Question for Lear "2o" series pilots!!!

[Tweak]

Hello,

I have an opp to fly right seat as a contract pilot in a Lear 24. I was wondering if i could get the skinny on the a/c before i start. I have an upincoming interveiw and would like to be prepared and of course show them i have interest and limited knowledge before i start. Of course i have heard its a handfull, a gas guzzleler, and you always have to plan ahead. I know i Prob wont be doing much at first besides paying my dues....but info or tricks on how to tame the beast. mainly looking for tricks such as maybe pwr management, handleing, planning ideas, and a general idea of what to exspect besides hold on tight your going to be behind the aircaraft at first.



any information is highly thankful...thanks alot.

 

[Rick1128]

First of all remember that even though it is a jet, it still has to obey the laws of aerodynamics. In other words, it is still an airplane and the pilot (you) has to fly it.

Second, while the 24 is a little harder to handle than the 25, forget all the scare stories you have heard. It doesn't eat F/Os for breakfast. Well maybe it just nibbles on them a bit. :<)

The biggest thing I have found new pilots have a problem with is that the airplane requires them to think at, at least 8 miles a minute. Preferably faster.

A few things to keep in mind..

1. Most of the time, use fuel flow to set your power. Approximate 800 Lbs a side will give you 250 Kts. 1000 lbs will give you 300 kts and 700 lbs wil give you 200 kts. These are approximates and will vary from airplane to airplane. But are a good base to start from.

2. I suggest that after gear retraction you pull you power back to about 91 - 92% RPM. This will decrease your fuel flow by about 1000 lbs/side help you keep your speed under control.

3. The ailerons are very effective, so you need to be gentle on the controls.

4. On level off start making your power changes at least 1000 ft before level off. I usually reduce my power at that point to about cruise fuel flow plus 200 lbs. It doesn't look good on the resume that you pasted the owner against the ceiling.

5. For top of descent, don't pull the power completely off. Stop at about 500 lbs. Thats to keep the cabin altitude under control.

6. Remember that this aircraft will overspeed at FL410 and climbing. So pay attention to what is going on.

7. There is no need to go much faster than 180 knots when doing approaches during training. The aircraft flys very well, flaps up at 180 kts.

8. Just because the you can do it, there is no need normally to put flaps and gear out on speed. Be a little gentler on the systems and slow down some before you put them out.

9. Don't be afraid of the engines. You don't have to **CENSORED****CENSORED****CENSORED****CENSORED****CENSORED**-foot around with them. You do need to be smooth, but don't be afraid of them.

10. Don't rock the wings. Don't ever rock the wings. Don't never, ever rock the wings. That being said. It is easier said than done. It is hard to overcome. What is happening is not really dutch roll, but more of yaw coupling. Because it happens so fast, when you try to catch it, you are actually making it worst. Best action on your part is to not move the ailerons at all. Make a shallow turn or use rudder and just hang on. depending on how bad it is.


And yes, you will be behind the aircraft and you do have to plan ahead. But you have to do that with any aircraft.

It is not as much of a fuel hog as some, but you really don't have that much to start with.

Good luck.

 

[Tweak]

dear Rick,

Thanks for the great advise...i actually printed it out and of course will deff. look at it over and over again. Not to many people i can tell actually respond. That bid of info deff helps and gives me a little taste of what to exspect...maybe. But thanks again. when i start flying ill email ya or post again and tell ya what i think...lol. it could be funny...take care and thanks.

 

[sf260pilot]

The main thing about the LR-Jet 24 is how fast it climbs. Most of the FOs I fly with in any of the LR-Jets have the problem of climbing too fast too close to the level off point. A Lear will set off a TCAS if the plane is climbing at too high a rate of climb under neath a TCAS equipt plane, even if the airplane never busts through the altitude. Just remember that just because the airplane has lots of power doesn't mean that you have to use it all of the time. Climb the last 1000 feet at around 1000 fpm and level off gracefully and the passengers (or boxes) will appreciate it. Good luck and have fun!