Lear 35 Type Rating

[Autoparts2]

Currently a LR 35 SIC and am getting ready to go to Tucson Flight Safety for the 5 day upgrade for the type. Currently have over 750 HRS in the airplane. so feel pretty good about the flying part. Looking for advice on the oral. How in depth should you go on the academics? What should actually be studied and not waste my time on? Is there any oral prep study sheets out there? By the way this will be my first type.

Thanks and fly safe

 

[avbug]

Autoparts,

There is a great computer study guide for the Lear 35 made by a guy who has always gone the simuflite route. I'll have to dig up his email and possibly a web site for you...he can email you the program directly, and I think it's about twenty five bucks or so. I'll try to post later with the info if I can find it. If you're going for your initial, I recommend you try it.

 

[Doc Holiday]

I recommend knowing all the limitations and instrument markings cold before you go to training. Some may consider this overboard, but having that base knowledge about the little things will make brushing up on systems much easier. For example, knowing how much fuel is unusable from the tip tank if the motive flow pump is inoperative correlates with the construction of the tip tank. Flight Safety will teach you the systems again, but you will get so much more out of it if you go in prepared with these little facts committed to memory.

 

[avbug]

I should have remembered the site, considering it's name...http://www.lrjet.com/learjet_35.htm

Navigate around it, he has some of his features online where you can try them out. It's a great aid for covering the annunciator panel, memory items, systems notes, etc. The CD is thirty bucks (I was five bucks off before), and I believe you can get it with the disc or by email, or both. It's a great little refresher tool, and he make them for several different aircraft.

So far as memorizing the gauges, don't do that. That's why instruments have markings on them. If you're going to study anything, study the emergency memory items; those you should know. Learn the annunciator panel, and the aircraft limitations. If you know those and learn those each time you transition to a new aircraft, you'll have the aircraft. The rest you can learn as you go. You'll be introduced to systems while you're there, and have plenty of time to listen, take notes, read, and study. But it's the memory items and knowing what each annunciator means, that will help you the most.

Don't try to memorize all of the checklist; just the emergency items. Critical checklists will include things such as emergency descents, smoke in the cockpit, and your runway action items...what to do if you need to abort, what to do if you need to go fly.

Personally, I try to memorize as little as possible around airplanes, because there's too much danger of getting it wrong. If you If you are familiar with standard callouts, which are for the most part fairly universal, get to know those. Good luck with your training.

 

[Doc Holiday]

Generally, instrument markings are limitations...

 

[avbug]

Doc Holiday,

If your time in your bio is accurate, you haven't likely transitioned to complex aircraft types yet, or engaged in trainign which requires a type rating. When undertaking such a task, one has enough work cut out that memorizing things which are plainly visible on the instrument panel, such as instrument markings, is a waste of time and does not enhance transition to the new aircraft. You will one day find that after flying many types of aircraft, that information can get you in trouble...you'll always look to the gauge for that information anyway.

Aircraft limitations that should be learned are things which are NOT on the gauges. In the aircraft under discussion, for example, numbers are displayed on the airspeed indicator, not colored lines and illustrations of airspeed ranges. One must know the speeds for each flap setting, for the gear, for turbulent air, for best climb in various configurations, etc. One must know a number of things pertaining to the aircraft, but memorizing pressures and values that are plainly printed and depicted with red, yellow, and green lines or arcs is not benificial when trying to transition to the new type.

Knowing a landing weight limitation, or knowing how many knots must be added to reference speed when carrying ice or when performing a partial flap approach, is necessary. Knowing the emrgency poceedure for a pressure loss, smoke in the cockpit, aborting a takeoff, a thrust reverser deployment on takeoff, etc, is critical to one's health. Knowing the meanings of each annunciator light, and knowing it's application is also important. A good checklist familiarity is important. Knowing and understanding the aircraft systems is important. Memorizing the numbers printed on the gauges where the pilot can plainly see them is not nearly so important. Many values exist which are not printed or identified on the aircraft gauges, and knowing these valus is important.

Especially for an initial type, a lot of information is there to be swallowed. My last visit to simuflite put me in a class of eight or so, plus a no-show. Many there were obtaining their first type, and several, including some FAA personnel, stated they felt it was like drinking from the proverbial firehose. They found it challenging. Enough material and enough learning takes place that one really should concentrate on learning the essentials, rather than the trivia. Memorizing the number of buttons on a uniform tunic, or the numbers of rivets on the fuselage is entertaining for a cadet, but hardly the stuff of which pilots are made.

For the successful student, knowing what to study is more than half the battle. It's the whole enchilada.

 

[Doc Holiday]

avbug,

Don't worry about my resume, it isn't important here anyway. I agree with the memory items and lights, and looking back should have included those in my first post. What I was driving at is to learn the rote facts before you go to school and not try to teach yourself the airplane before they do.

Now for the funny part. Autoparts asked a question to which answers for the most part are are not set in stone. I started my post with "I recommend...". Then you dive in with "don't do this, don't do that" like it's a fact. Everyone has their methods of learning new equipment.

Alright, I'm out.

 

[SCT]

AvBug- will the "CliffsNotes" version of your post be out in paperback anytime soon?

AutoParts, I personally just skim the material before going to an intitial. Then when I am at school I really like to hunker down and get into the study mode. I like to use alot of flash cards for memory items/ limitations. I'll set in front of the tv at night or dinner and run thru the cards. If I have a good instructor, I do not take alot of notes in class. After a few intitials you soon see what is important and what is just fluff.

Also, I really pace myself. I'll go back to the hotel after a full day of ground school and just relax for a couple of hrs. Then I'll review the chapters covered that day, review my flash cards, and then look over the next days chapters.

I guess you have to do whatever works for you. Also, do NOT be afraid to ask the instructor for extra help....YOU are paying them.

Good luck

 

[avbug]

and not try to teach yourself the airplane before they do.

That part is correct.

will the "CliffsNotes" version of your post be out in paperback anytime soon?

No. Most people can handle five paragraphs without them.

 

[SCT]

I guess I just don't have the patience to read thru all your wisdom....