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Aviation History
1993
1993 - 2285.PDF
relative to ambient light and the master caution-light's nuisance flashing can be inhibited on -the ground. Systems switches are spread along a skirt panel below the warning panel — there are no overhead controls. Grouping and coloured tagging are good. The fuel system panel (now at the rear of the centre pedestal, rather than by the power levers) has been redesigned, with flush switchlight controls. AUTOMATED START Starting is controlled by the Dowty/Smiths Industries' full-authority digital engine control (FADEC). The two spikes of inter-turbine temperature (ITT) in the 40s start cycle looked alarming at first, but they peaked at 800°C — well within the 950°C maximum. With a lOkt (18km/h) tail wind, Learjet chief pilot, operations, Pat Dye, suggested leaving the power/fuel levers at cut-off until fan rotation was confirmed. Idle figures were: 24.5% Nl(low-pressure spool rpm), 550° ITT, 52% N2 (high-pressure spool rpm) and 220kg/h total fuel flow. The rudder pedals control the digital "steer-by-wire" nosewheel, which casters at speeds above 90kt. The system's torque motor is more powerful than that on the Lear 55, quickening steering response. Both pedal deflection and pedal force are sensed by the system. A harder press at full deflection increases nosewheel range from 24° to 60°, when the wingtip turn radius is 11m. The pilot has to be careful of making inadvertent contact with the The Learjet 60's P&WC PW305A (right) has a better fuel consumption than the Learjet 55's powerplant. The cabin is a vast im provement on that of the 55 common problem, feels light, inviting a strong cross-wind, might conflict with be Learjet 60 Data and performance Type MTOW kg Land kg MZFW kg EOWkg Pay kg Fuel kg Pax Max speed/Mach Cruise speed kt Range IFR max pay km ! IFR 4 pax km Learjet 60 10,480 IFR max fuel km Take-off dist m Land dist m 7,485 6,470 1,005 3,590 6/10 0.81 455/ 3,400 4,450 5,000 1,635 1,130 Astrajet 10,660 9,390 7,255 5,800 1,455 4,250 6 0.855 460/410 3,800 5,200 5,400 1,600 850 BAe 800 12,430 10,590 8,165 6,985 1,180 4,536 8/10 0.87 455/400 4,800 4,815 (4/6 pax) 5,000 1,800 1,300 Internal particulars: Cabin: Length m 4.8 Width m 1.80 Height m 1.73 Baggage space: Cabin m3 0.1/0.77 Hold m3 0.79 MTOW Land: MZFU EOW: Pay: Fuel: max take-off weight max landing weight max zero-fuel weight empty operating weight payload fuel capacity Other particulars: Engine P&W Canada PW305A Power 20.46kN Payload/range ceiling 51,000ft Manufacturer: Bombardier-Learjet PO Box 7707, Wichita, Kansas 67277-7707, USA; tel: +1 (316) 946 3085; fax: +1 (316) 946 2220. toe-brake lever — a Normal steering over-control and, in normal foot forces steering demands. The steering can made "firmer" with the yaw damper. Take-off-configuration warnings in clude reverser unlock, parking brake and wrong pitch trim. The trim gauges, now better sited at the base of the centre panel instead of on the pedestal, are small and the pitch-trim read-out has a fussy scale. At 8,200kg, including 1,430kg fuel, reference speeds with 8° of flap were set at decision speed (Vj) 117kt; rotation speed (VR) 130kt; and • take-off-safety speed (V2) 138kt. This Weight would represent a four-passenger load with fuel for most inter-European flight using vis ual-flight-rules reserves. |i TAKE-OFF The power-lever take-off detent is felt by pushing through "soft" detents for climb and maximum continuous power. A final, firmer, detent is for manual selection of automatic power reserve. Lift-off came 14s after brake release. As groundspeed increased, the el evator firmed up and I pushed slightly forward. Rotation was firm. Initial target attitude is 9°, but I let it rise to over 20°, to contain a rapid gain in airspeed. Gear limit speed is 200kt, so retraction should not be delayed. Noise levels without any power cutback are modest, at 83.1 EPNdB sideline, 78.9 at take-off and 87.7 for approach — all over 10 EPNdB below FAR 36 Stage 3. Cockpit noise levels were low enough to talk freely and to use a lightweight headset. Flaps were retracted at 35s, and 250kt was reached 55s after brake release. The pitch-trim clacker sounded continuously as I trimmed forward in flaps-up acceleration, climbing at over 5,000fl/min (25m/s) with the nose 15° up when we reached Cit VII 10,185 9,070 7,490 6,450 1,040 3,340 6/9 0.851 465/ 2,700 3,400 4,400 1,450 900 5,000ft. I felt busy, but comfortable. The altimeter scales on the primary flight display (PFD) rushed past. The inner one is coarse, with markers for every 500ft: the outer scale reads in 100ft intervals. The PFD's vertical-speed indica tor has an easily read arc format. Dye suggested calls at 2,000ft, rather than 1,000ft, before any cleared altitude. A healthy push, nosing down by over 10°, is needed to level out: the Learjet 60 emerged from the cloud top like a rocket. To level off from a rapid climb, one aims 5° nose up, waiting for vertical speed and altimeter indications to settle. In level trimmed flight, the aircraft is steady and the yaw damper is not needed. The directionally stiff Learjet 60 can be ruddered into a bank only with firm pedal action, but roll control is lively, allowing 45° bank reversals in 3s. In all manoeuvres, smooth flying de pended on keeping a good grip on air speed, attitude and pitch trim. The non- boosted elevator is relatively small, so stabiliser trim angle is important. Economic climb speed is 250kt (Mach 0.7): a faster option of 275kt (Mach 0.73) was set on the flight director by a second push of the speed-select button. At light weights, a faster climb gives a more comfortable floor angle. The climb rate was over 3,000ft/min — even at 20,000ft. The power levers remained in the maxi mum-continuous-power detent and the FADEC did the rest. Up to this altitude, the FADEC selects ignition on if an 48 FLIGHT INTERNATIONAL 15 - 21 September, 1993
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