Learjet Wikipedia

The Learjet 35A is the best mix of velocity, performance and flexibility on the market. USAF ordered 80 Learjets. You can find the story and detailed information about the Learjet 35 on Wikipedia with a link to the Learjet and Bomber story. Put the Lear2 folder and the data into your airplane folder.

Please delete the Learjet from the list of aircrafts if you have already used it. In spite of the special features, this airplane is perfectly suited for IFRS flights, wireless radionavigation and ILS missions. Thus it is perfectly suited as a coach for both airplane models. Inside is not from a Learjet, the instrumentation was created for the Cessna Citation Bravo.

Aeroplane appearance and animation are not smooth and ready. Not only for this plane, but perhaps also for other planes with this superstructure. It gives spacing, but no radius value for the auto-pilot. Pitch (VNAV) and V/S do not work as intended in AF. Also, when the auto pilot is on, it will turn on a vertically adjustable knob, pitch, V/S, or Altitude, according to what is on.

As the course bar shows Magnetic, the VOR navigator (autopilot) also uses Magnetic. Well, if this applies to this plane, it probably applies to all Primus 1000 planes. Spoons ( brake dampers ) can be lengthened up to VMO if the dampers are not deployed, or during landings on the floor. 8 " wingspan (over tanks)12.

Probably the most common cause is that many planes have been modified and upgraded (wing tip, landing gear, petrol tip) and often model are blended (C21, 36, 35A etc.). In spite of all our best endeavours, the above mentioned does not represent the actual airplane. The Learjet is fitted with five petrol bunkers. Distinctive tilt reservoirs, two winged reservoirs and a reservoir in the body.

Reservoirs are emptied from top containers and during the process the petrol is dispersed by the force of gravitation. Any weights above 13,500 pounds should be winged and tilt-tank fuels. Flying properties are adversely affected by the tilting cylinders (Dutch rolling and front weight), which is why it is usual to incinerate the tilting cylinders first.

Ensure that each grand piano has a minimum 90 gallon spare that can be used for a go-around technique. Prior to take-off, shut the winged and rear fuel tank, leaving only the tilting fuel tank open. Open the two wingtanks after another halfh. Shortly before approaching, inspect the contents of the tip containers.

The tip containers are ejected (empty) when a fuel container contains more than 138 gallons. A retrofit set is available to extend the length of the tilting fuel cells and to extend the reach of the airplane. 63% N1 gives about 210 KIAS for FL 250, 73% N1 gives about 250 KIAS. There are three different flap positions.

It'?s not slowing down the plane very much. In order to facilitate the take-off of the airplane and to reduce the need for new tyres, this adjustment is used. Learjet 35-A is VFR-approved. Twentyo gives enough resistance to decelerate a plane. This also makes the wing more effective at take-off and should be used on heavily laden planes.

Plane wants to make a point with that attitude. At higher velocities, the airplane will show an extremely high level ofitching. That makes the airplane more adaptable as a freight-carrier. Poilerons (airbrakes) can be used at any velocity below VMO. A thing to keep in mind is that you should not use spoons with hatches except when decelerating on the airstrip.

They want to press the nozzle downwards, the spoons do not have this effect. Make sure to pull them in when you have achieved the required velocity. The Learjet 35-A was equipped with the operating field of the Cessna Citation Bravo. Remember that most price information provided by the Primus 1000 is magnetical, except for the arrow that indicates Tru.

When you have climbed with the auto-flyer, Pitch continues the ascent. Designed for 8 occupants, 6 luxurious hidechairs, one cabin crew member and one folding one. At the front there is space for the pilot's and co-pilot's baggage with 100 lb or less. Between the wing, directly behind the last seating area, there is a freight compartment with space for 500 lb. The plane's gross vehicle weight without propellant is 13,500 lb.

The airplane may be overloaded, with the danger of the chassis and tyres being left somewhere on the runway. That plane has an MK VIII in it. He calls the altitude and warns of hatches, undercarriages and if the floor is too near. FC 530 AP warns of flow stalls and over-speed.

High tone flashing indicator. Standby Alert turns off the auto -pilot and activates the safety alert. Peel over alert system is unable to detect a peel over when overtaking. Unlike the actual airplane, this model does not contain a flash drive. The airplane is in a barn when the alert sounds and is not approaching a barn.

A speeding alert rings like a click, a good way to quickly decelerate before the plane decays. If the cause of the alert is not known, inspect the boundaries of the airplane. Auto pilot will also shut down for the following events: Reducing the velocity will cause the Lear to dip into the air before stopping.

Fighting this behavior, pulling yourself up, you will find that a stable without valves can lead to losing your right or right dive controls to launch a Spin. Butterfly valves allow you to move sideways without losing your grip and sink extremely quickly. In order to get out of a stable, the simplest footsteps are to give the maximum performance and the lower noses.

However, when the motor is off, the maximum output will make the condition worse, lowering the nozzle to raise your pace, regain full throttle and then gradually raise the throttle. The Learjet 35-A's stable characteristics are described as very gentle. Learjets like to go up, they like to go down. Autopilot has a yaw damper feature to facilitate high-altitude flying.

Heavier tilting tank in combination with low speed can cause a Dutch Roll, make your passenger ill and in extreme cases lead to lost check. At 45,000, the blanket is for the default plane because research planes have been equipped with better gaskets that keep the cab under pressure at higher heights.

Over 220 KIAS and/or over FL180 the airplane should be flew with the autopilot, since even the smallest embroidery motions, which are above this velocity, can cause frightening things. Some things you shouldn't do are to adjust the altitude to the incorrect QNH by confusing a 2 with a 3 (the plane can be 1000 ft lower as expected).

The non-return valves are fully closed. Shut down the wingtanks and the hull fuel canister. The default setting is auto pilot. To activate the auto-pilot, click HDG (or NAV) and ALT. When starting the take-off track, inspect the spoons, valves, trimmings and brakes. Provide 8o hatches (or more with load MTOW, or brief runways). Press the forks slightly downwards, especially in crosswinds.

Lower the hatches. Over 3000 ft AGL. Trimming to maintain airspeed between 190 and 220 KIAS. When you reach 18,000 ft (about 5 minutes after the start). Activate the auto pilot, center the forks ("5") and let them go. Activate Low Bank in auto-pilot. Allow the plane to reach a certain velocity of over 200 KIAS. Adjust the height to 41,000 ft.

With 41,000 ft, the plane increased its airspeed to almost 220 KIAS, which lasts about 4 minutes. Adjust IAS in the auto pilot to 220 to avoid overspeeding. When necessary to go higher, allow the airspeed to exceed 200 and adjust the elevation error. lf the airspeed is above 160, turn it to 20º.

Once the velocity is above 170 KIAS, close the hatches. A ground velocity of about 420 kn is obtained at an elevation of 41,000 ft and an flying velocity of 220 kn (=N1 85%). It is the most economic velocity and elevation for this airplane. With 41.000 ft, you can press it to an flying velocity of almost 240 kn, which results in 460 km/h, but this will meet the hull of this plane.

lf the fuel capacity of the hull is less than 100 gallons. Center of mass moves back and reduces air resistance. You can use the autopilot window to adjust the header error. Adjust the height to 10,000 AGL (so if the airstrip has an height of 1245 ft adjusted to 11,245 ft), adjust the airspeed to 170 KIAS, the motors are idling.

Auto pilot has been adjusted to have a glide path length of slightly more than 3º. Descent to 1,500 ft AGL and try to catch the radius of the landing gear at about 7...5 nautical miles from the take-off and landing area. You can reach a velocity of 240 KIAS while turning.

Decelerate to 170 KIAS, pull in the spoons, enter 8o keys. Velocity below 170 KIAS can cause the airplane to drop during high cornering. In order to remain inside the glider scope, one must alter the inclination (forks) and the velocity (autopilot). ILS does not work below 200 ft (AGL) level.

Vref (see above table). You should catch the telescope on the IMS at a range of 4.7 NM (posture 1500 feet). Mountain or meteorological conditions of the telescope may interfere with the signal and the telescope can be captured at 1000ft and 3. Velocity is 170 KIAS with 8o dampers that fly radially.

Velocity bug at Vref KIAS. Twentyo keys. Shut down the auto pilot screen. Set the altitude on the auto pilot to "0" (zero) if the Galileo is not displayed on the IMS. Your nostril dives down, pulls it upwards gradually so that the plane stays approximately horizontally. Raise the nostril if it is too low, reduce the velocity if it is too high, but keep the velocity above Vref KIAS.

With the 1000 marker, inspect the tilting tanks and the weights and spray off if necessary. Put the dampers on 40/40, the motors give more performance. Auto pilot is switched off at altitude (set with Primus 1000), the stall warning system is deactivated. Place the plane on two castors, drive up and adjust the wind. To park the plane.

rw 7+ nm: 180...165 kias, liftgates up, gearbox up. 7...5 nuclear magnetic fields (NM) from RW, directed to 1,500 AGL: ref + 30 KIAS, 8o dampers, dismount if necessary. 20 KIAS, valves at 20°. Five hundred ft AGL: 40-degree shutters, N1 up, transmission down. KIAS vic. As there is a danger of running out of petrol, forget to open the bulk tank or winged tank.

Switch off both tilting tank to enforce motor shut down. Opening the canisters. Walk to 15,000 ft, altitude, 170 KIAS. Enable overspeed (Autopilot SPD). Hold the glider before descending by carefully drawing the forks. In case of pull-over alarm, accelerate full accelerator, give dampers. Just lower your nostrils if necessary to eliminate the stable signs (banking).

Re-activate the airplane pick-up rate and the auto-pilot if the minimum requirements are exceeded. Allow the forks to center before activating the auto-pilot. Walk to 15,000 ft, altitude, 170 KIAS. Put 8o keys. Adjust Velocity Bug to Vref KIAS. Put down twenty keys. Under Vref place + 25 full keys. With Vref KIAS, use the inclination (yokes) to achieve a steady descent rate between 400...700 ft/min.

In case of pull-over alarm, maximum performance, lower lug if necessary. Folding doors, retracting center bar and activating auto pilot. Do the same flow stoppage, but this turn off a motor and keep the dampers at 20. Adjust the velocity to Vref +20 and do not go below it. Adjust the dampers to 40/40 at 100...150 AGL (not earlier), immediately stop the remaining motor, landing.

You should have enough performance and enough velocity for a go-around. Once you have landed, you can use the remaining motor to move the plane to the car park. Too low a velocity will cause a power-up, go-around or full stable to move the plane uncontrollably to the side.

Practise on a virtually designed airstrip some 100 ft above the actual airstrip. Auto pilot switches off at 200 ft (AGL, Primus 1000) altitude and off the stall caution. It is recommended that the indicated flight speed is just above Vref or Vref + 20 with the motor switched off.

Checking perpendicular velocity. Run in the hatches above Vr. Turn the device 14° until it is over 3000ft high. Paintwork cannot be easily modified as with other airplanes. Briefly, we will use the airplane data but we will redesign it as if we were building a new airplane. Limitations and alarms on N1, buckets and dampers *2, reverse gears, motors off, overrun and overrev.

While some cause the audible alarm, others turn off the AP, still others only say that the plane has disintegrated into pieces. 2 tipping reservoirs, 2 winged reservoirs and 1 trunk reservoirs. Auto pilot Y/D now operational. The Gates Learjet Corporation - production facilities - by Rick.