the NE from? I used to fly a 25C from Dallas to Boston and NYC all the time with no problem. If I could keep at least 370 knots GS on the trip east, I could make it back to Dallas non-stop. Remember a C has 7500 pounds of fuel.

If you are going to an airport with high humitity start warming up the windshield early. Like on climb out. It seems to slow down the rain. And it prevents tunnel vision.

The C is very different systems wise from the B. Make sure any shop you use understands that. It is a hybred bird.

The remark about living in fear is not correct. Most of that is spouted by pilots who have little or no time in Lear 20s. You have to think at least 8 miles a minute. And respect the aircraft. It demands aircraft pilots, not airplane drivers. It is not very forgiving. As for Vref, at least Vref until the runway threshold pass under the nose then you can slow down to Vref -5 in the SF1 and -10 in the others. No slower than that.

You will enjoy the aircraft if you understand the aircraft and what it can and can not do.

Have fun

 

[Gulfstream 200]

I agree.

There is no "fear" in flying the 20 series..Its an absolute blast to fly..how many civil planes can you fly and max out a 10K ft IVSI on dead legs? not many...

Many have learned on them with no problems. Just follow the rules, respect it at very high altitudes - especially when attempting to top weather. Ref+10 is a good # over the fence, but ref-5 to 10 is also fine on a small strip in calm air...its just an airplane...

Just respect it and fly it by the book.

Avoid all the "modified" procdures that get thrown around the FBO by the old "Lear Lifers" and play it conservative.

Dont be afraid to hint to ATC that you CANT go lower yet or that you CANT take delays...most of the time they understand...but if they dont...never be afraid to pull up short somewhere for fuel....

 

[OPECJet]

The Lear 24 and 25 were the first jets I flew. The captain that taught me how to fly it (as opposed to hanging on for dear life...) told me that anytime you're below 18,000 "If you're not doing something, you're behind." That's something that has stuck with me, and proved to be true with few exceptions.

I miss the 25. Can't wait to get back in one!

 

[501261]

One thing I remember about the 25C is that it wasn’t a very practical airplane, mainly since Lear didn’t increase the T/O or LND weight enen though they put 1500 more fuel on board. The one I flew would weigh 15,600 lbs. (600 over gross) with full fuel and nothing on board (not even the crew).

It seemed to me that the Dee Howard XR mod was much more practical since it included a 1300 pound increase in T/O and LND weight, probably why you see a whole bunch more XR’s out there than 25C’s.

I don't see 25's flying in a few years, it's simply going to cost too much money to certify an RVSM mod for the 25's.

 

[Dizel8]

It burns a lot of fuel and really fast at low altitude. I think you are starting to get the drift here.

Other than that, it is a lot of fun to fly, and I mean a whole lotta fun.

 

[JumboCat3]

Question on the above things.

Why does it rain in a Lear 25C. How does that happen?

If you push the throttle fast, does this turn the flame
on or out?

If the air is bumpy, why would you turn on the ignition?
Don't you turn it on all the time?

Do you get afraid if the Flame is out or can you just
turn it back on?

Thank you

 

[OPECJet]

It can rain inside the Lear because of condensation melting as the airplane gets warmer in the descent.

I'm not really sure why pushing the throttles up too quickly sometimes stalls the engine. A NASA T-38 pilot told me their engines do the same thing at times. That airplane has the same basic engine as a 20 series Lear. The engines won't flame out, just stall. You'll notice a drop in RPM, increase in EGT, and a disgusting noise coming from the affected engine.

I would imagine the high altitude flameouts have something to do with the thinner air in the high altitudes. I don't why using the anti-ice helps this, but it seems to.

The air ignition has limitations on its use to keep from burning out the exciter box. I don't remember what they since its been a while since I've flown a Lear, but generally you don't need continuous ignition unless you're in heavy precip, turbulence, takeoff or landing.

If you do have a flame out at high altitudes, you must descend to an altitude where a re-start can be performed. The low twenties is about as high as that will work from what I've heard.


Hopefully someone else will chime in and give you some better answers.