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*Study Guide*
The Lear 23 is a light twin engine jet, certificated
under part 23 of the FAR's. With only minor modifications or upgrades,
it can be converted to a Lear 24 which is certified in the transport category.
The main differences between the Lear 23 & 24 are the windshield, Vmo,
main wheels, brakes, and the fuel system. The limitations in the
performance section of the manual are "Limitations", not advisory data.
The AFM states that these performance based weight limits are not to be
exceeded, even though the aircraft is certificated under FAR Part 23.
All of the Lear Jets other than the 23 are certificated under FAR Part
25, Transport Category Aircraft. It is a small airplane with a bunch
of power. It performs quite well, even when compared to some of the
military jets of it's day. If you can fly one of these well, you
should not have any trouble checking out in any other jet airplane.
It won't keep up with an F-104 (Not much will, even today), but will blow
the doors of a T-33. In any event, you should find it to be one of
the most challenging and fun aircraft you will ever fly. At 10,000
feet, it will exceed 300 knots indicated airspeed in level flight ON
ONE ENGINE!!! Give it respect, or it will bite!
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Weights
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| Max Ramp Weight | 12,749 lbs |
| Max Takeoff Weight | 12,499 lbs |
| Max Landing Weight | 11,880 lbs |
| Max Wing Bending Weight | 9,000 lbs |
| Max Baggage Comp. | 500 lbs |
| Typical Empty Weight | 6,800 lbs |
* All weight in excess of the Max ZFW must be fuel in the Wing and tip tanks.
The above weights are maximum certificated limits. The actual maximum weights for a particular flight may vary a great deal due to performance limitations. If the aircraft can not meet the required "Takeoff Field Length" and "Climb" limitations, (engine out climb performance), the maximum takeoff and/or landing weights are reduced such that the requirements are met. See the performance charts in the AFM for details.
Speeds
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| Vmo |
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| Mmo |
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| Va |
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| Vfe
20 Deg 40 Deg |
151 kts |
| Vlo
Vle |
263 kts |
| Vsb
(Not with flaps when airborne) |
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| Vmca
Vmcg |
93 kts |
| Nosewheel Steering
Primary ( 45 deg ) Wheel Master ( 10 deg ) |
45 kts |
| Max Tire Groundspeed |
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Yaw Damper Off for T.O., On for Flight, Optional for LDG
Airplane shall be configured for landing by 500 ft AGL
Limitations
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| Max Alt T.O. & LDG |
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| Max Enroute Altitude |
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| Max Cabin Pressure
Relief |
8.30 psi 8.77 psi |
| Min Temp T.O. & LDG
Max Runway Clutter |
0.75 inch |
| Max Tailwind T.O/ LDG
Max X-Wind Takeoff / Land |
28.5 kts |
| Max Runway Slope |
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| Max Tip Fuel / Landing |
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| Load Factor Limit
Flaps Up Flaps Extended |
4.40 G 2.00 G |
| Max Fuel Imbalance |
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Note: The 800 pound fuel imbalance limit is
to be approached with caution. To land or take off with this much
of an imbalance requires full aileron, leaving no margin for error.
A 300 pound imbalance can bite you if you are not aware of it. The
unmodified Lear 23 can only transfer from tip to tip. If you get
a fuel boost pump failure in one tip tank, turn the other one off, and
land with the tips balanced if you can. If this is not an option,
a steep bank and a bit of "Top Rudder" can use gravity to get some of the
fuel to flow into the wing.
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Lear Jet 23
CJ-610-1 2700 lb Thrust
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Lear 23 With 24 Modifications
CJ-610-4 2850 lb Thrust
Note: See AFM for Performance Data
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Engine Oil System Limitations
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| Max Oil Temp
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140 C |
| Min Oil Temp for Start |
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| Max oil consumption / hour |
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| Max Oil Press / 12 Minutes above 95% |
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| Max Cont. Oil Pressure |
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Note: Idle both engines for at lease 3 Minutes prior to takeoff
if ambient temp is below - 25 C
This warms the oil and the hydraulic fluid.
See AFM for Approved oils. Do not mix brands of oil.
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Primary Flight Controls
The ailerons, elevator and rudder on the Lear Jet
are manually actuated by the pilots. Aileron and rudder trim is achieved
with trim tabs on the rudder, and left aileron. These trim tabs are
positioned by electric motors located inside the left aileron and the rudder
it's self. Pitch trim is achieved by changing the position of the
moveable horizontal stabilizer. There are two trim motors that will
do this, a primary, and a secondary. The aileron, rudder,
and primary pitch trim are controlled with a thumb switch on the left side
of the Capt.'s and right side of the Co-Pilot's control yoke. The
secondary trim is actuated by the autopilot, and can be controlled by an
electric switch on the console in the event the primary trim fails.
The aircraft does have an autopilot, although not
a very good one until you get to the 31, 45, 55 or 60. The ailerons
and elevator may be moved by the autopilot servos, and the rudder is equipped
with a primary and secondary yaw damper. Both yaw dampers are required
for flight although only one may be engaged at a time.
The Lear Jet has two stall warning systems.
They are the same. Both are required for flight. Angle of attack
information is given to the system by two angle of attack vanes located
on the left and right sides of the nose of the aircraft. These vanes
are heated when the pitot heat switch is on. They get hot enough
to burn you, so touch them with caution.
About 7% above a stall, the system warns you with
a flashing stall warning annunciator light, and by activating the stick
shaker. At about 5% above a stall, the autopilot pitch servo applies
an 80 pound push on the elevator. If you do not notice this, you
deserve to crash! It is hard to ignore.
There is a "Wheel Master" button just below the
trim actuator on each pilot's yoke. It is a handy little guy.
It interrupts any elevator trim action, deactivates the stick pusher, disengages
the autopilot, and will engage the nosewheel steering if the gear is down.
The trim check very important on the Lear Jet, as the trim system on this aircraft, if not properly set can KILL you within seconds after liftoff. Excuse the lack of tact here, but it's a fact. Perform the trim check prior to takeoff.
Flaps
The flaps on the Lear are hydraulically actuated.
The flaps are controlled in one of two ways, depending on the model lear.
Most have one switch with three positions, Extend, retract, and off.
Select extend, or retract until the flaps are in the desired position,
then select off. Some Lears have preselect where you place a lever
in the desired flap position, and the flaps extend to the position requested.
If the flaps will not extend, add 30 kts to your approach speed and 30%
to your landing distance.
There is pressure relief valve in the flap system
that will prevent damage to the flaps if they are inadvertently extended
or left down at speeds in excess of their operating limitations.
Spoilers
Lear Jets are equipped with spoilers. They
may be deployed up to Vmo / Mmo in flight only when the flaps are retracted.
On landing, they should be deployed just after touchdown. They are
hydraulically actuated, and electrically controlled. They have two
positions, fully deployed, and stowed.
Nosewheel Steering
The nosewheel steering on the Lear is electric.
It requires both AC and DC to operate. Steering is engaged with the
wheel master switch, or by Primary Steering Button on the left and right
sides of the instrument panel. . Maximum speeds for use of nosewheel
steering is either 45 knots, or 10 knots, depending on the steering mode
selected. Be gentle with the nose steering on in the Lear, or it will make
you look very stupid. Once you get the hang of the early steering
systems, however, you can make a 180 degree turn in very little more than
the airplane's own length. This requires a trick or two, but can
be done!
Landing Gear
Like all other aircraft intended for more than one
flight, the Lear jet has a landing gear. It is extended and retracted
hydraulically, and controlled electrically. It can be extended with
high pressure nitrogen if the normal extension fails. The nose gear
doors are mechanically linked to the nose gear, as are the outboard main
gear doors. The inboard main gear doors are hydraulic. During
an emergency gear extension, they are blown open with nitrogen, and remain
extended for the landing.
Brakes
Each main landing gear on the Lear Jet has
two wheels and tires. Each wheel has it's own hydraulic brake, with
anti-skid protection. The brakes on the left gear are controlled
by pressure applied to either of the left brake pedals, and the right brakes
work the same way from the right pedal pressure. The anti-skid system
can relieve the brake pressure on any individual wheel.
If the hydraulic brake system fails, there is an
alternate brake system that will apply the brakes with high pressure nitrogen.
The same bottle is used for emergency gear extension. The emergency
brake system does not provide any anti-skid, or differential braking capability.
It is a good system, and if you use it with your brain engaged, it works
fine.
** Prior to takeoff, ALWAYS check the 3 Killer Items **
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Fuel Capacity
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0.77 Mach / 440 kts |
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| Jet A / Jp-5 |
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| Kerosene |
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| Jet B / Jp-4 |
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| Avgas |
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15,000 ft & 25 hr max |
Lear 23 Fuel System
The fuel system of the Lear 23 requires a
bit more attention than it's later offspring. It consists of five
tanks, seven electric fuel pumps and two electric valves. It has
two tip tanks, two wing tanks and one fuselage tank. The engines draw fuel
from their respective wing tank ONLY. The tip and fuselage
tanks must transfer their fuel to the wing tanks in order for it to be
used. The tip tanks each have one electric fuel pump which pumps
fuel from the tip tank into the wing as wing fuel is used, thus keeping
the wing tank full until the tip tank is empty. When the tip tank
is empty, an amber light will illuminate just below the tiptank pump switch.
When this occurs, turn the tip pump off. Fuselage fuel transfer to
the wing tanks is made by placing the fuselage tank switch to transfer.
This is the center switch in the fuel system control panel. Placing
this switch to transfer opens the fuselage tank valve and turns on the
fuselage tank pump. The fuel is then transferred to BOTH wing tanks.
When the fuselage tank is empty, turn the transfer switch off. Transfer
the fuselage fuel as soon as you reach cruise altitude, as a DC electrical
failure (valve and pump are DC powered) will make the remaining fuel in
the fuselage tank unusable.
To fuel the Lear 23, make sure there is enough
fuel in the left wing to fill the fuselage tank, then fill the fuselage
tank This is done by placing the "Fuselage Tank Switch" to
"Fill". (Capt.'s lower left panel). This is a different switch
than is used to transfer to the wings. The fuel is then pumped
from the LEFT wing tank into the fuselage tank. If the left wing
does not have enough fuel to fill the fus tank, add fuel, them fill the
fus tank. Weird ! Lear 24's & later have a better system.
Have the fueler put 125 gallons in one side, then 250 in the other and
go back and forth until full. (If full fuel is desired.) Make
sure that the fuel imbalance does not exceed 125 gal or 800 lb. The
fuel capacity of the Lear 23 is 5590 lbs. If the weather is good,
be on short final after no more than 3 hours.
Notes:
Do not X-fer or X-feed below 5000 ft and above 95% Rpm
Do not takeoff blo -29 deg C with other than JP-4/Jet B
This is a fuel viscosity limit. The Jet A
/ JP-5 fuels are too thick below this temperature.
The military uses JP-4 / Jet B, as it can be used
down to -54 C.
Do not fly above 25,000 ft with "Hot Fuel" light ON.
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The Lear Jet hydraulic system consist of 2
engine driven, and one electric hydraulic pump, a 1.9 gallon reservoir,
an accumulator (two accumulators if Dee Howard reversers are installed)
and a couple of pressure relief valves. The fluid is 5606 therefore
if you spill some on yourself, you won't wind up looking like you and Michael
Jackson share the same dermatologist. The system operates the landing
gear, normal braking with anti-skid, the flaps, spoilers, and thrust reversers.
The reservoir is pressurized by cabin air on earlier
Lears. This is to prevent foaming. The engine driven hydraulic
pumps can only access 1.5 of the 1.9 gallons of hydraulic fluid.
The additional 0.4 gallons can be used by the electric hydraulic pump only.
It can extend the landing gear, the flaps, provide normal braking with
anti-skid, and on the 20 series only, extend the spoilers.
The hydraulic thrust reversers have their own accumulator, and should be
useable even with total hydraulic failure.
The system has two pressure relief valves, one main
system relief valve, that relieves at 1700 to 1750 psi, and one relief
valve in the flap system that relieves about 1650 psi. See "Flaps'
in the flight controls section for more details on this.
With total hydraulic system failure, blow the gear
down, approach at Vref + 30 kts, use pneumatic brakes, and plan on 1.7
to 2.0 times your normal landing distance. T/R's should work, however
they can never be considered as a factor when determining how much runway
you need for takeoff or landing.
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"DC" Electrical System
The Lear 23 DC electrical system is simple
as systems go. The Lear Jet electrical system consists of two
24 or volt batteries, two 400 amp starter/generators, left and right
DC Busses, and two 275 Amp current limiters. (Current limiters are
nothing more than slo-blo fuses).
Current Limiter Check
The current limiter check tests the current
limiters to verify that they have not been blown. The time you are
most likely to blow a current limiter is immediately after engine start,
when the batteries are low. The generator is put on line, and the
"hungry" batteries (Ni-Cad's) wish to recharge themselves ASAP. They
can draw 300 to 400 amps or more. This is more than the poor 275 Amp current
limiter can take for longer than a moment, so it blows. Cut down
in the prime of life! A blown current limiter could prevent you from
resetting a tripped generator under some conditions. If you have
a blown current limiter, replace it prior to departure. After
both engines are started and generators are on line, check the current
limiters as follows:
1. Pull the "Main DC Bus Tie" breaker
2. Take the left generator off line and check that the right
generator picks up the load.
Check that left DC bus items are
powered. If so, left current limiter is OK.
Reset left generator.
3. Take the right generator off line and check that the
left generator picks up the load. Check
that the right DC bus items are powered.
If so, the right current limiter is OK.
Reset right generator.
4. Reset the "Main DC Bus Tie" breaker.
** Current Limiter Check is Complete **
"AC" Electrical System
The AC power on this aircraft is supplied by two
inverters, a main and a standby. The inverters are controlled by
a three position switch. The positions are "Main", "Off", and "Standby".
Off is obvious. In the "Main" position, the standby inverter
powers the WX radar, and the main inverter powers all of the remaining
AC devices on the aircraft. In the standby position, the standby
inverter powers the main AC bus, and the Radar is not powered. It
must still be turned off, as the AVQ 21 radar has DC components that will
overheat without the cooling fan which is AC powered.
AC Devices - Lear 23
Main AC Bus
1. L & R Attitude Gyros
2. L & R Directional Gyros (HSI's)
3. L & R Oil Pressure Gauges
4. Anti-Skid Computer
5. Pressurization Controller (Automatic mode)
6. Fuel Quantity Gauge
7. Altitude Alert System
8. Nosewheel Steering System
9. EPR Gauges on some 23's
The DC EPR gauges were worthless.
Standby AC Bus
1. Weather Radar
The engines are started with the
inverter switch in the "Off" position. After start, place the inverter
switch in the "Standby" position. This allows the standby inverter
to power the main AC bus, powering the items on the main AC bus.
The oil pressure gauge is the one we are after at this point. If
a single engine taxi is desired, the nosewheel steering will also be of
some use unless you wish only to taxi in a very tight circle away from
the operating engine. Turn the inverter off during the second engine
start. After both engines are running, set the inverter switch to
"Main". This will allow the main inverter to power the AC items listed
on the previous page, and the standby inverter to power the WX Radar.
If the main inverter fails, you may select "Standby" to power the main
AC Bus. This will result in loss of the WX Radar. Turn the
radar off after performing this procedure, as the cooling fan in most radar
sets installed in Lear 23's are AC, but there are some DC components that
are still powered, which may cause the set to overheat, and consume large
amounts of money and make you look a bit stupid in the process..
The standby battery switch has three positions: OFF, STANDBY, and ON. In the ON position the emergency battery powers the small third attitude indicator, it's light, and the control circuits for the landing gear and flap systems. The three green landing gear lights are also powered by the emergency battery, and will illuminate when the gear is down and locked. The red "gear door not locked" lights are not powered by this battery. In standby, it powers just the gyro and it's light. Most of these batteries will charge in the ON and Standby positions, however, some, such as the ones in the Lear 28 must be left "ON" to be charged. Some later model aircraft may be equipped with a second standby battery. This will usually power an emergency comm radio, and whatever other devices the customer would like.
If you experience loss of all main DC bus power for any reason, remember the following:
1. Emergency battery switch to ON. Landing gear extension
will be normal
except for the loss of the red gear
door warning lights.
2. Landing gear warning horn will be inop.
3. Engine stator and nacelle lip heat are on.
4. Wing and tail anti-ice, pitot static, and angle of attack
probe heat will be inop.
5. Windshield Heat will fail in the last position selected.
6. Tank to tank fuel transfer will not be possible if crossflow
valve
was closed at time of power loss.
If crossflow valve was open, the
boost pumps will fail, making
pressure fuel transfer impossible, however,
the crossflow valve will remain
open, allowing some fuel transfer due to a
very reliable power source called
gravity.
7. The AC electrical system will be inop as it receives
it's power from the DC system.
8. The hydraulic system will be inop, except for the landing
gear and flaps, as their
control circuitry is powered by
the emergency battery when the "ON" position
is selected.
9. Nosewheel steering will be inop, as it requires
both AC and DC electrical power.
10. Anti-Skid system is inop.
These things may require some thought as to how one wishes to conduct the remainder of a flight.
Normal Operation:
Battery switches ON, before engine start,
all DC busses are powered by batteries or GPU. After engine start,
all busses are powered by the generator(s), and the batteries are recharged.
Battery Overheat
Respective battery switch OFF. This prevents
battery charging. DC busses powered by generator(s). Monitor
temp of offending battery. If your lear does not have dual battery
switches, use the battery disconnect switch for the offending battery.
All 30 series and later Lears have dual battery switches.
| Voltage | 28.5 Volt |
| Generators | 400 Amps |
| Batteries 1 & 2 | 24 Volt / 39 Amp Hour |
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Most 20 series, and all later Lear Jets are certified
for flight into known or forecast icing conditions. The Lear 23,
however was not a known ice airplane without modifications. The tail
was not heated, and the radome had no anti-ice system. If you lost
a generator, you lost nacelle heat on that side. ECR 771 was the
mod kit to make the airplane legal to fly in icing conditions. If
these mods were installed, starting from the front of the airplane, the
radome is anti-iced by alcohol that is pumped onto it through a plastic
nozzle located at the very front of the airplane. The same alcohol
pump provides emergency anti-ice for the left windshield. You have
about 90 minutes for the radome, and 45 minutes for the radome and windshield
together.
The pitot tubes, static ports, and angle of attack
vanes are electrically heated, controlled by the "Pitot Heat" switches
in the cockpit. The windshields are heated with engine bleed air.
The wing leading edges are heated by bleed air. The horizontal stabilizer
has an electric heating element attached to it's leading edge. This
draws about 90 amps when used.
Engine nacelles are electrically heated, and the
stators and engine front frame is heated with bleed air. On the "Non
Ice" lears, if you lost one generator, you lost the heat to that nacelle.
ECR 771 fixed that, as well as added the radome anti-ice in order to gain
certification for known ice operation.
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The Lear 23 is pressurized, like most airplanes,
by engine bleed air. This air comes from the 8th stage compressor
on the engine through a heat exchanger in the tailcone of the airplane,
and is cooled, then goes into the cabin. Temperature is regulated
by a "Damper Valve". This valve controlls the ambient airflow across
the non pressurized side of the heat exchanger. This does not provide
enough cooling for low altitude and hot weather, so a freon airconditioner
is provided for use below 15,000 feet.
Emergency pressurization air is provided by way
of the windshield heat system. Place the defog knob so the windshield
air goes to the inside of the airplane, and you have another source of
air for pressurization. This system bypasses the flow control valve
and heat exchanger.
On the outflow side of things, the cabin pressure
is regulated by a main outflow valve, located at the forward end of the
pressure vessel. The automatic pressurization system requires AC
power. In the event the automatic pressurization fails, cabin pressure
may be controlled pneumatically, by the "Cherry Picker" that uses air to
move the outflow valve. Maximum differential pressure relief
at 8.7 psi, and negative pressure relief at - 0.25 psi. This
"Safety outflow valve" is strictly mechanical. It requires no electrical
power.
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Here are some basic flight profiles that I have used over the years. They are not the only way to fly the airplane, but have worked for me since I started giving training and checkrides in the Lear a little over 20 years ago. In the event of a difference between this and the Aircraft Flight Manual, the flight manual is the document to follow.
Steep Turns
1. Enter at 250 KTS indicated AIRSPEED.
2. Bank aircraft 45 deg. As you pass 30 deg of bank, pitch
up 2 deg. Add power to maintain AIRSPEED.
3. Lead roll out by 15 deg. Passing 30 deg bank, pitch
down 2 deg to maintain altitude.
4. Maintain 250 KTS and assigned heading.
Stall - Cruise Configuration
1. Compute Vref & set AIRSPEED bugs.
2. Maintain assigned altitude and set power to Idle.
3. Trim for level flight until passing 150 KTS.
Maintain altitude with necessary back pressure.
4. At stick shaker or stall warning lights,
throttles to " MAX POWER "
5. Call " MAX POWER Flaps Approach.
6 Reduce pitch ONLY to the extent necessary
to eliminate symptoms of the stall.
7. Reestablish assigned altitude.
8. At Vref + 30 KTS, call " Flaps Up, After Takeoff
Checklist. "
9. Maintain AIRSPEED and altitude as directed.
Stall - Takeoff Configuration
1. Compute Vref, set AIRSPEED bugs & select flaps 20.
2. Maintain assigned altitude and set power to 65% N1.
3. Trim for level flight until passing 150 KTS.
4. Maintain altitude with necessary back pressure.
5. At stick shaker or stall lights, advance throttles & call
" MAX POWER ".
6. Reduce pitch ONLY to the extent necessary to eliminate symptoms
of the stall.
7. Reestablish assigned altitude.
8. At Vref + 30 KTS, call " Flaps Up, After Takeoff Checklist.
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9. Maintain AIRSPEED and altitude as directed.
Stall - Landing Configuration
1. Slow to flap speed, set 80% N1 & Set bug to
Vref.
2. Maintain assigned heading & altitude.
3. Below 170 KTS, " Flaps 20 deg".
4. Below 202 KTS, " Gear Down Landing Check ".
5. Below 150 KTS, " Full flaps. " trim to Vref. Establish
a 400-700 feet/min sink rate at Vref.
6. Level off at designated altitude W I T H
O U T increase in power
7. Maintain altitude until first indication
of a stall. (Shaker or stall lights)
8. Apply MAX power lower nose only as much as required
to eliminate the stall warning.
At Vref minus 10 KTS
M I N I M U M speed, call for " Flaps 20 deg", and increase the
pitch attitude to 10 deg nose
up at about 1 deg / sec.
9. When VSI & Altimeter indicate positive rate
of climb call " Positive rate, Gear Up ".
10. Establish 7.5 deg nose up attitude.
11. At Vref + 30 KTS, Call " Flaps Up, After Takeoff Checklist
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12. Return to entry heading and altitude or as directed.
ILS Approach - Two Engines
1. Intercept LOC at 140-160 KTS and Flaps 20 deg.
2. One dot prior to intercepting Glide Slope, call " Gear Down
Landing Check ".
3. When ON the glidepath, call " Full Flaps ".
4. Establish Vref to Vref + 5 KTS & track LOC & GS until
Minimums.
ILS Approach - One Engine
1. Intercept LOC at 140-160 KTS and Flaps 8 deg.
2. One dot prior to intercepting Glide Slope, call " Gear
Down Landing Check ".
3. When ON the glidepath, call "Flaps 20 deg".
4. Establish Vref + 20 KTS & track LOC & GS
5. At 100-150 Ft AGL, Full flaps, power idle & land.
Non Precision Approach - One or Two Engines
1. Intercept Final Approach Course at 140 KTS and
Flaps 20 deg.
2. Crossing Final Approach Fix, call " Gear Down
Landing Check ".
3. Descend to and maintain MDA until Field in Sight
or MAP is initiated. ( As Appropriate ).
4. If Landing is to be made, call " Full Flaps "
when intercepting a glidepath appropriate for a
normal landing. For one
engine INOP, Vref + 20 KTS until 100 feet AGL, then " Full
Flaps" so as to descend thru 50
ft AGL at Vref as in a normal landing.
No Flap Approach
1. Vref + 40 KTS until established on Final Approach.
2. Vref + 30 KTS on final.
3. Approach angle NORMAL. A flat approach will usually
result in a longer landing roll.
Go Around or Missed Approach
1. "Max Power", Rotate to 10 deg, " Flaps 20 deg".
2. Positive Rate of Climb, " Gear Up ", Vref + 30, " Flaps up,
After Takeoff Checklist ".
3. Climb at 200 KTS.
4. Engine Failure or Fire Checklist if Appropriate.
Takeoff
1. Set V2 on Capt. Airspeed & V1 on Co-Pilots Airspeed.
2. At V 1, BOTH hands on Yoke.
3. Vr, Rotate to 15 deg ( 2 eng ) 12 deg ( 1 eng ).
4. Climb at 15 deg pitch, ( 2 eng ) or V 2 ( 1 eng ).
5. At 400 ft & V2+30 KTS, "Flaps Up After T.O. Check ".
6. Engine Failure or Fire Checklist if Appropriate.
7. Climb 200 KTS to 3000 AGL then 250 Kts.
Rejected Takeoff
1. Proceed as in normal takeoff until malfunction dictates that
the takeoff be rejected.
2. Capt. calls "Abort" (Co-Pilot may call Abort if Capt elects
to delegate that authority).
3. Thrust levers to idle
4. Spoilers extend.
5. Wheel brakes as necessary.
6. Thrust Reverse OR Dragchute deploy. (Never Both!)
7. If another takeoff is contemplated consider brake energy &
appropriate turnaround time.
Emergency Descent
1. Oxygen masks on within 5 sec of cabin pressure
loss.
2. Check passenger oxygen masks deployed.
3. Select Oxygen mask microphone.
4. Ignition ON.
5. Thrust levers to idle.
6. Spoilers and Landing Gear, Extend.
7. Auto Pilot OFF.
8. Initiate 45 deg bank if desired.
9. Vmo/Mmo minus 10 kts to 14,000 or MEA as
required.
10. Clean up & proceed to nearest suitable airport if appropriate.
Condition of aircraft or
reduced range due to low
altitude may make flight to original destination unwise.
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