Recommended Operating Procedures and Techniques

Home , Descent 3, Spoileron, Top of descent, V speeds

RECOMMENDED OPERATING PROCEDURES AND TECHNIQUES

Learjet 40/45

LEARJET

Reissue May 2004 MP-132 Reissue May 2004

7/6/04 7/6/04 Learjet 40/45 Recommended Procedures/Techniques

LIST OF EFFECTIVE PAGES Use this page to determine the current status of this manual. Pages affected by the current change are indicated by an asterisk (*) immediately preceeding the page number.

Dates of issue for original and revised pages are:

Original...... O...... May 1999 Reissue ...... 1 ...... May 2004

Page Revision Title...... May 2004 A thru B ...... May 2004 i thru vii...... May 2004 I and II...... May 2004 Chapter 1 1-1 thru 1-50 ...... May 2004 Chapter 2 2-1 thru 2-18 ...... May 2004 Chapter 3 3-1 thru 3-20 ...... May 2004 Chapter 4 4-1 thru 4-12 ...... May 2004 Chapter 5 5-1 thru 5-6 ...... May 2004 Glossary G-1 thru G-6...... May 2004

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7/6/04 Learjet 40/45 Recommended Procedures/Techniques Table of Contents

INTRODUCTION Purpose ...... I

CHAPTER 1 NORMAL PROCEDURES & TECHNIQUES General ...... 1-1 Responsibilities ...... 1-1 Crew Coordination ...... 1-1 Checklists ...... 1-2 Flow Patterns...... 1-3 Radio Tuning and Communication ...... 1-3 Predeparture Briefings...... 1-4 Advising of Aircraft Configuration Change...... 1-4 Critical Malfunctions in Flight...... 1-4 Noncritical Malfunctions in Flight...... 1-4 Abnormal/Emergency Procedures...... 1-5 Rejected Takeoffs...... 1-5 Deviations during Flying...... 1-5 Engine Indicating and Crew Alerting System...... 1-6 Flight Guidance System/Flight Director ...... 1-7 General Protocols ...... 1-10 Training Airspeeds and Power Settings ...... 1-11 Standard Callouts ...... 1-14 Holding Short of Runway...... 1-14 Takeoff ...... 1-15 Climb...... 1-17 Descent ...... 1-18 Prior to Beginning the Precision Approach...... 1-19 Precision Missed Approach...... 1-23 Nonprecision Approach...... 1-25 Nonprecision Missed Approach ...... 1-29 Preflight...... 1-30 Starting Engines ...... 1-30 Pretakeoff ...... 1-31 Takeoff Procedures...... 1-34 Climb and Cruise Procedures...... 1-36

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Descent Procedures...... 1-37 Approach Planning and Briefing ...... 1-38 Normal Approach for Landing ...... 1-39 Landing ...... 1-40 Crosswind Landing ...... 1-42 Slippery Surfaces ...... 1-42 One Engine Inoperative Landing...... 1-43 Hydroplaning ...... 1-43 Go-Around ...... 1-44 Touch-and-Go Landings ...... 1-47 After Landing and Clearing Runway...... 1-49

CHAPTER 2 INSTRUMENT PROCEDURES Instrument Approach Considerations ...... 2-1 Additional Instrument Systems...... 2-3 Holding ...... 2-4 Precision Approach...... 2-6 Nonprecision Approach ...... 2-8 Procedure Turns...... 2-12 Circling Approach...... 2-13 Missed Approach ...... 2-18

CHAPTER 3 ABNORMAL/EMERGENCY PROCEDURES CAS Inhibiting System ...... 3-1 Takeoff Emergencies ...... 3-2 Engine Failure Below V1 Speed ...... 3-3 Engine Failure Above V1 Speed...... 3-5 Cruise Emergencies ...... 3-7 Cruise Abnormalities ...... 3-9 Engine Fire Warning...... 3-9 Flight Control Disconnect...... 3-10 Dual Generator Failure ...... 3-11 Approach/Landing Emergencies...... 3-12 Windshear ...... 3-19

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CHAPTER 4 MISCELLANEOUS MANEUVERS General ...... 4-1 Training Maneuvers ...... 4-1 Steep Bank Turns ...... 4-1 Approach to Stall—Clean (Flaps 0°) ...... 4-4 Approach to Stall—Takeoff or Approach Configuration.... 4-4 Approach to Stall—Landing Configuration...... 4-7 Unusual Attitude Recovery ...... 4-9 Nose High—Airspeed Slowing...... 4-9 Nose Low—Airspeed Increasing ...... 4-9

CHAPTER 5 FLIGHT MANAGEMENT SYSTEM General ...... 5-1 Air Data Interface...... 5-1 AHRS ...... 5-1 Basic Functions ...... 5-1 Enroute Navigation...... 5-1 Approach and Terminal Navigation...... 5-2 Radio Tuning...... 5-2 Joystick and Radar Waypoints ...... 5-2 VNAV ...... 5-2 Database ...... 5-3 Fuel and Performance Data ...... 5-3 Configuration Options...... 5-4 Operational Considerations ...... 5-4 New Users ...... 5-4 GPS RAIM Prediction Requirements...... 5-5 Communications and Weather Service Interface ...... 5-5

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CHAPTER 1 NORMAL PROCEDURES & TECHNIQUES Takeoff Procedures–Standing/Rolling Start...... 1-35 Normal VFR Landing Pattern ...... 1-41 Go-Around–Two Engines ...... 1-45 Go-Around–Single Engine...... 1-46 Touch-and-Go Landing ...... 1-48

CHAPTER 2 INSTRUMENT PROCEDURES Entries–Holding Pattern ...... 2-5 Precision Approach ...... 2-7 Nonprecision Approach...... 2-10 Nonprecision Approach–Circling...... 2-11 Circling Approach (1 of 4) ...... 2-14 Circling Approach (2 of 4) ...... 2-15 Circling Approach (3 of 4) ...... 2-16 Circling Approach (4 of 4) ...... 2-17

CHAPTER 3 ABNORMAL/EMERGENCY PROCEDURES Engine Failure Below V1 Speed...... 3-4 Engine Failure Above V1 Speed ...... 3-6 Emergency Descent...... 3-8 Single-Engine Landing...... 3-13 Precision Approach–Single Engine...... 3-14 Nonprecision Approach–Single Engine ...... 3-15 No Flap Landing...... 3-17 Partial-Flap/No-Flap Approach...... 3-18

CHAPTER 4 MISCELLANEOUS MANEUVERS Steep Bank Turns ...... 4-3 Approach to Stall–Clean (Flaps 0°) ...... 4-5 Approach to Stall–Takeoff or Approach Configuration...... 4-6 Approach to Stall–Landing Configuration...... 4-8

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Nose High–Airspeed Slowing ...... 4-10 Nose Low–Airspeed Increasing...... 4-11

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CHAPTER 2 INSTRUMENT PROCEDURES Recommended Maneuvering Speed...... 2-3 Maximum Holding Airspeeds ...... 2-4 Holding—Inbound Leg Timing...... 2-4

CHAPTER 3 ABNORMAL/EMERGENCY PROCEDURES Approach Speeds and Abnormal Landing (Gear Down) ..... 3-16

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7/6/04 Learjet 40/45 Recommended Procedures/Techniques INTRODUCTION

Purpose

This manual offers recommendations and standardized procedures for pilots operating the Learjet 40/45 aircraft. If the information herein conflicts with the FAA Approved Airplane Flight Manual (AFM), the AFM shall take precedence. The scope of this manual is limited. Absolute numbers and variables prevailing in all conditions are impossible to present. Power settings and airspeeds are given as targets. A common sense approach to any given situation is stressed. Information contained within is subject to change.

The objective of Bombardier Aerospace with the Learjet 40/45 aircraft is to provide the safest and most efficient corporate transportation possible. The practices and techniques set forth in this manual are based on the experience of Learjet Flight Operation’s pilots. Use of these techniques will help achieve the published performance data.

Presented herein are recommended procedures and techniques for using the many tools available in the Learjet 40/45 aircraft and Honeywell Primus 1000 system. These procedures and techniques may warrant revision, but the AFM always takes precedence. Procedures for the aircraft are straightforward and set forth in the checklist.

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7/6/04 Learjet 40/45 Recommended Procedures/Techniques CHAPTER 1 NORMAL PROCEDURES & TECHNIQUES

General

Standard operating procedures (SOPs) supplement the information in the Air- plane Flight Manual (AFM) and Federal Aviation Regulations. Adherence to SOPs enhances individual and crew situational awareness and performance. SOPs may include assignment of responsibilities, briefing guides, and procedures to be followed during specific segments of flight. The SOPs in this manual are not intended to be mandatory or to supersede any individual company SOPs. They are provided as examples of good operating practices.

Responsibilities

The pilot-in-command (PIC) is designated by the company and is responsible for the conduct and safety of the flight. The second-in-command (SIC) is responsible for assisting the PIC in accomplishing the same goal. The pilot flying (PF) controls the aircraft with respect to heading, altitude, and airspeed, and directs the necessary operations to safely accomplish the flight. The pilot not flying (PNF) maintains ATC communications, obtains clearances, accomplishes checklists, makes altitude callouts, and other tasks as directed by the PF. The crew must work together as a team. Both crew members should maintain situational awareness at all times. They should communicate and compliment each other to enhance the efficiency and safety of the mission.

Crew Coordination

Efficient crew coordination is an absolute necessity for operating the aircraft with utmost safety. Crew coordination and teamwork are absolutely essential in performing normal, abnormal, and emergency procedures, as well as in the division of cockpit workload. Areas enhanced by good crew coordination are situational awareness, visual observation of other traffic, use of checklists, airspeed and altitude callouts, handling of communication and navigation radios, use of guidance controller (GC) and display controllers (DC), and operation of gear and flaps, departures, and approaches.

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Checklists

The checklist creates an efficient motion sequence or flow in the cockpit. The checklist follows a normal sequence from preflight to shutdown. The Emer- gency, Abnormal and Status/Advisory checklists allow the crew to quickly turn to the appropriate checklist by matching the engine indicating and crew alerting system (EICAS) indexes to the corresponding CAS message displayed. In many cases when using these checklists, there is no need to return to the Normal checklist. Once an Abnormal Landing checklist has been initiated, it guides the crew to landing.

EICAS indexes in the checklist appear exactly as the CAS messages appear. The checklists are arranged by color and alphanumerical order by system. In addition, they are portrayed in the same font and nomenclature as the EICAS messages for ease of reference. For example, if an amber GEAR CAS message is displayed (supported by a single chime, flashing master CAUT lights, and aural “Gear” warning), the flight crew should reference the Abnormal Check- list–Gear.

The checklist is normally handled by the PNF. PF calls for the portion to be accomplished, such as “Descent checklist,” “Before Landing checklist,” etc. The PNF reads, performs, and responds to those items in the respective area of the cockpit and challenges the PF on actions and responses to the checklist items in the PF area of the cockpit. While the aircraft is in motion, the checklist should never be used in a manner requiring both pilots to have their attention focused inside the cockpit. After a checklist is accomplished, the PNF reports completion of the checklist to the PF, e.g., “Descent checklist complete.” The checklist should not be used as an instruction manual on how to operate the aircraft, but rather as a memory jogger to ensure all items for particular phases of flight have been accomplished.

Flight crews should use a challenge-response method to execute any checklist. After the PF initiates the checklist, the PNF challenges the PF by reading the checklist item aloud, except for the “After Takeoff checklist.” The PF verifies that the checklist items are accomplished and responds orally to the challenge. The PNF confirms the accomplishment of the item, and then responds orally to the challenge. In all cases, the other pilot confirms the proper response. Any disagreement is resolved prior to continuing the checklist item.

If the checklist was overlooked, good cockpit resource management requires the PNF to ask the PF if the checklist should be started. After the completion of any checklist, the PNF states that the specific “checklist is complete.” This

1-2 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques increases the PF situational awareness and prompts the PF to call for the next appropriate checklist when required.

Some checklist procedures call for the movement or manipulation of controls or switches critical to safety of flight (e.g., thrust levers, engine fire switches, fire bottle discharge switches). Prior to initiating the action, the pilot performing the action verifies with the other pilot that the correct control or switch is being moved.

Any checklist action pertaining to a specific control, switch, or equipment that is duplicated in the cockpit is read to include its relative position and the action required (e.g., Left Throttle - IDLE, Left Boost Pump - OFF).

If the PNF observes and challenges a flight deviation or critical situation, the PF should respond immediately. If the PF does not respond by oral communication or action, the PNF must issue a second challenge that is loud and clear. If the PF does not respond after the second challenge, the PNF must assume the PF has become incapacitated. PNF must announce that “I am taking control” of the aircraft and then take the necessary action.

FLOW PATTERNS

For normal procedures, a flow pattern is an efficient method for accomplishing the cockpit setup for each phase of flight. After using the flow pattern, accomplish the checklist to verify the proper setup of the cockpit. Under this concept, a normal checklist is a “done list” instead of a “do list.”

Flow patterns are not used for abnormal or emergency procedures. During an emergency, accomplish any immediate actions items, then call for the proper checklist. Maintain control of the airplane with one pilot always flying the airplane while the other reviews all the items of the appropriate emergency procedure. The PNF reads out loud both the challenge and the response. Do not proceed to the next item until both pilots confirm completion of each item.

Radio Tuning and Communication

The PNF accomplishes navigation and communication radio tuning, identifi- cation of proper signal, ground contacts, and clearances. Before changing any navigation radio, the flight crew confirms the change does not affect autopilot or airplane control, and then selects the new frequency. This confirmation helps coordinate and use proper sequences with the autopilot, FMS, and other aids. After the NAVAID is tuned and identified, the PNF announces, “(Facility) tuned and identified.”

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Predeparture Briefings

The PF should conduct a predeparture briefing prior to each flight. This briefing addresses potential problems, weather delays, safety considerations, aircraft evacuation, number of passengers, and operational issues. Predeparture briefings should include all crewmembers to enhance and set the tone for the flight. The briefing may be formal or informal, but should include some standard items such as: “Advise me” of any abnormality, call out that the N1 are set properly, and use standard (SOP) callouts.

Advising of Aircraft Configuration Change

A crewmember about to make an aircraft control or configuration change should alert the other crewmember to the forthcoming change. If time permits, the crewmember should announce any abrupt flight path changes so there is always a mutual understanding of the intended flight path. Sometimes a PA an- nouncement to the passengers is advised before maneuvers involving unusual pitch or bank angles.

As an example, when given a new altitude, the PNF sets the assigned altitude in the altitude alerter and verbally repeats that altitude. The PF verbally confirms the altitude assignment and alerter setting.

Critical Malfunctions in Flight

In flight, the observing crewmember positively announces an indication of a malfunction. If the PNF is the first to observe any indication of a critical failure, the PNF should announce what is seen and attempt to identify the malfunction to the PF.

After verifying the malfunction, the PIC announces a decision and commands or accomplishes any checklist memory items. The PF monitors the PNF during the accomplishment of those tasks that have been assigned.

Noncritical Malfunctions in Flight

Procedures for recognizing and verifying a noncritical malfunction or impend- ing malfunction are the same as for time-critical situations. Time, however, is not as critical and allows a more deliberate response to the malfunction.

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Abnormal/Emergency Procedures

The predeparture briefing includes a discussion of abnormal or emergency conditions. When a crewmember recognizes these situations:

- Who controls the aircraft? - Who performs the tasks? - What items should be monitored?

Following these designations, the PF calls for the appropriate checklist. The designated crewmember accomplishes the checklist items with the appropriate challenge and response.

Both pilots must be able to respond to an emergency situation that requires immediate corrective memory items without reference to a checklist. Upon completion of those memory items, identify and accomplish each of the checklist procedures by referring to the printed checklist and AFM.

Crewmembers must make every effort to confirm and identify a malfunction before initiating any emergency action. Use positive oral and graphic communication to identify and direct the proper response.

Rejected Takeoffs

Every takeoff must be regarded as a possible rejected takeoff (RTO) and is, therefore, a planned event. Either crewmember may call for an abort, however, the PIC must use proper judgment. After the decision is made, the crew applies the proper checklist procedure, “Aborted Takeoff” or “Engine Failure below V1.”

The PF should execute an abort prior to 90 KIAS for any abnormality ob- served. Between 90 and V1, the PF commands and executes the rejected takeoffs for situations deemed critical based upon the existing conditions:

- Engine failure -Fire - Loss of control

Deviations during Flying

The PNF shall call out any deviation from normal and accepted standard operating procedures during various phases of flight. As an example, during the ap-

MP-132 1-5 May 2004 Recommended Procedures/Techniques Learjet 40/45 proach phase of flight: “Drifting left of course.” These announcements should be specific and timely.

Deviations include:

- Courses – left or right ±5° - Altitudes – climbing or descending from assigned altitude ±100 ft - Airspeed – exceeding desired or assigned speed ±10 kt (also above and below VREF) - Descent rates – descending greater than 1000 fpm on the final approach phase - Leaving DH/DA – one-quarter scale deflection of glideslope/localizer - MDA – descending below the selected altitude

Engine Indicating and Crew Alerting System

The engine indicating and crew alerting system (EICAS) is an integrated digital computer and display system that replaces the majority of traditional cockpit gauges and warning lights. The Honeywell Primus 1000, EICAS, and crew warning panel (CWP) provide the crew flight monitoring indications. They also provide engine data, warning, cautionary, and advisory alerts (visual and aural). The EICAS display is normally displayed on display unit (DU) # 2, but can be reverted to DU # 3 if necessary. It is divided into four designated areas: engine indicating, CAS messages, systems display pages, and menu items.

The primary engine displays are shown in the left half of the EICAS display, such as N1, interstage turbine temperature (ITT), N2, oil pressure (OIL PSI), oil temperature (OIL °C), fuel flow (FF PPH), and fuel quantity (FUEL LBS L/R/F). Loss of both generators and main aircraft batteries automatically results in RMU #1 displaying engine and other system parameters. Refer to the AFM and Honeywell Primus 1000 Operating Manual for further information and details.

The CAS message area is shown in the upper right of the EICAS display and has a maximum of 15 system message lines. The CAS provides the flight crew with visual alerts to changes in aircraft status at three different levels. These three types/levels of messages are the result of signals from the various sub- systems:

- Warning (red) messages—Red CAS messages indicate immediate action by the flight crew is necessary. A triple chime, flashing red master WARN lights, and a red CWP light accompany these messages. In addition, an aural warning may sound and/or a switch indicator (S/I) may illuminate.

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Some warnings are aural only (i.e., overspeed and stall) - Caution (amber) messages—An amber CAS message requires subsequent pilot action. These messages are accompanied by a single chime, amber flashing master CAUT lights, and could also be accompanied by a S/I illu- mination. All caution messages can be scrolled off the CAS message display area The aircraft minimum equipment list (MEL) should be NOTE referenced. - Advisory (white) messages—White CAS messages may require pilot or maintenance action at some point. These messages usually indicate a pilot selection, backup system mode, or lower level of fault. White CAS messages should be acted on by the crew. These messages may or may not be accompanied by an illuminated S/I. There are some advisory/status CAS messages that state in the respective checklists, “Do not takeoff.”

When CAS messages are displayed, always consider collateral indications. For example, an amber L GEN FAIL CAS message appears on the EICAS. In addition to a single aural chime and flashing master CAUT lights, the other indications can verify this condition:

- OFF appears in the LH GEN S/I and the BUS TIE S/I indicates closed - Select the summary page on the EICAS or MFD and check the amps for the respective side in question - Select the ELEC page from the EICAS of MFD. It indicates the left generator is inoperative. The generator is circled in amber. The amperage draw on the respective generator should be zero

By using system knowledge and looking at collateral indications, the crew can verify the anomaly, thus confirming the CAS message.

Flight Guidance System/Flight Director

The flight guidance system (FGS) and flight director (FD) has lateral and vertical modes to manage navigation, climb, cruise, and descent. The FD is a valu- able tool in helping the crew make accurate maneuvers and approaches, especially in adverse weather conditions. Remember the FD does not think ahead or anticipate, conversely it is a computer that calculates drift corrections based on track results. Consequently, the FD could command S-turns during the early part of a final approach. The crew should be aware of this, especially if given a tight or quick radar vector to an approach course. With this in mind, pilots should attempt to follow the command bars precisely to allow the FD to make accurate calculations. These computations command very gentle, slow, and deliberate corrections toward interception of a track and/or glideslope. An MP-132 1-7 May 2004 Recommended Procedures/Techniques Learjet 40/45 autopilot-coupled approach illustrates this capability. Following the command bars closely results in an accurate and well-stabilized approach.

The aircraft is equipped with dual FDs operated from a single-guidance controller. The crew must verify which direction the green FD couple arrows on both primary flight displays (PFDs) are pointing. The direction that both green FD couple arrows are pointing toward indicates the side on which the navigation information is originating, even though the opposite side navigation radio is tuned differently.

Cross-check the green FD couple arrows, raw data, and capture annunciations while following the command bars. This is also important during VOR track- ing, particularly during station passage when intercepting a radial or when capturing a localizer or glideslope.

Flight crews can select from the following vertical modes on the guidance controller (GC): speed (SPD); flight level change (FLC); vertical speed (VS); and vertical navigation (VNV). Vertical modes can be used with or without the autopilot coupled.

SPD Mode — Depressing the SPD button engages the speed hold mode (KIAS or Mach) on both FDs. The SPD knob can select, or the touch control steering (TCS) synchronize, an airspeed or Mach value for the aircraft to hold during climb or descent. The airspeed bug positioned on the right side of the airspeed tape marks the airspeed when the SPD button is depressed. A magenta digital readout of the airspeed selected also appears at the top of the airspeed tape. Pushing the SPD knob toggles the tape and reference between KIAS and Mach.

FLC Mode — Pushing the FLC button commands the FGS to maintain a pre- determined airspeed profile as the aircraft climbs or descends to a selected altitude. This mode determines whether the aircraft is climbing or descending by first referencing the aircraft altitude and the altitude preselect. FLC offers both normal- and high-speed climb or descent profiles. The FLC modes are se- quenced in a loop. Depressing the FLC button once results in a normal climb schedule. If the FLC is depressed a second time, a high-speed climb schedule is presented. A third push of the FLC button deselects the mode, and a fourth push starts the sequence over again. The speed targets are:

- Normal - Climb 250 KIAS to 0.70 Mach - Descent 0.76 Mach to 300 KIAS (250 KIAS at ≤ 10,000 ft)

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- High Speed - Climb 250 KIAS to 10,000 ft, then 275 KIAS to 0.73 Mach - Descent 0.79 Mach to 320 KIAS, to 250 KIAS at ≤ 10,000 ft

VS Mode — Depressing the VS button engages the vertical speed hold mode on both FDs and tells the FGS to maintain the current vertical speed. Different vertical speeds can be selected and maintained with either the SPD knob or the TCS button. The selected vertical speed target is displayed on the PFDs above the vertical speed indicator (VSI). When VS is selected, the airspeed bug and reference values are removed from the airspeed indicator. The maximum se- lectable vertical speed is ±6000 fpm.

VNV Mode—Pushing the VNV button accepts armed/captured vertical navigation steering commands from the flight management system (FMS). VNV includes an armed (white) and capture (green) mode/annunciation in the upper section of the PFDs. Selection of VNV is automatic when doing an FMS approach with the APP button selected.

When FLC is selected, a speed target cannot be set with the SPD knob. Ambi- ent temperature changes can cause Mach number variations resulting in minor pitch changes with the autopilot engaged. Vertical speed mode or manually flying the aircraft provides a smoother ride. The altitude preselect is automatic when any vertical mode is selected for climb or descent on the GC. The ALT button must be depressed if the altitude is in the capture mode and no vertical mode is selected. Several other actions require the ALT button to be depressed, such as selecting go-around, coupling the cross side FD, capturing the GS or VNV, etc.

Lateral modes can be selected when using the GC, heading (HDG), navigation (NAV), and approach (APP). Further explanation of these functions is as follows.

HDG Mode—When the HDG button is pushed, the FD computer is command- ed to follow the inputs from the heading bug on the selected HSI. The command bars on the PFD are driven to follow the position of the heading bug, which is changed using the HDG knob on the GC. While in the heading mode, a lower bank limit can be selected with the BNK (low bank ±14°) button on the GC.

NAV Mode—Depressing the NAV button directs the FGS to arm, capture, and track the selected navigation signal sources (VOR, LOC, or FMS). Initial selection of this mode results in HDG mode being on (green) with the NAV mode armed (white). At NAV capture, the HDG mode disappears and the NAV mode turns green.

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APP Mode—Pushing the APP button selects the gains to arm and capture the lateral deviation signal for VOR, LOC, FMS, and BC sources. It also selects both lateral and vertical navigation signals for the ILS or FMS to meet approach criteria. Initial selection of the mode results in HDG mode with the APP mode armed (VOR, LOC, or BC). At APP capture, the HDG mode drops out. If FMS is the navigation source and APP is depressed, the FMS remains the navigation source.

All armed and captured indications of the FGS are annunciated in the top center of both PFDs. For a more detailed operational description of the FGS and FD, refer to the Honeywell PRIMUS 1000 Integrated Avionics System Pilot Manual.

General Protocols

When flying in a technologically advanced flight deck, each pilot must understand basic protocols. When these protocols are followed, each crewmember should understand their responsibilities. This greatly enhances situational awareness. The following procedures promote efficiency and avoid confusion:

1. Divide the cockpit in half. All switches to the left are the responsibility of the left-seat pilot. All switches to the right are the responsibility of the right-seat pilot. When making any switch selection, inform the other pilot. 2. Autopilot - Communication regarding who is controlling the autopilot is essential between the pilots. Confirmation by both pilots is necessary when the autopilot is switched between the pilots. The PF must inform the PNF when the autopilot is turned on or off. 3. Flight guidance controller - The aircraft has a single flight guidance controller (FGC). When the autopilot is on, the PF makes all inputs to the FGC. 4. Heading bug - When the autopilot is on, the PF manipulates the heading bug. When the autopilot is off, the PNF may manipulate the heading bug at the instruction of the PF. 5. Altitude selector - Altitude preselect is always operated by the PNF. Altitude preselect is an effective tool for a successful instrument approach. 6. Precision approach - When cleared for the approach and at the glideslope (GS) intercept altitude, set the altitude preselect to the missed approach altitude. If the missed approach altitude is below the GS intercept altitude, the aircraft flies through the altitude (rather than capturing it) provided the flight director (FD) captured the GS. 7. Nonprecision approach - When cleared for the approach, select the next lower stepdown altitude at each intermediate altitude. Do not

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select the next lower altitude until ASEL extinguishes and ALT illuminates. At the MDA, set the altitude preselect for the missed approach.

Training Airspeeds and Power Settings

Primary thrust lever angle (TLA) input to each digital electronic engine control (DEEC) is provided through rotary variable differential transformers (RVDTs) located within the thrust lever quadrant. Secondary TLA input is provided by a control cable connecting each thrust lever to the corresponding engine hydro- mechanical fuel control unit. Small thrust lever movements may result in larg- er-than-expected changes. The airspeed trend vector on the primary flight displays (PFDs) provides an indication of the expected velocity in 10 seconds at the current rate of acceleration or deceleration. Allow the change in thrust to have its effect prior to any additional power changes. The N1 should be used as the primary thrust setting indicator.

The following table is a typical airspeed/N1 setting in standard atmospheric conditions:

Airspeed Flight Phase N1 Knots/Mach Takeoff and Climb

• Takeoff and Rotate VR Takeoff detent

•Flaps Up V2 + 25 No power changes below MCT detent • Climb (Class D) 200 MCT detent Normal Climb • 3000 – 10,000 ft - 250 MCT detent Normal • 10,000 – Cruise - 250/0.70 MCT detent Normal High Speed Climb • 10,000 – Cruise - High 275/0.73 MCT detent Speed Cruise Lead by 10/0.02 • Below 10,000 ft 200 ~63%

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Airspeed Flight Phase N1 Knots/Mach Miscellaneous Airspeeds • Below 10,000 ft 250 ~71% • 10,000 to FL250 250 ~75% • FL410 Cruise – Normal 0.76 ~91.5% Steep Turns Increase 2% before turn • 45° Bank – 15,000 ft 250 ~77% Slow Flight

• Flaps Up-Gear Up 1.3 VS + 20 ~55%

• Flaps 20°-Gear Up 1.3 VS ~57%

• Flaps 20°-Gear Down 1.3 VS ~62%

• Flaps DN-Gear Down - 1.3 VREF ~69% Level Approach to Stalls • Clean – 1 kt per second IDLE • Takeoff and Approach – 1 kt per second ~60% • Landing – 1 kt per second ~60% Holding Slow 3 minutes prior Checklist Chart Altitude Shows weight/IAS P-34

• 14,000 ft and Below 1.3 VS +50 ~62% (1 Minute Legs)

• Above 14,000 ft 1.3 VS +50 ~65% (1.5 Minute Legs)

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Airspeed Flight Phase N1 Knots/Mach Approaches – Level Normal Category C Single-Engine Increase ~10-15% • Flaps Up-Gear Up 200 ~55% • Flaps 8°-Gear Up 180 ~53%

• Flaps 20°-Gear Down VAPP ~62%

• Flaps DN-Gear Down – Not slower than VREF ~55% Normal Descent

(g/s ~800 fpm descent) VREF ~55%

• Level Flight – MDA On final VREF ~69%

• Flaps DN/Gear Down VREF ~55% Level Flight – Circling Use Category C Circling

• Flaps DN / Gear Down VAPP ~72% Final for Landing add ½ Gust Factor to VREF

• 50 ft above Runway VREF

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Standard Callouts

P F P N F HOLDING SHORT OF RUNWAY

Pilot Takeoff Briefing Action: Brief at least some of the following, as applicable: • Type of takeoff: standing or rolling • Initial heading • Initial altitude and terrain clearance elevation • Airspeed limitations • Abort criteria • Clearance limit – Standard instrument departure (SID) details and initial fix or point of clearance • Special airspace, noise reduction, etc. • Emergency return • Configuration of airplane for runway conditions and temperatures • Weather on takeoff • Anti-icing requirements • Advise of any abnormalities •Call out “N1 is set to bug setting” • Standard callouts and any deviation from normal SOP: i.e., thunderstorm in flight path on takeoff • During an emergency evacuation, the copilot leaves the cockpit, opens the proper emergency exit, informs the pilot of the exit, and takes the passengers upwind and away from the airplane to a rendezvous point. The copilot then counts the number of people on the airplane, including the pilots. The pilot executes the emergency evacuation checklist, and then joins the other occupants and copilot outside the airplane. • Sterile cockpit below 10,000 ft • Any questions?

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P F P N F TAKEOFF Cleared for takeoff Call: “Runway Lineup checklist” Action: Complete Runway Lineup checklist Call: “Runway Lineup checklist complete” Action: Place hand on thrust levers. Move up three clicks to takeoff

Call: “Set N1” Call: “N1 set” Action: At 90 KIAS Call: “90 knots” Call: “Crosschecked”

Call: “V1” Action: Move hand from thrust levers to control wheel Call: “Rotate” Action: Rotate to the takeoff attitude Call: “Positive rate” Call: “Gear up” Call: “Selected up” Action: When all gear lights extinguished: Call: “Indicating up” NOTE: Call “Gear up” passing through a minimum of 400 ft AGL.

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P F P N F Action: Ensure gear doors are up and lights out

Call: “V2 + 25” Action: Above 400 ft AGL and clear of obstacles: Call: “Flaps up” Call: “Yaw damper engage,” if desired Call: “Selected up” Call: “Indicating up” Call: “Yaw damper engaged” Action: After contacting departure control or the next radar center, do the After Takeoff checklist silently after the PF calls for it Call: “After Takeoff checklist complete” Action: Pressurization check every 10,000 ft

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P F P N F CLIMB Call: “Climb - Transition checklist” Action: Complete Climb - Transition checklist Call: “Climb - Transition checklist complete” Call: “Out of ______altitude for______altitude” (i.e., “8000 for 9000”) Call: “______altitude for ______altitude” At all altitude changes, PF acknowledges the new altitude setting. Cruise altitude Call: “Cruise checklist” Action: Complete the Cruise checklist Call: “Cruise Checklist complete”

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P F P N F DESCENT Call: “Descent checklist” Action: Complete the Descent checklist Call: “Descent Checklist complete” Call: “Descent - Transition checklist” Action: Complete Descent - Transition checklist Call: “Descent - Transition checklist complete” At 1000 ft before assigned altitude Call: “Out of ______altitude for ______altitude” (i.e., “9000 for 8000”) Call: “______altitude for ______altitude” At 10,000 ft Action: Check pressurization Call: “Differential, cabin rate, and cabin altitude” numbers Call: “Pressurization check complete”

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P F P N F PRIOR TO BEGINNING THE PRECISION APPROACH Prior to 50 nm from destination or below FL180 Accomplish approach planning and briefing during the cruise or initial descent, if possible, or at the latest when called for in the Approach checklist. Call: “Approach checklist” Action: Initiate the Approach checklist Call: “Approach check complete” Call: “Flaps 8°” Call: “Speed checks; selected 8°” “Indicating 8°” At initial convergence of course deviation indicator Call: “Localizer alive” Call: “Localizer alive” When flight director annunciator indicates captured Call: “Localizer captured” Call: “Localizer captured” At initial downward movement of the glideslope Call: “glideslope alive; flaps 20°, gear down and Before Landing checklist”

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P F P N F Call: “Speed checks; selecting 20°” Call: “Flaps indicate 20°” Call: “Gear selected down” Call: “Gear indicates three green” Call: “Gear indicates three green” When glideslope capture Action: One dot from glideslope capture Call: “Flaps down” Call: “Speed checks; flaps selected down” Call: “Flaps indicating down” Call: “Flaps indicating down” Call: “Glideslope captured” Call: “Glideslope captured” Action: Complete the Before Landing checklist down to autopilot/yaw damper At outer marker Call: “Outer marker”

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P F P N F Action: Start timing, if needed Visually crosscheck that altimeters agree with crossing altitude Set missed approach altitude in altitude selected, if desired Call the tower Look for runway environment Call: “Outer marker; altitude checks” At 1000 ft above DH Call: “1000 ft to minimums” Call: “Checked” At 500 ft above DH Call: “500 ft to minimums” Call: “Checked, no flags” At 200 ft above DH Call: “200 ft to minimums” Call: “Checked” At 100 ft above DH Call: “100 ft to minimums” Call: “Checked” At DH or to a point where PNF sights the runway environment

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P F P N F Call: “Runway (or visual references) ______o’clock (lead-in lights)” Call: “Going visual, runway in sight” Call: “Autopilot disengaged, yaw damper off” Action: Prior to landing: Call: “Before Landing checklist complete” Call: “50 ft”: After touchdown Action: Maintain runway heading Action: Spoilers automatically extend after touchdown. Monitor thrust reversers. Call: “Spoilers extended, TRs deployed” Call: “Airspeeds during deceleration” (i.e.: 80, 70, 60 kt) After clearing the active runway: Call: “After Landing/Clearing Runway checklist” Action: Start checklist Call: “Clearing Runway checklist complete”

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P F P N F PRECISION MISSED APPROACH At DH and no runway environment in sight Call: “Minimums, missed approach” Call: “Missed approach” Action: Press the go-around button. Pitch up to the command bars. Advance power

Action: Verify the N1 setting for go-around Call: “Flaps 8°” Call: “Selecting 8°” Call: “Indicating 8°” Call: “Positive rate of climb” Call: “Gear up” Call: “Gear selected up” Call: “Gear indicating up” Missed approach procedures Action: Announce initial heading and altitude for missed approach Clear of obstacles

Call: “VAPP + 20 KIAS” Call: “Flaps up” Call: “Selected flaps up, indicating flaps up”

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P F P N F Call: “Go-Around and After Takeoff check” Action: When at safe altitude and time permitting, accomplish the After Takeoff checklist Call: “Go-Around and After Takeoff check complete”

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P F P N F NONPRECISION APPROACH Approach planning and briefing should be accomplished during the cruise or initial descent, if possible, or at the latest when called for in the approach checklist. Prior to 50 nm from destination or below FL180 Call: “Approach checklist” Action: Initiate the Approach checklist Call: “Approach checklist complete” After level-off on intermediate approach segment Call: “Flaps 8°” Call: “Speed checks; selected 8°” Call: “Flaps indicating 8°” At initial convergence of course deviation indicator Call: “Course alive” Call: “Course alive” When flight director annunciator indicates captured Call: “Course captured” Call: “Course captured” Prior to final approach fix Call: “5 miles to the final approach fix” Call: “Flaps 20°; gear down,” Before Landing checklist”

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P F P N F Call: “Speed checks; flaps selected 20°” Call: “Flaps indicating 20°” Call: “Gear selected down” Call: “Gear indicates three green” Call: “Gear indicates three green” At final approach fix (FAF) Call: “Final approach fix inbound” Call: “Final approach fix inbound” Call: “Flaps down” Call: “Speed checks, flaps selected down” Call: “Flaps indicating down” Action: Start timing Visually crosscheck that both altimeters agree Set MDA (to nearest 100 ft above) in altitude alerter Call: “Flaps indicating down” Complete the Landing checklist down to autopilot/yaw damper

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P F P N F At 1000 ft above MDA or AGL Call: “1000 ft to minimums or AGL” Call: “Checked At 500 ft above MDA Call: “500 ft to minimums or AGL” Call: “Checked At 200 ft above MDA Call: “200 ft to minimums or AGL” Call: “Checked At 100 ft above MDA Call: “100 ft to minimums or AGL” Call: “Checked At minimum descent altitude (MDA) Call: “At minimums, time or remaining distance to go” Call: “Checked” At point where PFN sights runway or visual references Call: “Runway (or visual references) ______o’clock (lead-in lights)” Call: “Going visual, runway in sight” Call: “Autopilot disengaged, yaw damper off”

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P F P N F Action: Prior to Landing: Call: “Before Landing checklist complete” Call: “50 ft” After touchdown Action: Maintain runway alignment Action: Spoilers automatically extend after touchdown. Monitor the thrust reversers Call: “Spoilers extended, TRs deployed” Call: “Airspeeds during deceleration” (i.e.: 80, 70, 60 kt) After clearing the active runway Call: “After Landing/Clearing Runway checklist” Action: Refer to checklist and complete Call: “Clearing Runway checklist complete”

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P F P N F NONPRECISION MISSED APPROACH At MAP and no runway environment in sight Call: “Minimums, missed approach” Call: “Missed approach” Action: Press the go-around button. Pitch up to the command bars. Advance power

Action: Verify the N1 setting for go-around Call: “Flaps 8°” Call: “Selecting 8°” Call: “Indicating 8° Call: “Positive rate of climb” Call: “Gear up” Call: “Gear selected up” Call: “Gear indicating up” Missed approach procedures Action: Announce initial heading and altitude for missed approach Clear of obstacles

Call: “VAPP + 20 KIAS” Call: “Flaps up” Call: “Selected flaps up Call: “Indicating flaps up”

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Preflight

Prior to passengers arriving, the PIC should brief the SIC on the route to be flown, altitude, passenger load, any catering requirements, etc. The PIC should then assign responsibility for tasks to be accomplished to evenly divide the workload. Normally, one pilot accomplishes the Exterior Preflight checklist while the other pilot accomplishes the Before Starting Engines checklist. Along with the exterior preflight, the fueling operation should be monitored to ensure the proper fuel load is achieved. The pilot accomplishing the Before Starting Engines checklist should copy the ATIS (if available) and compute the takeoff data on the Takeoff Data Card. This includes balanced field length (BFL), center of gravity, pitch trim setting, and contaminated runway considerations. Once the information is collected and clearances obtained, the navigation equipment should be set up. At this time the flight plan, fuel, cargo, and passenger data should be programmed into the FMS.

Starting Engines

The digital electronic engine control (DEEC) on the TFE-731-20 series engine makes starts virtually automatic. The thrust levers are positioned in the IDLE position for an engine start, which removes the ENG SHUTDOWN collector CAS message and posts several other CAS messages. Initiate an engine start by depressing the L or R START button and monitoring the appropriate engine indications. For a normal engine start, a green IGN appears next to the ITT digital readout and a green START appears vertically adjacent to the N2, OIL PSI, and OIL °C digital readouts on the respective engine EI. Unless an abnormality occurs, there is no other input required for engine start. The green IGN and START extinguish at the completion of the start sequence. The respective generator automatically comes online after the start sequence is complete, unless external power is connected. If external power is connected, the generators do not come online until the external power is disconnected or selected offline by

1-30 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques the crew. When pushed, a green AVAIL illuminates in the EXT PWR S/I if the external power is still supplying the correct input.

If external power is used for engine start, it is important to monitor the connec- tion and disconnection. The following practices are recommended:

- Verify connected external power and that the system is measuring correct electrical input. Observe a green AVAIL illuminated on the EXT PWR S/I - Depress the EXT PWR S/I (the green AVAIL changes to ON) and verify external power is being input by selecting the electrical page on EICAS system page. External power voltage should be displayed on all three buses (L and R ESS BUS and EMER BAT BUS), a white EXT PWR illuminated on the ELEC page schematic depiction, and a white EXTERNAL POWER CAS message - After engine start, all these indications should be exactly the same. The respective generator symbols on the electrical system schematic should remain amber, and the respective LR GEN FAIL CAS message remains posted - When ready for external power disconnect, depress the EXT PWR S/I and observe a green AVAIL again. Both generators should come online, indicated by the respective generator symbols on the electrical systems schematic turning to cyan, the amperage load increasing, and the respective LR GEN FAIL CAS messages extinguishing - With the ELEC page still displayed, call for the ground crew to disconnect external power. When the plug is disconnected or less than 5 volts are sensed, the EXT PWR indication on the schematic extinguishes as well as the EXTERNAL POWER CAS message

Pretakeoff

Prior to taking the runway, the PF should conduct a crew takeoff briefing as outlined in “Holding Short of Runway” on page 1-14.

The importance of crew coordination during takeoff cannot be over empha- sized. Prior planning is essential to avoid a dangerous state of confusion during an emergency. Close cooperation is certainly required for an IFR departure from a high-density traffic area.

Using the full turning capability of the digital nose steering system requires rudder pedal pressure against a force sensor when the pedal nears full travel. This should only be used at speeds no faster than a walk. Turns should also be made at a speed that avoids excessive side loads on the main tires and wheels.

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Since depressing the brake pedals on the aircraft sends an electronic signal to control the hydraulic pressure applied to the brakes, only slight pedal force is required to apply heavy braking. Smoothly apply increasing pressure to the brake pedals until the desired amount of braking is achieved.

The taxi and landing lights, recognition light, strobes, rotating beacons (at night include navigation lights), and radar should be on for takeoff. Do not transmit radar energy if personnel are within 15 ft (5 m) radially from the nose of the aircraft or the aircraft is within 100 ft (30 m) of large metallic objects including aircraft or during refueling. The radar does not transmit in TST mode or in the forced standby (FSBY) mode. In the FSBY mode, both the radar transmitter and antenna scan are inhibited. Simultaneously depressing both RANGE buttons on the radar controller restores normal radar operation (on the ground). Pilots of other aircraft see the lights long before noticing the aircraft.

The FD should be setup in the go-around (GA) mode with altitude pre-select (ASEL) armed. Standard Instrument Departure (SID) procedures assume a standard rate turn and a 2.5% gross climb gradient or more if stated or depicted on the SID. Appropriate navigation modes should be set up at this time. Both pilots should be aware of which pilot is in command of the FD by verifying the position of the FD couple arrow on the top center of both PFDs.

Determine which navigation source (FMS or VHF) should be used and set up both PFDs accordingly. Tune appropriate frequencies, set courses, and select bearing pointers as desired. Radar and TCAS modes (if installed) should also be selected.

Before entering the runway environment, the crew should scan the PFDs and EICAS, review displayed information, and ensure CAS messages are appropriate for the configuration. Set V speeds and preselect altitude. Initially, the magenta speed bug should be set at V2 + 25. This provides a reference for flap retraction speed after takeoff. The FD/autopilot modes are annunciated in the top center portion of the PFDs, either side of a green arrow (AP/FD XFR). This indicates which FD is being used. Active or captured modes are annunciated in green immediately to the left and right of the AP/FD XFR arrow. The lateral modes appear to the left of the AP/FD XFR arrow and vertical modes appear to the right. The go-around (GA) mode is annunciated in the vertical mode field. Armed modes are annunciated in white immediately to the left and right of the active modes.

Select the AP/FD XFR arrow by pressing the XFR button in the center section of the GC. Since there is only one GC for FD mode selection, both FDs are selected to the same lateral and vertical modes. The FD that the AP/FD XFR arrow is pointing to has authority. For this reason, incorrect steering commands could occur if the AP/FD XFR arrow is not pointing to the desired side. This 1-32 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques is discussed further in Chapter II, Instrument Procedures. Two bearing pointers may be selected on the HSI display of the PFDs. Bearing pointer information is displayed in the bottom left corner of the PFDs.

The PNF is responsible for several areas of attention and some areas overlap with the PF. Throughout the takeoff, the PNF monitors the EICAS. A flaps 8° setting is recommended for takeoff in most cases. Refer to the AFM for specific flap settings.

Takeoff procedures, such as a standing spoolup versus a rolling takeoff should be discussed before takeoff. Runway length, runway conditions, and weather conditions are among the deciding factors. For example, many flight crews use restricted abort criteria above 90 kt if the runway requirement exceeds 70% of the available runway, or if the runway conditions are other than dry. Usually after a 90-kt call by the PNF, the abort is initiated only for loss of directional control, obvious engine failure, or TR deployment. A fire warning can be in- cluded, as may other issues, based on circumstances and other department requirements.

Because of the numerous different CAS messages that could be displayed, an added safety feature is the CAS takeoff or landing inhibit mode. Distractions can complicate the critical phases of flight, mostly takeoff, final approach, and landing. For this reason, restrictions have been built into the CAS messaging logic to inhibit certain caution and advisory CAS messages until the takeoff or landing phase is completed. This mode also prevents the master CAUT light and chime from activation should an amber CAS message be detected (see Chapter III for more details).

Takeoff from a standing start must be accomplished when the computed takeoff distance is at or near actual runway length. Hold the brakes as thrust is advanced to the takeoff detent and takeoff power is achieved, and then release the brakes smoothly. Only by using this procedure can computed takeoff and climb performance figures be met.

A rolling takeoff may be accomplished when actual runway length is at least 300 ft longer than computed takeoff distance and obstacle clearance is not a factor. As the aircraft is aligned on the runway, advance the thrust levers smoothly to the takeoff detent.

To standardize normal operations, unless the PF requests otherwise, the PNF should set the NAV aids for the departure. If desired, the PNF can setup the departure on the FMS to have a visual picture (MAP or PLAN) of the route on the MFD. All altitude changes should be set on the altitude preselect prior to acknowledging the changes on the radio. This enables smoother climbs and descents if using the autopilot or FD. STARS should be setup on the navigation MP-132 1-33 May 2004 Recommended Procedures/Techniques Learjet 40/45 equipment prior to beginning the letdown and then can be programmed into the FMS. This should be done above 10,000 ft. Below 10,000 ft, maintain a visual scan.

Takeoff Procedures

Takeoff procedures are straightforward. See “Takeoff Procedures–Standing/ Rolling Start” (Fig. 1 - 1). Read the EICAS and ensure displayed CAS messages are appropriate. Also, check for boxed items indicating the aircraft is not configured for takeoff. An improper airplane configuration for takeoff results in a “Configuration” aural warning. The following items give an aural “Con- figuration” warning, red master WARN light, and appropriate CAS messages and red boxed items:

- Spoilers deployed - Flaps other than 8° or 20° - Trim (elevator, aileron, or rudder) out of takeoff range - Pitch trim bias not in proper position - Pitch trim miscompare - Thrust reversers not stowed - Emergency/parking brake

When cleared for takeoff, the PNF should call, “Runway Lineup checklist complete; cleared for takeoff.” The PF smoothly advances thrust levers to the takeoff (T/O) detent and tracks the runway centerline. The PNF confirms the N1 setting matches the N1 bugs and calls, “N1 set.” At V1 speed, the PNF calls, “V1.” The PF releases the thrust levers and puts both hands on the control wheel. At VR the PNF calls, “Rotate.” Under normal circumstances with two engines running, the PF rotates the aircraft at 3 to 5° per second to 15 to 18° noseup pitch attitude. This pitch attitude should be adjusted to maintain a desired speed of 200 KIAS or less until clear of the respective airspace speed restrictions. If obstacle clearance is required, V2 + 10 is recommended until clear. This pitch attitude is above the attitude preset for the FD go-around mode (the attitude pre-set for the FD go-around mode approximates the single-engine V2 climb attitude at maximum gross weight, high elevation, and hot temperature). If desired, synchronize the command bars by depressing the touch control steering (TCS) button on the control wheel (ensure a lateral mode is selected prior to depressing the TCS button or the command bars clear). The PNF compares attitude indicators at this time.

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Learjet 40/45 Recommended Procedures/Techniques L40_SOP_001 CALL RESPONSE CALL PF PNF “ ” “AFTER TAKEOFF COMPLETE” CHECKLIST Clear of obstacles • Set maximum continuous climb power and accelerate airplane to 250 KIAS Approaching 200 KIAS • Reduce thrust to remain below 200 KIAS in airport area traffic Class D airspace • “FLAP SELECTED UP, INDICATING UP” INDICATING SELECTED UP, • “FLAP DAMPER ENGAGED” • “YAW + 25 KNOTS” 2 (at 400 AGL and clear of obstacles) AGL (at 400 “V “AFTER TAKEOFF “AFTER TAKEOFF CHECKLIST” “FLAPS UP, DAMPER YAW ENGAGE” (if desired) • “GEAR SELECTED UP” UP” • “INDICATING “POSITIVE RATE” (when a positive rate of climb is established) “GEAR UP “ROTATE” R V • Rotate airplane to attitude 12 to 15° takeoff ” 1 “V 1 • Release thrust levers V “90-KNOTS” bugs match 1 “CROSS-CHECKED” ” 1 SET” 1 • “N • Check N • Release brakes – no brakes • On rolling takeoff Before takeoff detent • Hold brakes and advance power to takeoff N • “SET Rolling takeoff field length Add 300 ft to scheduled takeoff • ARMED”

Normal Takeoff Standing or Rolling • “LINEUP • “LINEUP CHECKLIST COMPLETE” • “RUNWAY LINEUP CHECKLIST” • “APR –

Takeoff Procedures–Standing/Rolling Start Figure 1 - 1

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To assist altitude and airspeed transitions, the PFDs feature trend vectors. A magenta line appears, emanating from the blue airspeed pointer and the blue altitude pointer, just inboard of the airspeed and altitude tapes. The airspeed trend vector indicates the airspeed value 10 seconds into the future, if the current acceleration schedule is maintained. Rather than diverting attention from the PFD to the EI, power and pitch changes can be made by referencing the magenta trend vector. As the trend vector approaches 180 kt, smoothly adjust the thrust levers until the end of the trend vector is near the desired speed. Once the desired speed is achieved during climb or descent, the speed mode on the GC may be selected. Include the top center of the PFD in the instrument scan to assure the appropriate AP/FD modes are being annunciated. The altitude trend vector indicates the altitude value 6 seconds into the future, if the present vertical speed is maintained. This tool is useful during leveloffs.

When a positive rate of climb is achieved, the PF calls, “Positive rate, gear up.” The PNF moves the gear handle to the up position and monitors the gear lights while the gear is retracting. After the gear is indicating UP, the PF calls for flaps up at V2 + 25, or as required prior to VFE. The PNF positions the flap handle to the 0° position and monitors the flap indicator for the correct setting. The PF calls “Yaw Damper (YD) engage,” and the PNF depresses the YD button (Refer to AFM Limitations for operation of Yaw Damper and Rudder Boost). After contacting departure control, the PF calls for the After Takeoff checklist. The PNF should then complete the After Takeoff checklist and announce, “Flaps up, After Takeoff checklist complete.” After clearing the respective airspace airspeed restrictions, set the thrust levers to maximum continuous thrust (MCT) and select the desired climb schedule or technique.

Climb and Cruise Procedures

The PNF announces all assigned altitudes and sets them in the altitude preselect window and disengages altitude hold, if necessary. The PNF also calls out 1000 ft above or below all assigned altitudes and any altitude restrictions. For example, “Through 9000 ft, climbing to 10,000 ft,” or “Through FL 400, climbing to FL 410.” The PNF also announces other significant altitudes, such as, “Transition altitude” or “Through 18,000 ft, Transition Altitude checklist.” Passing through 10,000 ft, the Climb checklist should be completed. This is also a reminder for those operators who subscribe to a sterile cockpit (no distractions or extraneous conversations) below 10,000 ft, to secure from sterile cockpit procedures. Since the aircraft can climb to altitudes in excess of FL 410 in a very short time, it is recommended the crew check the pressurization system (pressure differential vs. cabin altitude) at each 10,000-ft interval throughout the climb.

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If there is an intermediate leveloff altitude and/or fuel or range is a consideration, then reduce the power to the appropriate power/fuel flow required until cleared to a higher altitude. Upon reaching assigned cruise altitude, allow the aircraft to accelerate to the desired cruise Mach and set power as necessary to maintain the desired speed. The airspeed trend vector is again a useful indicator for setting power.

The turbulent air penetration speed is Mach 0.73 or 250 KIAS, whichever is less. At cruise altitude, the speed buffer between this speed and upper (MMO 0.81 Mach) and lower (VSO) speed cues gives a very comfortable margin. If turbulent air is anticipated or encountered inadvertently in cruise flight, 0.73 Mach should be maintained.

When balancing fuel from wing to wing, use a hands-on technique on the appropriate fuel panel S/I as a reminder to prevent an imbalance from occurring to the opposite side. The Cruise checklist should be completed when the final cruising altitude is reached.

Descent Procedures

For normal planning purposes, the aircraft should be down to 10,000 ft 30 miles from the airport. The VNAV function in the FMS is a useful tool for planning a descent (see Chapter IV).

To make a smooth descent, reduce the thrust smoothly and allow the aircraft to decelerate to Mach .74 to .76, then lower the nose to achieve the desired rate of descent and airspeed. Again the airspeed trend vector is an excellent tool to aid in determining power and pitch requirements. If the airspeed trend vector is increasing, reduce power and/or nosedown pitch to prevent overspeed and to maintain the desired rate of descent. If it is necessary to meet crossing restrictions, use the spoilers to assist in the descent. When using spoilers, use the hands-on method with the spoiler lever, so as not to forget to stow them prior to any throttle movement out of the idle position. A SPOILER EXTENDED CAS message is posted when the spoilers are deployed.

When the descent is initiated, the PF calls for the “Descent checklist.” The PNF accomplishes the Descent checklist, as directed by the PF, and makes the appropriate altitude callouts. However, as with any other checklist, should the PF fail to call for the appropriate checklist, the PNF should prompt the PF by calling, “Standing by with the ----- checklist.”

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Approach Planning and Briefing

Approach planning and briefing should be accomplished during cruise or initial descent, if possible, or at the latest when called for in the Approach checklist. Review of hazardous terrain, minimum enroute altitudes (MEAs), and minimum sector altitudes (MSAs) should be accomplished. Complete and review performance data to include VREF/VAPP speeds and landing distance. During the early part of the descent, the PNF should obtain destination weather.

The PF normally assumes ATC communications during this period. After checking the weather, the destination weather should be briefed, along with the expected approach and any other significant information. At this point, the type of approach can be selected.

The PF normally transfers aircraft control to the PNF during the approach briefing. If the PNF has control of the aircraft during the briefing, transfer the FD to that side by depressing the AP/FD XFR button. Once the briefing is complete, both pilots must ensure the AP/FD XFR arrow is pointing to the appropriate side. In addition to the above items, the following should also be addressed in the approach briefing:

- Approach to be flown and backup approach, if available - Special procedures during the approach, such as circling approach, interception of a radial from an arc, VDP, etc. - Altitudes of IAF, FAF, step-downs, sector altitudes, and obstacles - Minimums (DH, MDA), HAT, HAA, and radio altimeter setting - Magenta RA and BARO numbers set in the PFDs - Missed approach point, procedures, and timing to MAP/VDP - NAV aid setup desired and confirmation that AP/FD XFR arrow is pointing to the side from which the approach is flown - Anti-icing requirements - Specific PNF duties and callouts - Procedure for transitioning to visual flight - Request for, “Any questions?” directed to the other pilot

The remainder of this section assumes and describes a visual approach. For further discussion of Instrument Approach Procedures, refer to Chapter II.

The PF should initiate the Transition and Approach checklists when descending out of FL 180 or when within 50 miles of the destination airport. The checklist is accomplished so as not to interfere with the visual scan for traffic.

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Configuration changes during the approach should be accomplished using the same crew coordination techniques used after takeoff. The PF calls for a configuration change, and the PNF acknowledges the change, selects the switch position, monitors, and reports when the configuration is in the selected position. The Approach checklist is completed and the airplane slowed to 200 kt or less and configured to flaps 8° when entering the terminal airspace.

Approximately seven miles from the runway, the PF should slow the airplane to VREF + 20 and then call, “Flaps 20°, gear down, Before Landing checklist.” The PNF completes the Before Landing checklist down to flaps 40°. Both crew members should verify the gear down indications and check hydraulic system pressure. Within five miles from the runway for a straight-in two-engine approach, the PF slows the airplane to VREF + 10 then calls for flaps 40° and begins a descent and slows to VREF. The PNF also confirms the communication and navigation radios are set properly, checks the flight instruments, airspeed bugs, preselect altitude display, and displays on both PFDs. The PNF subse- quently reports “Before Landing checklist complete, no boxed items,” and repeats the last ATC clearance. While in the terminal airspace, a vigilant visual scan should be maintained by both crewmembers. During the approach, the PNF should also make airspeed and vertical speed calls as requested by the PF.

Normal Approach for Landing

All aircraft performance numbers for approach and landing are based on a 3° glideslope. The last mile (at least) of the final approach should approximate an ILS glideslope with a rate of descent of approximately 600 to 800 fpm. A wide- ly recognized rule for computing an acceptable sink rate is (KIAS x 10)/2 equals sink rate in feet per minute (i.e., add a zero to the end of the airspeed value and divide by 2):

130------kt× 10- = 650 2 At idle or low thrust in a high-rate descent (steep glideslopes), the airplane rotates when flared but the rate of descent does not change appreciably.

Maintaining VREF on final approach is important to obtain the calculated landing distances. Each knot over the calculated VREF can cause excessive runway usage. Flying the final approach slower than VREF causes extremely hard and/ or premature touchdowns.

The previously mentioned practices are for an optimal approach to landing. If operating in a busy terminal airspace, the speeds and procedures should be adjusted accordingly.

MP-132 1-39 May 2004 Recommended Procedures/Techniques Learjet 40/45

Landing

See “Normal VFR Landing Pattern” (Fig. 1 - 2). In a VREF landing configuration, the aircraft is in a near landing attitude. Constantly trim pitch to neutral and maintain VREF until within a few feet of the runway. Then reduce thrust smoothly to idle and raise the nose very slightly from the attitude maintained on final approach. With aft mounted engines, the nose tends to rise as thrust is reduced and very little back pressure is required. Maintain attitude and allow the aircraft to fly onto the runway surface. During this slight flare, do not continue to raise the nose as the airspeed decreases (known as holding it off) or the aircraft will float and the calculated performance numbers will not be obtained.

Short field approaches and landings should also be made at VREF. Do not attempt to grease it on or flare as much as normal landing. The wheel brakes are the primary means of stopping the aircraft and help achieve the calculated landing distance. Brakes are useless until the tires are firmly on the runway surface.

Upon touchdown, the spoilers deploy automatically, if armed. The PNF should verify and call, “Spoilers Deployed.” Lower the nosewheel smoothly to the runway, apply braking as necessary, and deploy TRs. To achieve maximum braking, do not pump the brakes. Use a smooth application, steadily increasing pressure on the brake pedals until the airplane decelerates at an appropriate rate. Use sufficient braking action early in the landing roll, while keeping passenger comfort in mind. Ensuring the nosewheel is on the ground, hold the control column full aft until maximum braking is no longer necessary. This procedure increases braking effectiveness, however, caution should be used so as not to lose effective directional control.

1-40 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_036 CALL RESPONSE CALL PF PNF “ ” REF • Flaps 40° Airspeed V • + 20 kt REF • Flaps 20° • Flaps down • Gear V • Airspeed • Before Landing checklist • Complete to flaps 40° + 30 kt REF • Flaps 8° Airspeed V • + 40 kt REF Normal VFR Landing Engines Two Entry leg • Gear up • Flaps up Airspeed V • • Continue Approach checklist • Continue

Normal VFR Landing Pattern Figure 1 - 2

MP-132 1-41 May 2004 Recommended Procedures/Techniques Learjet 40/45

After the nosewheel is on the ground, apply brakes. When the REV (white) EI appears above the N1 digital readout, raise the thrust reverser (TR) levers to the REVERSE IDLE/DEPLOY position. Until the white REV EI is displayed, a hard stop is provided by the thrust reverser lever balk solenoid. If excess aft pressure is applied to the reverser levers, the balk solenoids may not release, preventing power above reverse idle. The amber UNL illuminates when the TRs unlock, then extinguish as the green DEP indication illuminates above the N1 digital readouts. If the TR levers are pulled up short of the REVERSE IDLE/DEPLOY position, the reversers may not deploy. The PNF should rec- ognize this situation and call, “No deploy indication.” When the PNF calls, “Two Deployed,” smoothly pull the TR levers to the desired reverse thrust. If the TR levers remain in the maximum reverse thrust position, the engines begin to roll back as the aircraft decelerates. At 40 KIAS, smoothly and deliberately return the TR levers to the REVERSE IDLE/DEPLOY position. Use brakes and rudder as necessary for directional control. Move the TR levers to the STOW position when desired. The PNF should confirm the DEP indication has extinguished and the reversers are stowed. Refer to the AFM limitations for operation of the thrust reversers. After clearing the runway, proceed with normal after landing procedures.

CROSSWIND LANDING

Crosswind landings are similar to those in other aircraft. Adequate aircraft control during takeoff and landing in a crosswind velocity of 22 kt (measured at a 10-m height) was demonstrated during certification tests. Use the crab approach, then transition to a wing low, slipped drift correction prior to touchdown. Hold the upwind aileron into the wind through touchdown and track the centerline on the rollout. The spoilers deploy automatically (if armed), de- stroying lift, and making the brakes more effective. In extreme crosswind conditions, an airspeed slightly higher than VREF is warranted. As a general rule, an increase of one-half the gust factor up to 15 kt over VREF may be appropriate on final approach. Do not allow the aircraft to float with power off prior to touchdown. Fly the aircraft to touchdown with little to no flare. Upon touchdown, keep the aircraft on the surface. As the spoilers deploy automatically, follow through the landing roll with roll control into the wind.

SLIPPERY SURFACES

Landing on a slippery surface requires careful consideration of many factors, such as type of runway surface, approach hazards, temperature, ice, water, snow, and other crosswind scenarios. Normally, thrust reverser operation helps achieve the computed stopping distance with a greater margin of safety. Wet and contaminated runway data is published in the AFM and addenda.

1-42 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

ONE ENGINE INOPERATIVE LANDING

With one engine inoperative, TRs may not be as effective on a contaminated runway as on a dry runway. Full single-engine reverse is fine on a dry runway, from a directional control standpoint. However, do not attempt high power single-engine reverse on slippery runways. Differential reversing on a slippery runway may not yield satisfactory performance. Be prepared to stow thrust reversers immediately if the airplane begins to slide sideways.

HYDROPLANING

If there is a possibility of hydroplaning, use aerodynamic braking to slow below hydroplaning speed. Hydroplaning speed is approximately 114 kt for accelerating aircraft (nine times the square root of tire pressure) and 101 kt for a decelerating aircraft (eight times the square root of tire pressure). The main gear tire pressure should be serviced to 160 to 171 psi and the nosegear tire pressure should be serviced to 104 to 114 psi. If brakes are applied while the tires are hydroplaning, the hydroplaning can continue to a much lower speed.

MP-132 1-43 May 2004 Recommended Procedures/Techniques Learjet 40/45

Go-Around

See “Go-Around–Two Engines” (Fig. 1 - 3) and “Go-Around–Single Engine” (Fig. 1 - 4). If a go-around is necessary, the PF calls, “Going around.” At this point, selecting FD go-around mode on the left throttle repositions the command bars to 9° noseup and disengages the autopilot. Set power to the takeoff detent and initiate a climb. The pitch attitude may have to increase to more than 9° to attain VAPP. The PF calls for flaps 8° and gear up (after a positive rate of climb is established). The PF climbs at VAPP and checks spoilers retracted. The PNF sets or confirm flaps 8°, calls out the direction of turn, if one is required, and the missed approach heading and altitude. The PNF also notifies ATC of the missed approach. The Go-Around checklist is accomplished following a go-around.

1-44 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_021 CALL RESPONSE CALL PF PNF “ ” Fly published missed approach or as directed by ATC “GO-AROUND CHECKLIST” Clear of obstacles Flaps selected up Flaps indicating up Maintain runway heading + 20” APP “V and clear of obstacles “FLAPS UP”

REF • Gear selected up • Gear indicating up OF CLIMB” • “POSITIVE RATE “GEAR UP” “SELECTING FLAPS 8°” Indicating flaps 8° “GOING AROUND” • Press go-around button on left throttle Autopilot – disengage • • Increase pitch to 9° Thrust as required • Airspeed minimum above V • “FLAPS 8°” NOTE: Selecting flight director go-around mode disengages the autopilot and provides a 9° noseup pitch command and heading at the time of selection Balked Landing and Go-Around, Missed Approach Balked Landing and Go-Around, Missed Engines Two

Go-Around–Two Engines Figure 1 - 3

MP-132 1-45 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_033 Keep ball centered using rudder input CALL RESPONSE CALL PF PNF “ ” + 20 APP + 20” Climb at 200 kt “GO-AROUND CHECKLIST” APP Accelerate to V “V “FLAPS UP” until Fly published missed approach or as directed by ATC APP clear of obstacles Maintain V speed)

“POSITIVE RATE” (when positive rate of climb is established) APP “GEAR UP” (pitch to maintain V REF “SELECTING FLAPS 8°” Indicating flaps 8° “GOING AROUND” • Press go-around button on left throttle Autopilot – disengage • • Increase pitch to 9° Thrust as required • Airspeed minimum V • “FLAPS 8°” NOTE: Selecting flight director go-around mode disengages the autopilot and provides a 9° noseup pitch command and heading at the time of selection Balked Landing and Go-Around, Missed Approach Balked Landing and Go-Around, Missed Single Engine

Go-Around–Single Engine Figure 1 - 4

1-46 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

Touch-and-Go Landings

Touch-and-go landings in conjunction with practicing abnormal procedures are not recommended. Full stop landings with a simulated inoperative engine are much safer. Simulated engine cuts during a touch-and-go landing can be hazardous in any aircraft. The PF may become confused concerning aborting or continuing the takeoff. These combinations are not recommended. An ex- ception to the above rule is a flaps 0° landing. In this case, a touch-and-go landing is preferred and avoids unnecessary wear on brakes and tires.

All touch-and-go landings should be preplanned and cockpit procedures should be established (Fig. 1 - 5). The PIC thoroughly briefs all aspects of the touch-and-go landing. Both crewmembers ensure the runway length is sufficient for touch-and-go maneuvers. Compute V1, VR, V2, and required landing distance. These numbers do not vary much with succeeding touch-and-go landings. V1 is difficult to positively call on every touch-and-go landing. Gen- erally, VR is reached at approximately the same time (or very shortly after) takeoff thrust is established. At weights above 16,000 lb, VREF is slightly above VR and approximately 4 to 12 kt below V2. Ensure the autospoilers are NOT armed for touch-and-go landings and do not use thrust reversers. It is recommended that APR not be armed during touch-and-go landings.

After touchdown, the PF performs the following:

- Lower the nosewheel to the surface - Keep the airplane heading straight down the runway - Keep the thrust levers in idle and do not rush the touch and go landing - When the PNF calls “Go,” advance the thrust levers smartly and deliberately to the T/O detent - When the PNF calls “Rotate,” rotate to no less than 9° noseup - When a positive rate of climb is established call, “Gear up”

After touchdown, the PNF performs the following:

- Set wing flaps for takeoff while calling, “Resetting Flaps” (20° is recommended for touch-and-go landings) - Check elevator trim setting in the takeoff band (5.3 to 8.7 NU) (during a normal approach and landing the pitch trim should be very close to the takeoff band) - Check EICAS (silent check) - Call, “Go” - Call, “Set N1”

MP-132 1-47 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_015 prior to 50 ft REF CALL RESPONSE CALL PF PNF “ ” Final approach • Stabilize V 50 ft Lower nose to surface After landing • Reset flaps 20° • Reset elevator trim to takeoff • Check EICAS • Power set Ensure power attained Rotate Pitch airplane Positive rate “GEAR UP” +10° Speed check + 20 REF “FLAPS DOWN” V Selected for indicating flaps down “FLAPS UP” REF V Reduce power Abeam touchdown zone Midfield • “FLAPS 20°, GEAR DOWN, BEFORE-LANDING CHECKLIST” • “SPEED CHECK” • “SELECTED FLAPS 20°” FLAPS 20°” • “INDICATING FLAPS DOWN” AT • “HOLDING 160 kt REF Downwind leg • “FLAPS 8°” • V • “SELECTED FLAPS 8°” • “INDICATING FLAPS 8°” Remaining in path traffic 160 kt 1500 ft AGL 1500 ft Entry leg • Clean, 180 kt • “APPROACH CHECKLIST” NOTE: During touch-and-go landings, do not arm spoilers Touch-and-Go Landing Touch-and-Go Entry • Clean, 180 kt or below • “APPROACH CHECKLIST COMPLETE”

Touch-and-Go Landing Figure 1 - 5

1-48 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

- Check thrust levers in the T/O detent - Call, “Rotate”

After liftoff, the PF calls, “Gear up and Flaps 8°.” It is recommend to leave the flaps set at 8° for transition to downwind. Reduce thrust to avoid an extremely nose-high attitude and high rate of climb. Use the trend vector as a helpful tool. Enter the downwind leg at approximately 160 KIAS. Complete the After Take- off, Approach, and Before Landing checklists.

After Landing and Clearing Runway

After clearing the runway, the After Landing/Clearing Runway checklist is initiated. The engines should idle for at least one minute prior to shutdown. Upon shutting down an engine, the master CAUT lights flash, a single chime sounds and new CAS messages appear. Confirm all indications are appropriate for the configuration before canceling the flashing master CAUT lights. Monitor hydraulic pressure when taxiing to the ramp area. If the hydraulic pump fails on the operating engine, the Emergency/Parking Brake should be used to stop the aircraft.

Before shutting down an engine while taxiing to the parking area, some factors need to be considered. The runway and taxiway may be clear of ice, snow or slush, but the parking area might still be contaminated. Do not shutdown an engine until the condition of the parking area is known. With one engine operating on a slippery surface, the aircraft may turn in one direction easily and be difficult to taxi straight. If this situation is encountered, consider shutting down completely and towing the aircraft or restarting the other engine and resuming taxiing.

Chock the main gear when the aircraft is parked. If strong winds are expected, all wheels should be chocked. Install the control lock, even for short periods. High winds may suddenly develop or jetblast/helicopter rotorwash may damage the controls. If a control lock is not available, buckle the seat belts around the controls. If the seat belt is used, set the stabilizer to nose down and install a tail stand, if one is available. Before securing the aircraft, ensure all hot bus items are off, particularly the emergency, baggage, and entrance lights. Set all switches to off, remove all power from the airplane, and close the access doors.

MP-132 1-49 May 2004 Recommended Procedures/Techniques Learjet 40/45

Intentionally Left Blank

1-50 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques CHAPTER 2 INSTRUMENT PROCEDURES

This section focuses on operations with the Learjet 40/45 aircraft in instrument conditions. More specifically, precision, nonprecision, circling approach procedures and techniques are reviewed. Procedure turns, missed approach, and holding procedures are also discussed.

Instrument Approach Considerations

Several factors must be considered prior to commencing an approach. In addition to basic knowledge required for a flight (departure and destination weather, airport information, runway conditions, NOTAMS, etc.), the crew must also have a thorough understanding of the aircraft. More specifically, the crew should know what resources are available in the aircraft avionics package and how to effectively use them. The enroute and initial descent phases of flight are where flight crews should prepare, brief, and make decisions on what instrument approach procedures to execute. Study the respective approaches and procedures carefully.

Published approaches for Category C aircraft have a height above touchdown (HAT) in excess of 600 ft requiring only one mile of visibility. For example, in moderate or heavy rain there would be much less than a mile before the runway is seen if the aircraft is much higher than it should be (approximately 300 ft) to make a normal landing with normal maneuvers. Additionally, consider a normal straight-in approach with 500 ft HAT and 1 mi visibility required. If the approach speed is 115 KIAS the aircraft is moving along at 1.9 NM per minute. Optimally, the runway comes into sight 1 NM out, requiring an average descent rate of 1000 fpm to make the touchdown point. Any delay in establishing visual contact and/or starting a descent worsens the problem. If the aircraft is not in a position to make a normal descent to landing, execute a missed approach or visual pattern, if possible. Consider going to the filed alternate.

MP-132 2-1 May 2004 May 2004 Recommended Procedures/Techniques Learjet 40/45

The visibility reporting system can sometimes work against the crew. If the visibility is reported as 1 mile, it is 1 statute mile which equates to 0.87 NM. This is enough of a difference to increase the descent required for the approach to more than 1100 fpm. If the ceiling and visibility is less than published minimums, the approach should not be attempted.

In different conditions, it may be advantageous to plan a circling approach. If so, ensure published circling approach minimums are being reported. Refer to the Airman’s Information Manual (AIM) for visibility and radius distance minimums for Category C aircraft. If the airplane is to remain within this radius, precise airspeed and bank control are essential. Lower airspeeds result in a de- creased turn radius. It is also easy to lose sight of the airport if circling approach speed is too high or bank is too shallow. Circling approaches are discussed later in this section.

After evaluating all the weather factors, flight crews may find the destination approach situation to be marginal. If so, seriously consider proceeding to a suitable alternate before descending out of the high altitude structure.

When descending out of 18,000 ft or when within 50 NM of the terminal area for landing, call for and complete the Descent and Approach checklists. Com- pute VREF and VAPP and set the airspeed bug to help anticipate approach speeds. Slow the aircraft early to avoid requiring rapid configuration changes and increasing the risk of falling behind the aircraft.

For perspective, if 10 NM is flown at 250 kt ground speed, it takes 2 minutes and 24 seconds to cover the distance. If 10 NM is flown at 200 kt ground speed, it takes 3 minutes to cover. If the ground speed is 150 kt, it takes 4 minutes.

Note how many miles are allowed for each published procedure turn. Two hun- dred knots keep the aircraft within 10 NM provided the wind is calm, the timing outbound is no more than 60 seconds, and a 30° bank is promptly initiated for 180° turns. In this case, the aircraft flies approximately 8 NM at the further- most point in the procedure turn.

At major airports with busy terminal environments with a lot of airline traffic, flying a final approach at VREF (unless minimum conditions exist or instructed to do so by ATC) would be unrealistic. The aircraft offers flexibility to change speeds and configurations easily. However this manual makes recommendations on how to fly the aircraft in optimal speeds and configurations and/or instrument approach procedures for the lowest published instrument conditions combined with a short runway.

Fly the aircraft at minimum maneuvering speeds for each approach and landing configuration. Flying the recommended minimum maneuvering speeds al- 2-2 MP-132 May 2004 May 2004 Learjet 40/45 Recommended Procedures/Techniques lows more time to plan ahead. Course intercepts are smoother and cleaner. Crews also have more time on final approach, allowing slower descents and enabling the aircraft to remain within the confines of circling approach areas. Recommended maneuvering speeds are shown in Table 2-1:

Table 2-1: Recommended Maneuvering Speed

Flap Setting Airspeed

Flaps 0° VREF + 40 kt

Flaps 8° VREF + 30 kt

Flaps 20° VREF + 20 kt

Flaps 40° VREF + 10 kt

Additional Instrument Systems

Additional instrument systems, such as a radio altimeter and an altitude alerter, are navigational safety devices installed on the aircraft. These systems contrib- ute to a safe instrument approach if used properly. However, becoming so involved in setting and resetting these devices compromises safety. The following is a brief review of some of these aids:

- RA/BARO Minimums Bezel - Before executing an instrument approach, set the MDA or DH on the BARO of the PF’s PFD. The HAT should be set on the RA of the PNF’s PFD - Altitude Select Knob - Before takeoff, the initial leveloff altitude should be set. When climbing or descending, the altitude preselect should be set to the next leveloff altitude. Once established on the final approach fix (FAF) inbound, the missed approach altitude should be set in the altitude preselect, unless there are stepdown altitudes inside the FAF. Generally, since the PNF accomplishes the radio communications, the PNF also has responsibility for resetting the ASEL knob. Whether the ASEL knob is a function of the PF or the PNF is up to the crew, as long as it is clear who is responsible so that an altitude assignment is not missed - Navigation Radios - Navigation and communication radios should be assigned to one crewmember. Ensure there is an understanding as to who changes and identifies frequencies, as well as who sets the approach head- ings. Neither pilot should change a navigation or communication frequency or bearing without informing the other pilot of their intentions

MP-132 2-3 May 2004 Recommended Procedures/Techniques Learjet 40/45

Holding

Whether holding is accomplished enroute for ATC delays or as part of an approach procedure, the techniques are similar. If holding takes place in the enroute phase of the flight, we recommend holding speeds in compliance with the AIM (Table 2-2).

When holding as part of an instrument approach (Fig. 2 - 1), we recommend holding at speeds published in the pilots manual. In icing conditions, the crew should consider higher holding speeds and higher power settings. Slow the aircraft to holding speed within three minutes prior to reaching the holding fix. Do not hold in icing conditions with the flaps down. The initial outbound leg should be flown for 1 minute, or 1.5 minutes, whichever is appropriate for altitude. Timing of subsequent outbound legs should be adjusted as necessary to achieve proper inbound leg time (Table 2-3).

If the holding procedure is used as a procedure turn for an instrument approach, start slowing the aircraft 3 minutes prior to the IAF to arrive over the IAF at 160 KIAS and flaps 8°. When crossing the IAF, initiate the holding procedure, start timing when abeam the IAF, start descent to procedure turn altitude (if cleared), and maintain 160 KIAS. At 60 seconds, turn back toward the inbound course and intercept the course inbound. When on course inbound, follow the same procedures as stated in the applicable precision or nonprecision approach procedures.

Table 2-2: Maximum Holding Airspeeds

Civil Turbojet Maximum Airspeed

6000 ft or below 200 KIAS 6000 ft – 14,000 ft 230 KIAS Above 14,000 ft 265 KIAS

Table 2-3: Holding—Inbound Leg Timing

At or Below 14,000 ft MSL Above 14,000 ft MSL

1 minute 1.5 minutes

2-4 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_034 BARO SET STD

D D

T T 70° 70°

180° 180° Standard (right turns)

P P 110° 110° RA/BARO MINIMUMS of holding pattern BARO SET APPROACHING HOLDING FIX To Determine Entry: To 1. Set heading cursor to outbound 2. Cursor location determines entry • entry Teardrop – T • – Parallel entry P • D – Direct entry STD

P P 110° 110°

T T (left turns) Nonstandard

D D 70° 70°

180° 180° RA/BARO MINIMUMS Holding Pattern Entries – Review

Entries–Holding Pattern Figure 2 - 1

MP-132 2-5 May 2004 Recommended Procedures/Techniques Learjet 40/45

Precision Approach

If possible, the aircraft should be slowed to 160 KIAS within 10 NM of the outer marker (Fig. 2 - 2). Within 3 to 5 miles of the outer marker, the PF slows the airplane to VREF + 20 and calls “Flaps 20°, gear down, Before Landing checklist.” The PNF completes the Before Landing checklist to the flaps 40° item. Just prior to glideslope intercept (approximately one dot), for a two-engine approach, the PF slows the airplane to VREF and calls for flaps 40°, and begins a descent at the glideslope intercept. The PNF also confirms the COM/NAV radios are set properly, checks the flight instruments, airspeed bugs, preselect altitude display, BARO (DH - displayed on the PF’s PFD), and RA (DH - displayed on the PNF’s PFD). The PNF then reports “Before Landing checklist complete, no boxed items,” and repeats the last ATC clearance. After passing the outer marker, the PNF begins looking for visual references outside the airplane. The PNF also monitors the instruments and calls out significant deviations such as one dot or more deflection on the localizer or glideslope and/or airspeed variations greater than ±5 kt of VREF. If the PF does not respond to the callout, the PNF repeats the deviation. If the PF does not respond to the second callout, the PNF must assume the PF is incapacitated and assume control of the airplane.

The PNF makes altitude callouts at 1000, 500, 200, and 100 ft above DH. The PNF reports any visual contact with the ground or when the runway environment is in sight. Approaching minimums or missed approach point, the PF continues cross-checking outside the aircraft for visual references. When satisfied visual references are adequate for landing, the PF announces, “Going visual,” or “Going outside.” At this point, the PNF transfers attention inside the airplane, while cross-checking outside, and calls airspeeds, descent rates, and altitudes. The purpose is to verbally provide the PF, the same information as if still flying instruments. A missed approach should be initiated at the missed approach point, if necessary.

2-6 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques 8-10 NM When cleared for approach • Arm APP mode • Check missed CALL RESPONSE CALL PF PNF “ ” 5 NM “FLAPS 20°, GEAR DOWN, BEFORE LANDING CHECKLIST” 5 NM + 30 kt (minimum), approximately 180 REF Speed checks • Selected flaps 20° • Indicating flaps 20° • Gear selected down • Gear indicating down ± 10 kts Approaching initial approach fix (IAF) for procedure turn • Gear up and flaps 8°, if desired Airspeed V • • “APPROACH CHECKLIST” REF One dot prior to glideslope capture “FLAPS DOWN” V “BEFORE LANDING CHECKLIST COMPLETE” FAF “APPROACH COMPLETE” CHECKLIST ± 5 kts REF V Complete approach briefing + 30 kt (minimum), approximately 180 REF Precision Approach Engines Two • “SPEED CHECKS” • “SELECTED FLAPS 8°” FLAPS 8°” • “INDICATING • “FLAPS 8°” if desired Vector to final Vector • “APPROACH CHECKLIST” Airspeed V •

Precision Approach Figure 2 - 2

MP-132 2-7 May 2004 Recommended Procedures/Techniques Learjet 40/45

Nonprecision Approach

If the weather is close to or at published minimums, it is sometimes impractical or impossible to complete a nonprecision approach successfully. This is due to the mathematical relationship of the minimum descent altitude (MDA) versus the minimum visibility combined with the approach speed (Fig. 2 - 3 and Fig. 2 - 4).

These items occasionally combine to require an intolerable descent for landing. To continue the approach to landing after arrival at MDA, the runway environment must be in sight and the aircraft must be in a position from which a normal landing can be accomplished. A 3° approach calls for being at the following approximate altitudes:

- 600 ft at 1.8 NM - 500 ft at 1.5 NM - 400 ft at 1.23 NM - 300 ft at .9 NM

For nonprecision approaches with no published visual descent point (VDP), it is recommended that a “time to see” (the runway) point be calculated. Divide the HAT or HAA by 10. The result is the number of seconds the runway should be seen before arriving at the missed approach point (MAP). For example, if the HAT/HAA is 400 ft, divide by 10 (400/10 = 40). Forty seconds prior to the expiration of the time from FAF to MAP, the crew should be at MDA and have the runway environment in sight to accomplish a normal visual approach. Con- sequently, it is desirable to descend to the MDA before arriving over the VDP. A descent rate to accomplish this should be calculated accordingly.

If possible, the aircraft should be slowed to 160 KIAS within 10 miles of the FAF. Within 3 to 5 miles of the FAF, the PF slows the airplane to VREF +20 and calls “Flaps 20°, gear down, Before Landing checklist.” The PNF completes the Before Landing checklist down to the flaps 40° item. Just prior to the FAF, for a two-engine approach, the PF slows the airplane to VREF and calls for flaps 40°. Descent is started at the FAF (at least 1000 fpm) and the approach timing initiated. The PNF also confirms the COM/NAV radios set properly, checks the flight instruments, airspeed bugs, preselect altitude display, and MDA displays on both PFDs. The PNF then reports “Before Landing checklist complete, no boxed items,” and repeats the last ATC clearance. After passing the FAF, the PNF begins looking for visual references outside the airplane, while monitoring the instruments and calling out significant deviations such as one dot or more deflection on the CDI, and airspeed variations greater than ±5 kt of VREF. If the PF does not respond to the callout, the PNF repeats the deviation. If the PF does not respond to the second callout, the PNF must assume the PF is in- 2-8 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques capacitated and assume control of the airplane. A missed approach should be initiated at the missed approach point, if necessary.

The PNF makes altitude callouts at 1000, 500, 200, and 100 ft above MDA and also gives approach timing updates in reference to the VDP. The PNF also reports any visual contact with the ground or when the runway environment is in sight. Approaching minimums or the missed approach point, the PF continues cross-checking outside the aircraft for visual references. When satisfied visual references are adequate for landing, the PF announces, “Going visual”, or “Go- ing outside.” At this point, the PNF transfers attention inside the airplane, while cross-checking outside. The PNF calls airspeeds, descent rates, and altitudes. The purpose is to verbally provide the PF the same information as if still on instruments.

MP-132 2-9 May 2004 Recommended Procedures/Techniques Learjet 40/45 8-10 NM When cleared for approach • Arm APP mode • Check missed CALL RESPONSE CALL PF PNF “ ” 5 NM “FLAPS 20°, GEAR DOWN, BEFORE LANDING CHECKLIST” 5 NM + 30 KIAS(minimum), REF Speed checks • Selected flaps 20° • Indicating flaps 20° • Gear selected down • Gear indicating down ± 10 KIAS Approaching initial approach fix (IAF) for procedure turn • Gear up and flaps 8° Airspeed V • approximately 180 KIAS • “APPROACH CHECKLIST” REF One mile prior to “FLAPS DOWN” FAF, V “BEFORE LANDING CHECKLIST COMPLETE” FAF

MDA “APPROACH COMPLETE” CHECKLIST ± 5 KIAS REF V Complete approach briefing DME, TIME, (GPS), DA or VDP + 30 KIAS (minimum), REF Nonprecision Approach–Straight In Engines Two • “SPEED CHECKS” • “SELECTED FLAPS 8°” FLAPS 8°” • “INDICATING approximately 180 KIAS • “FLAPS 8°” if desired Vector to final Vector • “APPROACH CHECKLIST” Airspeed V •

Nonprecision Approach Figure 2 - 3

2-10 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_024 CALL RESPONSE CALL PF PNF “ ” Begin descent from when a the MDA normal rate of descent will result in a landing in the touchdown zone of the runway 90° to active runway For turn to final approach, adjust bank angle as necessary (do not exceed 30° of bank) Use 30° of bank turning base ) ± 5 KIAS REF Establish final approach speed (V • Begin 45° turn approximately 2 mi prior to runway • Use 30° bank angle +10 KIAS REF Nonprecision Approach–Circling Engines Two • MDA + 100 to - 0 ft • MDA • Flaps 40° • Gear down • V

Nonprecision Approach–Circling Figure 2 - 4

MP-132 2-11 May 2004 Recommended Procedures/Techniques Learjet 40/45

Procedure Turns

When a procedure turn is required, the instrument approach procedure speci- fies the outbound and inbound courses, the distance within which the procedure turn shall be completed, and the side of the inbound course on which the turn should be made. Unless otherwise specified or restricted, the type, rate of turn, and the point at which the turn is begun is left to the discretion of the crew. When a holding pattern is depicted in lieu of a procedure turn, it must be executed within the one-minute limitation or published leg length.

A teardrop procedure/penetration turn may be specified. Its purpose is to per- mit an aircraft to reverse direction and lose considerable altitude within reason- ably limited airspace. This procedure works best when approaching the IAF from a direction requiring less than a 45° turn to the selected (or depicted) teardrop course. When depicted, this type turn must be executed. In some cases, the approach is made directly or via an Arc procedure from a specified intermediate fix to the final approach fix. If a procedure turn is desired when “No PT” is specified, special arrangements must be made with ATC. Other notes, symbols or ATC restrictions which limit a procedure turn, are noted on the approach charts.

For published instrument approaches with no procedure turn restrictions, most pilots elect the Jeppesen depicted 45°-type procedure turn. Other acceptable types of procedure turns are teardrop, 90°/270°, and racetrack (holding pattern type). Abiding by the following guidelines assures the aircraft stays within the procedure turn maneuvering airspace:

- 45°-Type Procedure Turn — Within 3 minutes of the initial approach fix (IAF), slow the aircraft to arrive over the IAF at 160 KIAS and flaps 8°. When crossing the IAF outbound, start timing and intercept the outbound course. Also, start descent to procedure turn altitude (if cleared) and maintain 160 KIAS. At 60 seconds (on course outbound), turn 45° as depicted and start timing for 45 seconds. If 160 KIAS is not maintained, the timing outbound should be adjusted accordingly. At expiration of 45 seconds or 20°-track change, turn 180° and leveloff at procedure turn altitude as required. Intercept the inbound course with FD and/or raw data as required. Lead the turn as necessary to roll out on the inbound course. When on course inbound, follow the same procedures as stated in the applicable precision or nonprecision approach procedures addressed earlier in this chapter - Teardrop-Type Procedure Turn — Within 3 minutes of the initial approach fix, slow to arrive over the fix at flaps 8° and 160 KIAS. When crossing the initial approach fix outbound, start timing (one minute for a 30° teardrop), turn to a heading to intercept the course outbound, and start descent to procedure turn altitude (if cleared). At expiration of time, turn

2-12 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

toward the inbound course and maintain procedure turn altitude (if applicable). Intercept the inbound course with the FD and/or raw data, as required. Lead the turn as necessary to roll out on the inbound course. Ide- ally, completion of the teardrop turn places the aircraft on course inbound. When on course inbound, follow the same procedures as in the applicable precision or nonprecision approach procedures - 90°/270°-Type Procedure Turn — Within 3 minutes of the initial approach fix, slow to arrive over the fix at flaps 8° and 160 KIAS. When crossing the initial approach fix outbound, start timing over or abeam the IAF, turn to a heading to intercept the outbound course within 60 seconds, maintain 160 KIAS, and start descent to procedure turn altitude (if cleared). At expiration of 60 seconds and on course outbound, turn 90° to the maneuvering side and immediately reverse the direction of turn for another 270° and maintain procedure turn altitude (if applicable). Inter- cept the inbound course with the FD and/or raw data, as required. Lead the turn as necessary to roll out on the inbound course. When on course inbound, follow the same procedures as stated in the applicable precision or nonprecision approach procedures addressed earlier in this chapter

Circling Approach

A circling approach can be one of the most challenging of the instrument approach procedures (Fig. 2 - 5, Fig. 2 - 6, Fig. 2 - 7, and Fig. 2 - 8). Turbulence, strong winds, poor visibility, and low maneuvering altitude can add to the challenge. Maintain proficiency and skills practice to minimize the high-risk maneuvering required for executing a circling approach. Advanced approach planning and briefing also add to the success of a circling maneuver. Airspeed control is extremely important and the handling characteristics and stability of the aircraft at slower speeds help flight crews reduce the high risks of these procedures even more.

A circling procedure itself is not difficult. The key is to stay within the pre- scribed distance from the airport. Depending on the configuration and aircraft weight, the aircraft is operated as a Category C aircraft. Under normal circumstances, the aircraft falls into Category C for circling approaches, thus having a circling radius of 1.7 NM from the runway end.

Whenever possible, the circling approach is made to the left to make it easier for the PF to maintain visual contact with the intended runway (Fig. 2 - 8). The PNF monitors the flight instruments calling out excessive deviations in airspeed (±10 kt), altitude (+100 ft, –0 ft), and bank angle (±5°). If the situation calls for executing the circle to the right, the PNF is better able to maintain visual contact with the intended runway. The PF should fly the airplane primarily on instruments and follow the timing and heading directions as the PNF calls them out.

MP-132 2-13 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_037 CALL RESPONSE CALL PF PNF “ ” Approaching IAF • 3 min out 160 kt • Flaps 8°, gear up Approach checklist complete •

90° 15 SEC 15 “SPEED CHECKS” • “FLAPS SELECTED DOWN” DOWN” • “FLAPS INDICATING COMPLETE” “BEFORE LANDING CHECKLIST + 20 kt REF

• Descend as required IAF outbound • Flaps 20° • V 15 SEC 15 “SPEED CHECKS” • “FLAPS SELECTED 20°” 20°” • “FLAPS INDICATING + 10 kt REF Final approach fix • Flaps down • V + 20 kt “SPEED CHECKS” • “GEAR SELECTED DOWN” • “GEAR INDICATING DOWN” REF REF On course inbound • Flaps 20° • V • Gear down • Before landing checklist • Complete to flaps 40° Final approach • Flaps 40° V Circling Approach (1 of 4) Circling Engines Two

Circling Approach (1 of 4) Figure 2 - 5

2-14 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_038 CALL RESPONSE CALL PF PNF “ ” REF Final approach • V

45° 1.53 mi 1.19 mi 1.19 15 SECONDS + 10 kt REF Entering crosswind • Flaps 40° • Gear down • V • Start timing (15 sec)

"SPEED CHECKS" • "FLAPS SELECTED DOWN" • "GEAR SELECTED DOWN" DOWN" • "FLAPS INDICATING DOWN" • "GEAR INDICATING “BEFORE LANDING COMPLETE” CHECKLIST 15 SECONDS 15 Crosswind to downwind At 15 sec, turn to • downwind leg • Use 30° bank angle Abeam end of runway • Start timing (15 sec) • Initiate base leg turn (30° bank) • Begin descent at 45° point Circling Approach (2 of 4) Circling Engines Two

Circling Approach (2 of 4) Figure 2 - 6

MP-132 2-15 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_039 CALL RESPONSE CALL PF PNF “ ” REF Final approach • V

1.57 nm 1.3 nm 1.3

15 SECONDS “SPEED CHECKS” • “FLAPS SELECTED DOWN” • “GEAR SELECTED DOWN” DOWN” • “FLAPS INDICATING DOWN” • “GEAR INDICATING “BEFORE LANDING COMPLETE” CHECKLIST

30 SECONDS Abeam end of runway • Start timing (15 sec), then • Initiate base leg turn (30° bank) • Begin descent at 45° point Entering crosswind • Initiate turn to downwind (30° bank) + 10 kt REF Circling Approach (3 of 4) Circling Engines Two • Begin 45° turn approx. 1 mi from runway • Start timing upon completion of rollout on heading Commencing circling maneuver • Flaps 40° • Gear down • V

Circling Approach (3 of 4) Figure 2 - 7

2-16 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_040 CALL RESPONSE CALL PF PNF “ ” REF V

Final approach •

1.57 nm 1.3 nm 1.3

15 SECONDS Start timing (15 sec), then Initiate base leg turn (30° bank) Begin descent at 45° point

Abeam end of runway • • • + 10 kt REF Circling Approach (4 of 4) Circling Engines Two Flaps 40° Gear down V Begin 270° turn to downwind

Commencing circling maneuver • • • • “SPEED CHECKS” • “FLAPS SELECTED DOWN” • “GEAR SELECTED DOWN” DOWN” • “FLAPS INDICATING DOWN” • “GEAR INDICATING “BEFORE LANDING COMPLETE” CHECKLIST

Circling Approach (4 of 4) Figure 2 - 8

MP-132 2-17 May 2004 Recommended Procedures/Techniques Learjet 40/45

Missed Approach

A missed approach is accomplished when at DH, the MDA when the time period is expired, the set distance is reached, sight of the intended landing runway is lost, or when in a position from which a normal visual landing approach cannot be accomplished. Other situations could also warrant the initiation of a missed approach.

If a missed approach is necessary, the PF calls, “Missed approach.” At this point, select FD go-around mode on the left throttle, reposition the command bars to 9° noseup, and disengage the autopilot. Set power to the T/O detent and initiate a climb. The PF calls for flaps 8°, gear up (after a positive rate of climb is established), climb at VAPP, and checks spoilers retracted. The PNF sets or confirms flaps 8°, calls out the direction of turn if one is required, and call out the missed approach heading and altitude.

At relatively light gross weights, the aircraft quickly accelerates to VAPP with the combination of 15° noseup and takeoff thrust. After climb and desired speed are established and when clear of all obstacles, reduce thrust as necessary to establish approximately 2000 fpm rate of climb. The trend vector is a helpful tool in accomplishing this. The PNF also notifies ATC of the missed approach. Perform the Go-Around checklist. Initiate the Approach, and Before Landing checklists if another landing is attempted.

2-18 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques CHAPTER 3 ABNORMAL/EMERGENCY PROCEDURES

The handling of abnormal/emergency procedures in this aircraft is no different than any other aircraft. The key is to apply the basic principles of crew resource management (CRM). As always, the overriding consideration in any unusual situation must be to maintain aircraft control, analyze the situation, and take the proper action.

CAS Inhibiting System

The CAS is a tremendous asset for keeping the crew informed about the overall health of the aircraft. As mentioned in Chapter 1, there are phases of the flight where distraction needs to be minimized. The CAS inhibit mode prevents most amber and white CAS messages from being displayed until after takeoff and after landing. Once the inhibit mode is deactivated, a CAS message displays immediately if the condition is still valid. The master CAUT light illuminates and the chime sounds (for caution messages). When the CAS messages are inhibited for takeoff or landing, a CAS TAKEOFF INHIBITED or a CAS LANDING INHIBITED message appears at the bottom of the EICAS display above the bezel button menu. The inhibit mode does not inhibit master warning annunciations, master warning tones, or any warnings on the CWP or CAS.

The takeoff inhibit feature is automatically enabled when all of the following conditions are met:

- Both thrust levers are above the MCR detent - Airspeed is above 40 KIAS - Both squat switches are in the ground mode

The takeoff phase is complete when the thrust levers are returned to idle initiating a rejected takeoff, after squat switch is in air mode for 30 seconds, or the aircraft is above 400 ft AGL.

The landing inhibit feature is automatically enabled when all the following conditions are met:

- Both thrust levers below the MCR detent - Valid radio altimeter indicating below 400 ft AGL

May 2004 MP-132 3-1 May 2004 Recommended Procedures/Techniques Learjet 40/45

- Landing gear down and locked - Both squat switches in air mode

The landing phase is considered complete when either squat switch is in ground mode or either thrust lever is in idle, and the airspeed is below 40 KIAS. Also, the landing phase is considered complete if either squat switch transitions from air mode to ground mode for more than 30 seconds or the radio altimeter is above 400 ft AGL (i.e., after a go-around).

Takeoff Emergencies

The takeoff is a very critical phase of any flight. The crew takeoff briefing should leave no questions as to crew actions during the takeoff sequence (see Chapter 1: Pretakeoff for the suggested crew takeoff briefing). Although there can be no clearly defined briefing to cover every contingency, there should be no question as to what each crewmember expects. The pilot not flying (PNF) should have full abort authority up to a given point, generally 90 kt. Takeoff aborts should normally not be attempted after the V1 call. Balanced field length (BFL) versus runway available is a large part in the takeoff decision process. Takeoff abort scenarios basically fall into two different decision scenarios:

- Runway available > BFL - Runway available ≤ BFL

Prior to takeoff, the flight crew should discuss go versus abort scenarios. For example, a go decision may be the better decision at V1 minus 10 kt for a main gear blown tire. Remember the calculated BFL is based on four properly inflated main tires. If a tire is blown on takeoff, the calculated BFL lengthens considerably and is no longer valid. If takeoff is aborted due to a blown tire, most likely the other tire will blow and the brakes will be damaged by tire FOD, in addition to other areas of the aircraft that may receive FOD damage. Should the decision to go or stop be influenced by a critical BFL for a fire indication at V1 minus 5 kt? These are questions the flightcrews and flight department need to consider for crew takeoff briefings. We recommend both crew members be involved in the briefing process.

Directional control is the primary goal. If directional control is lost, then there are no decisions to be made; the takeoff should be aborted. Nothing replaces good judgment and the final decision rests with the pilot in command (PIC). But knowing what to expect, what the parameters are, and the expected reaction makes everything much easier.

The brake-by-wire system is the primary means of stopping the aircraft if a takeoff abort is initiated. The aircraft brakes are very effective. Upon initiating May 2004 3-2 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques the takeoff abort, the procedure calls for maximum braking immediately. This brake application should be even and firm while simultaneously retarding the thrust levers to idle. If the aircraft starts to deviate from the centerline, apply rudder and differential braking to compensate. During training, flightcrews should not execute consecutive multiple rejected takeoffs. The brakes should be allowed to cool between rejected takeoffs.

ENGINE FAILURE BELOW V1 SPEED

Prior to 90 kt, a takeoff should be aborted for any abnormality. If an engine failure, fire, or a loss of directional control occurs after 90 kt and before V1 (Fig. 3 - 1), either pilot may identify the abnormality and call “Abort! Abort! Abort!” The PF then applies the brakes, retards the thrust levers to idle, and verifies spoilers fully extend. Thrust reversers may be used, however, reverse thrust beyond idle may result in directional control problems. This is particularly true on contaminated runways and in crosswinds. Maximum braking must be used until reaching a full stop.

MP-132 3-3 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_003 CALL RESPONSE CALL PF PNF “ ” for AFM After turning clear of runway CHECKLIST” • “CLEARING RUNWAY “CLEARING RUNWAY COMPLETE” CHECKLIST brake energy limits. NOTE: Refer to the “TOWER, LEAR XXX “TOWER, HAS ABORTED THE TAKEOFF XX” ON RUNWAY If required, perform emergency evacuation • Brakes – apply and hold, maximum effort Thrust levers – idle • • Spoilers – verify extended if necessary Thrust reversers – deploy, • 1 setting 1 “ABORT, ABORT, ABORT” ABORT, “ABORT, (either pilot) Problem recognized prior to V Speed Problem recognized prior to V (either pilot) 1 Normal takeoff procedures Abort or Rejected Takeoff Engine Failure Below V

Engine Failure Below V1 Speed Figure 3 - 1

3-4 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

ENGINE FAILURE ABOVE V1 SPEED

If an engine fails at or above V1, keep the nosewheel on the runway until VR and track the centerline. At VR, rotate the aircraft and continue to apply rudder to maintain track. The coordination ball (above each PFD) should be centered. With a positive rate of climb, select the gear up, and pitch the aircraft to a noseup attitude to maintain V2 (approximately 9° to 15° noseup). Maintain V2 until 1500 ft AGL or obstacle clearance altitude and accelerate to V2 + 25, which should be marked by the airspeed bug, and retract the flaps. Call for the checklist. The aircraft is a very stable platform with one or both engines running, therefore, loss of an engine at or above V1 is a very straightforward exercise.

Use the following procedures to continue the takeoff (Fig. 3 - 2). When the airplane starts to yaw due to engine failure or other causes, apply a small amount of forward pressure on the control wheel. This keeps the nosewheel on the runway. Use rudder for directional control. Do not attempt to return to centerline; maintain parallel motion.

When the VR “Rotate” call is made, smoothly rotate to the calculated pitch attitude and maintain airplane control. Do not rotate until the airplane is under control on the runway. When a positive rate of climb is established, call for “Gear up” and increase pitch to maintain V2.

Both pilots ensure climb speed is attained and pitch attitude maintained so the airplane satisfies all obstacle clearance requirements. When the airplane is stable, the rudder trim may reduce rudder pedal pressure. When the airplane is at 1500 ft and clear of obstacles, accelerate to V2 + 25, call for flaps up, and then call for the Engine Failure Above V1 checklist. Increase the airspeed to 200 kt and continue the enroute climb if necessary. As airspeed increases, the need for full rudder deflection decreases. Takeoff thrust is limited to five minutes. Reduce the thrust levers to MCT within 5 minutes of takeoff.

Both pilots positively identify which engine is not operating. The PF should guard the operating engine, while the PNF slowly retards the nonoperating engine to IDLE then CUTOFF. Nothing should change. Upon completing all checklist items, select a suitable airport for a single-engine landing. An engine restart may be attempted if conditions warrant.

During takeoff roll, the PNF devotes his attention primarily to the engine instruments, annunciator panel, and airspeed indicator. This should allow any malfunction to be recognized and confirmed in the shortest amount of time. Callouts to the PF should be exactly as briefed. The PF should have primary focus on the aircraft, using peripheral vision to backup the PNF inside. Late takeoff abort decisions after V1 are notoriously unsuccessful for all turbojet MP-132 3-5 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_004 CALL RESPONSE CALL PF PNF “ ” Keep the ball centered using rudder input • Continue climb at 200 KIAS, if necessary • Reduce thrust to MCT

1 + 25” 2 “V • “FLAPS UP” • “ENGINE FAILURE ABOVE V SPEED CHECKLIST” Clear of obstacles/1500 AGL Clear of obstacles/1500 + 25 kt (minimum) 2 1500 AGL and clear of AGL 1500 obstacles Accelerates airplane to • V speed 2 R Initial climb • V takeoff takeoff flaps Speed) 1 “POSITIVE RATE” (when a positive rate of climb is established) speed) 2 “GEAR UP” (pitch to maintain specified attitude (V ) R “ROTATE” (V rotate

NOTE: Directional control improves if nosewheel is kept on the runway (with forward pressure on the control wheel) until V R airplane to specified noseup pitch attitude V Rudder as required for directional control Engine failure ” 1 release “V

1 thrust levers V Initial takeoff roll Initial takeoff (standing or rolling procedures) takeoff Engine Failure (Above V Continued Takeoff

Engine Failure Above V1 Speed Figure 3 - 2

3-6 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques aircraft. Know what is critical and stick with the decision made in the crew takeoff briefing. There should be no doubt by either crewmember as to what is expected during takeoff.

Cruise Emergencies

Malfunctions at altitude require the same thought process as those on takeoff. Maintaining aircraft control is the number one priority. Someone should always be flying the aircraft. For example, if an emergency descent is necessary, the primary crew concern should be to don the oxygen masks, if not already donned. At altitudes above FL 410, the time of useful consciousness (TUC) decreases significantly without supplemental oxygen (Fig. 3 - 3).

Pilots always put on their oxygen masks first, before dropping the passengers’ masks. The emergency descent memory items on the checklist are necessary to learn and accomplish. Checklist memory items in the flow below are represented in bold type. Only the memory items are required action.

The following flow accomplishes the checklist items.

PF—Suggested pilot action:

1. Oxygen Masks ...... DON a. Passenger Oxygen ...... DEPLOY POSITION a. NORM MIC/OXY MIC...... OXY MIC 2. Thrust Levers...... IDLE 3. Autopilot ...... DISENGAGE 4. Spoilers ...... EXTEND a. Pitch 10 to 12° nose down. 5. Descend at MMO/VMO. 6. Accomplish Emergency Descent checklist, when able.

PNF—Suggested copilot action:

1. Oxygen Masks ...... DON a. NORM MIC/OXY MIC...... OXY MIC 2. Look down aisle...... CHECK PASSENGERS 3. Notify ATC...... INFORM OF EMERGENCY DESCENT a. Request a minimum safe altitude in this area and a current altimeter setting.

MP-132 3-7 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_014 CALL RESPONSE CALL PF PNF “ ” Level off at altitude Level off not requiring the mask • Spoilers retracted • Power as required to maintain safe speed – trim MO MO /V /V MO MO Descent • Maintain pitch attitude until reaching M Adjust pitch altitude to • maintain M • Accomplish Emergency • Descent checklist when able Autopilot use is optional • Look aft in cabin to check on pasengers MO /V MO Notify ATC of ATC Notify emergency descent Ask for minimum • safe altitude and current altimeter setting Checklist recognition • Crew oxygen masks Thrust levers idle • Autopilot disengaged • • Spoilers extended • Establish approximately 10 to 12° nosedown pitch altitude • Descend at M MAINTAIN PRESENT HEADING MAINTAIN Cabin altitude single chime and voice warnings activate or cabin altitude exceeds 10,000 ft Emergency Descent

Emergency Descent Figure 3 - 3

3-8 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques Cruise Abnormalities

For cruise abnormalities that might involve the hydraulic or environmental systems of the aircraft, the following notes are summarized from the AFM:

- HI FLOW must be off for takeoff, landing, anti-ice operations, and above FL 300 - Maximum differential pressure is 9.9 to –0.5 psi - With one engine bleed-air system inoperative, maintain FL 410 or below, avoid flight in icing conditions, and land as soon as practical - When a LR CAB PRESS FAIL CAS message is displayed, maintain below 8000 ft or minimum safe altitude - If oxygen quantity is low or unavailable, maintain altitude below FL 250 (applicable to all turbojet aircraft operated under 14 CFR Part 91) - If a MAIN HYD PRESS CAS message displays, maintain at or below FL 350 due to loss of spoilers for emergency descent

ENGINE FIRE WARNING

There are no engine fire CAS messages. Instead, the following indications are given:

- Triple chime sounds, and master WARN lights flash - FIRE (red and flashing) annunciates inside the EI ITT indicator of the affected engine - Affected engine red FIRE PUSH button on the engine/fuel control panel flashes - Aural message announces, “Left/right engine fire” - If selected, the RMU engine backup page (ENGINE PGE1) displays FIRE (red) next to the N1 analog tape for the affected engine

Depressing the FIRE PUSH button causes the following actions:

- Closes the respective engine main fuel shutoff valve (FWSOV) - Closes the respective hydraulic shutoff valve - Closes the bleed-air valve on the respective engine - Disconnects the respective engine generator - Disconnects the respective engine alternator, thus disabling the onside windshield heating - Prevents electrical power from being applied to the thrust reverser isola- tion valve

MP-132 3-9 May 2004 Recommended Procedures/Techniques Learjet 40/45

- Arms the engine fire extinguishing system (fire bottles) - Turns off the engine ignition

FLIGHT CONTROL DISCONNECT

Due to current FAA and JAA certification requirements for transport category aircraft, flight controls must have the capability of being disconnected or split in case of a flight control jam. The aircraft has the capability of disconnecting the elevators and ailerons.

The elevators are split in two different locations. The forward disconnect is a mechanical clutch mechanism located on the torque tube between the control columns. The aft disconnect is accomplished with an electrical actuator. This sends a signal through the data acquisition unit (DAU) 2 to display a white ELEVATOR DISC CAS message when the aft disconnect is activated. When the elevators are disconnected, the pilot control column moves the left elevator and the copilot control column moves the right elevator. In the case of an elevator control jam, after the elevators are disconnected (per the checklist), the flight crew must not apply any additional force to the jammed elevator and not use the pitch trim bias. The autopilot automatically disengages when the ELEV T-handle is pulled and cannot be re-engaged. There are no altitude or airspeed limitations when operating with disconnected elevators. Disconnects should only be accomplished for actual flight control jams. Do not reconnect in flight.

The ailerons are disconnected by pulling the ROLL disconnect actuation lever on the pilot control wheel. This mechanically disengages a clutch within the pilot control wheel hub, and a white ROLL DISC CAS message is posted. The pilot control wheel controls the aircraft with the spoilerons alone, and the copilot control wheel remains connected to the aileron control cables. In the case of an aileron control jam, after the ailerons are disconnected (per the checklist), the pilot controls the aircraft with spoilerons, the copilot shall not use the ailerons, and the aileron trim shall not be used. The autopilot automatically disengages when the ROLL disconnect lever is pulled and cannot be re-engaged. When the ailerons are disconnected, artificial friction is introduced into the pilot control wheel and roll control is through the spoileron computer which gives no airload feel. Therefore, small, smooth inputs should be made. There are no altitude or airspeed limitations when operating with disconnected ailerons, although irregular maneuvers (e.g. stalls) should not be made. Disconnects should only be accomplished for actual flight control jams. Do not reconnect in flight.

3-10 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

DUAL GENERATOR FAILURE

A dual generator failure is indicated by a red LR GEN FAIL CAS message plus additional collateral indications (zero amps, amber generator depictions, etc.). If this CAS message is displayed, initiate the LR GEN FAIL checklist (Emergency Procedures).

The checklist results in turning all four DUs off. In this configuration, the master CAUT is still active and triggers if a new CAS illuminates. The crew should not select DU No. 2 back on for the purpose of viewing caution messages because battery duration is shortened.

Battery duration with the generators off is 30 minutes if equipped with the 27 amp-hr batteries and one hour if equipped with the 38 amp-hr batteries. These time durations are predicated on:

- L and R AV MSTR S/I—OFF - DU No. 2—Off - R PROBES S/I—ON for no more than 30 minutes (for standby pitot heat) - EMER LIGHTS switch—ON for no more than 10 minutes - L and R MAIN S/I—OFF - L and R ENG CMPTR switches—MAN

Any deviation in these conditions could significantly reduce the battery durations. Once the main batteries are depleted, the emergency battery provides power to the emergency bus services and the following conditions exist:

Operative equipment

- Standby airspeed, altimeter and vibrator, and lighting - Standby attitude and lighting - RMU1 engine display: N1, N2, OIL °C, OXY (oxygen pressure), and EMER (bus volts) - ENGINE PAGE 2 AMP display may indicate up to 15 amp with the generators off - Right cabin pressure control, use MANUAL rate control - Nacelle heat fails on - Landing gear

MP-132 3-11 May 2004 Recommended Procedures/Techniques Learjet 40/45

Inoperative equipment

-Primary displays - Pitch, aileron, and rudder trims -Flaps - Spoilers/spoilerons - Probe heats - Wing/stab and windshield heat - External lights - Transponder - Stall warning system

Under these conditions, land as soon as possible. At the end of the LR GEN FAIL checklist, the crew is referred to Abnormal Landings, Normal Electrical System Failure (Abnormal Procedures).

If only one generator is lost, an amber L or R GEN FAIL CAS message is posted along with the respective collateral indications. One of the collateral indications is the bus tie automatically closes. This is depicted on the BUS-TIE S/I by a lighted horizontal line. This S/I can be depressed to manually open the bus tie, at which point the emergency battery powers the inoperative generator side. If the bus tie is manually opened or closed, MAN illuminates on the BUS TIE S/I.

Approach/Landing Emergencies

Losing an engine in the enroute, approach, or landing phase is a fairly straightforward event because of the stability of the aircraft (Fig. 3 - 4, Fig. 3 - 5, and Fig. 3 - 6). Call for the checklist; it covers the entire sequence to landing. For a single-engine approach, the procedure is the same as with both engines running, except it is recommended that the flaps remain at 20° and the airplane slowed to the flaps 20° single-engine landing speed (VLND20). The remainder of the single-engine approach and landing can be flown with flaps 20°. When landing with flaps 20°, the landing distance need only be increased by 20% over the distance required for landing with flaps 40°. If runway available is an issue, the crew should elect to land with flaps 40° once landing is assured (when no power increases are required to reach the runway and achieve a normal landing). Runway and weather conditions should also be taken into consideration when deciding whether or not to change the configuration of the aircraft shortly before landing.

3-12 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_041 LND20 CALL RESPONSE CALL PF PNF “ ” REF Final approach • Flaps 20° • Landing speed V • If landing flaps 40°, extend to 40° (when landing is assured) airspeed V “SINGLE-ENGINE LANDING CHECKLIST COMPLETE” + 10 kt “SPEED CHECKS” • “SELECTED FLAPS 20°” FLAPS 20°” • “INDICATING • “GEAR SELECTED DOWN” DOWN” • “GEAR INDICATING LND20 Midfield downwind • Flaps 20° • Gear down Airspeed V • or REF, REF, + 25 kt “SPEED CHECKS” • “SELECTED FLAPS 8°” FLAPS 8°” • “INDICATING LND20 Downwind leg • Flaps 8° Airspeed V • V + 40° LND40 Landing One Engine Entry leg • Gear up • Flaps up Airspeed V • • Single-Engine Landing checklist accomplished up to gear down

Single-Engine Landing Figure 3 - 4

MP-132 3-13 May 2004 Recommended Procedures/Techniques Learjet 40/45 8-10 NM When cleared for approach • Arm APP mode • Check missed CALL RESPONSE CALL PF PNF “ ” 5 NM “FLAPS 20°, GEAR DOWN, BEFORE LANDING CHECKLIST” 5 NM + 30 kt (minimum), approximately 180 LND20 “SPEED CHECKS” • “SELECTED FLAPS 20°” • “INDICATING FLAPS 20°” • “GEAR SELECTED DOWN” • “GEAR INDICATING DOWN” ± 10 kts Approaching initial approach fix (IAF) for procedure turn • Gear up and flaps 8° Airspeed V • • “APPROACH CHECKLIST” LND20 Capture glideslope V “SINGLE- ENGINE LANDING CHECKLIST COMPLETE” FAF LND20 V ± 5 kts Complete approach briefing + 30, approximately 180 kt LND20 • “SPEED CHECKS” • “SELECTED FLAPS 8°” FLAPS 8°” • “INDICATING Precision Approach Single Engine Vector to final Vector • “SINGLE-ENGINE LANDING CHECKLIST” Airspeed V • • “FLAPS 8°” if desired

Precision Approach–Single Engine Figure 3 - 5

3-14 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_032 • Selected flaps 8° • Indicating flaps 8° 8-10 NM When cleared for approach • Arm APP mode • Check missed CALL RESPONSE CALL PF PNF “FLAPS 8°” “ ” 5 NM “FLAPS 20°, GEAR DOWN, BEFORE LANDING CHECKLIST” 5 NM + 30 kt (minimum), approximately 180 REF Speed checks • Selected flaps 20° • Indicating flaps 20° • Gear selected down • Gear indicating down Approaching initial approach fix (IAF) for procedure turn • Gear up and flaps 8° Airspeed V • • “APPROACH CHECKLIST” “SINGLE-ENGINE LANDING CHECKLIST COMPLETE” FAF

MDA 20 LND V Complete approach briefing DME, TIME, (GPS), DA or VDP Nonprecision Approach Single Engine Vector to final Vector • “SINGLE-ENGINE LANDING CHECKLIST” Airspeed 180 kt • • “FLAPS 8°” if desired

Nonprecision Approach–Single Engine Figure 3 - 6

MP-132 3-15 May 2004 Recommended Procedures/Techniques Learjet 40/45

An important key to handling any approach/landing malfunction is selecting the appropriate configuration for the given abnormality and maintaining the appropriate speed. The aircraft has two types of final approach speeds. The most familiar is VREF. There is also VLND, which is defined as the speed for an abnormal flap configuration. The benefit of VLND is the crew has performance data available for landing at various flap settings. The Approach Speeds - Abnormal Landings Chart can be found in the AFM Abnormal Procedures section. All the abnormal landing checklists reference the Approach Speeds and Abnormal Landing (Gear Down) chart (Table 3-1). Table 3-1: Approach Speeds and Abnormal Landing (Gear Down)

VLNDX (X = FLAPS) – KIAS

ALT WEIGHT FLAPS FLAPS FEET LB UP (0°) 8° 20°

13,000 113 110 106

14,000 117 115 110

15,000 121 119 114

4000 16,000 125 122 118

and 17,000 128 125 121

BELOW 18,000 132 129 124

19,000 135 132 127

19,200 135 132 127

20,000 138 134 130

20,500 139 136 131

Knowledge of the emergency checklists (especially the memory items) and aircraft limitations is important in successfully navigating an emergency situation. Also, keep the passengers informed on the progress of the emergency. Overall, good CRM is one of the best tools in an emergency situation. The objective in any emergency is to protect the passengers and safely land the aircraft. Depending on the type of emergency, there are

3-16 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

situations when it is better to enter a holding pattern, sort things out, and then

proceed with the approach and landing (See Fig. 3 - 7 and Fig. 3 - 8). L40_SOP_042 CALL RESPONSE CALL PF PNF “ ” LND0 Final approach Airspeed V • “PARTIAL FLAP “PARTIAL LANDING CHECKLIST COMPLETE” + 10 kt LND0 Midfield downwind • Gear down • Continue Partial Flap Landing checklist • V + 10 kt LND0 No-Flap Landing Engines Two Entry leg • Gear up • Flaps up Airspeed V • • Accomplish Partial Flap Landing checklist • up to gear down

No Flap Landing Figure 3 - 7

MP-132 3-17 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_030 LND Maximum bank – 30° • Roll out • Reduce speed toward V Altitude callouts • • Stabilized in slot CALL RESPONSE CALL PF PNF “ ” x LND Maintain normal rate of descent at V to landing + 10 LND Flaps up • V Turning base Turning • Start descent 500 to 700 fpm • Bank 30° Power to idle at 50 ft • Brake as required • Speed brake extend Thrust reversers as required • maneuvering REF Midfield • Gear down • V • Complete Partial Flap Landing checklist • checklist started Approach briefing • completed x for 0° flap LND • Complete Descent checklist • Landing distance 1.2 x normal APPROACH REVIEW • Review weather • Review approach and go-around procedures • Reset bug to final approach speed that is V Partial-Flap Approach Abeam opposite end of runway

Partial-Flap/No-Flap Approach Figure 3 - 8

3-18 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

WINDSHEAR

The flight path angle (FPA) system is an excellent tool to help detect windshear. Once the FPA is selected on the display controller, it is presented on the respective pilot ADI. The FPA displays two symbols:

- Flight path angle symbol—depicting the actual flight path of the aircraft - Flight path acceleration symbol (>)—depicted as a pointer to the left side of the FPA symbol. - If the FPA acceleration symbol moves upward, the aircraft is accelerating. If it moves downward, the aircraft is decelerating.

The key to windshear detection is the flight path acceleration display, which monitors constant speed. For example, if the crew is executing an approach at 120 kt, the flight path acceleration display depicts the pointer on the centerline of the FPA. If for some reason the flight path acceleration symbol rapidly moves up or down, it is an indication of change in airspeed or windshear. The airspeed trend vector is an invaluable tool with instantaneous information. When used in combination with the FPA, it is an excellent tool to detect windshear.

If extreme windshear is encountered, we recommend the FAA technique of flying the attitude indicator, using full power, and climbing at stick shaker, if necessary until a safe altitude is reached. Do not rely on pressure instruments until after exiting windshear conditions, reference the radio altimeter.

Be alert for windshear reports and conditions. Study approach weather and wind conditions carefully. Be prepared to use thrust if a sudden sustained airspeed loss on final approach is encountered. Conversely, if the aircraft suddenly picks up too much speed, deliberately and carefully decrease thrust. If the increase in airspeed was caused by a sudden increase in headwind component, the ground speed may not significantly change immediately.

MP-132 3-19 May 2004 Recommended Procedures/Techniques Learjet 40/45

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3-20 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques CHAPTER 4 MISCELLANEOUS MANEUVERS

General

In addition to evaluating normal operational skills and procedures, certain training and testing maneuvers are required to pass the type checkride. The following discussion focuses on a few of the maneuvers required by the FARs.

Training Maneuvers

All airwork is accomplished with the flight director off. Fly the airplane using only the PFD raw data (FPA may be used). The following maneuvers are flown at an altitude of 10,000 to 15,000 ft: - Steep bank turns - Approach to stall—clean configuration - Approach to stall—takeoff/approach configuration - Approach to stall—landing configuration - Unusual attitude recovery

STEEP BANK TURNS

These maneuvers are accomplished at 45° of bank turning in both left and right directions of 180 or 360°, 250 kt, and a constant altitude (Fig. 4 - 1).

The flight path angle (FPA) can be a useful tool when performing steep turns. The FPA symbol is selected and deselected with the FPA button on either the pilot or copilot display controller and is displayed on the pilot and copilot ADI. This green symbol represents the actual path of the aircraft relative to the horizon. The FPA trend symbol (>) indicates acceleration or deceleration along the flight path. The AHRS input and FMS groundspeed determine the FPA display. The FPA is a real time indicator of the airplane’s actual flight path. If the FPA symbol remains centered on the 0° pitch scale on the ADI horizon, the airplane remains at a constant altitude.

MP-132 4-1 May 2004 May 2004 Recommended Procedures/Techniques Learjet 40/45

Stabilize the airplane at 250 kt in level flight. This should yield a pitch attitude of approximately 3° with 75% N1. Before rolling into the turn, add 2 to 4% additional power to maintain 250 kt airspeed at 45° of bank. While rolling into the turn, maintain a pitch of approximately 4° to maintain altitude. Trim nose up to reduce the yoke pressures and help control altitude.

Start the rollout approximately 10º prior to the desired heading. The airplane response is quick, and it rapidly rolls out on the selected heading. If turning the opposite direction, no pause is necessary. Continue the turn, rolling into an opposite direction 45° bank. Very little trim correction is required.

In preparation for the stall maneuvers in the aircraft, FAA guidelines state the airspeed should decrease 1 kt per second during approach to stall maneuvers. Smooth throttle technique can move the airspeed trend vector to approximately 10 kt below the airspeed indicator and the pilot can easily control entry into the stall regime. At normal weights, the power required for a clean stall maneuver is flight idle and for a flaps 20°/gear down stall maneuver N1 should be approximately 60%. Recovery is initiated at the first indication of stall, which could be airframe buffet or stall-warning indications (stick shaker or aural warning). Recovery from stalls should be accomplished using maximum available power (T/O detent) and maintaining the pitch angle established at the initial stall indication until out of the stall condition.

4-2 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_027 1 Increase power 2 to 4% N Bank – smoothly roll to 45° Altitude – maintain • – as required Trim • • Pitch – to maintain altitude 1 Lead rollout by 5 to 10° • Wings – smoothly roll level – as required Trim • • Pitch – as required • Power – decrease 2 to 4% N • Maintain 250 KIAS 1 • Airspeed – 250 KIAS • • Remove command bars Altitude 12,000 to 15,000 ft • Clean configuration • Power – 75% N PTS parameters Altitude ±100 ft • Airspeed ±10 kt • • Bank ±5° Steep Bank Turns 180° of Change Each Direction (360° optional)

Steep Bank Turns Figure 4 - 1

MP-132 4-3 May 2004 Recommended Procedures/Techniques Learjet 40/45

APPROACH TO STALL—CLEAN (FLAPS 0°)

The approach to stall – clean is accomplished with no flaps extended and the gear retracted (Fig. 4 - 2). Initially, stabilize the airplane at 180 kt using about 65% N1. Place the thrust levers at IDLE and hold the existing altitude. As airspeed decreases, increase the pitch to maintain altitude (up to approximately 13° pitch).

At the first indication of stall warning or buffet, increase power to takeoff (the third detent). Reduce the angle of attack. This allows the airplane to regain airspeed and fly out of the stalled condition quicker. A small altitude loss may result. As the airplane accelerates, recover to the original altitude and heading, and reduce thrust to 180 kt or an airspeed directed by the instructor.

APPROACH TO STALL—TAKEOFF OR APPROACH CONFIGURA- TION

Prior to approaches to stalls, compute and set the airspeed bugs at VLND20 and VAPP for weight and configuration (Fig. 4 - 3). Ensure that the ignition switches are on and the engine synchronizer is off. While slowing the aircraft, use the pitch trim to reduce control forces; however, discontinue trim before reaching the computed VLND20 + 10 kt.

Initially, stabilize the airplane at 180 kt using approximately 65% N1. Config- ure the airplane with flaps 20°, landing gear extended. Roll into a bank of between 15 to 30°. Leave the thrust set at 60% N1. Increase the pitch to maintain altitude and allow the airspeed to decrease. All aircraft configuration changes, including pitch trim, are made prior to VLND20 + 10 kt.

At the first indication of stall warning or buffet, roll wings level and increase power to takeoff (the third detent). Reduce the angle of attack. This allows the airplane to regain airspeed and fly out of the stalled condition. This may result in a small loss of altitude. Do not change configuration when airspeed is below VLND20. As the airplane accelerates above VLND20, call for flaps 8°. When a positive rate of climb or increase in airspeed is indicated, call for gear retraction. When airspeed increases above VAPP + 20, call for flaps up. Return to the original altitude and heading. Reduce thrust to recover to 180 kt or an airspeed directed by the instructor.

4-4 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_011 CALL RESPONSE CALL PF PNF “ ” Recovery Adjust pitch attitude to maintain altitude • as airspeed increases Adjust airspeed to 180 kt • or as directed At first indication of stall, simultaneously: • Reduce angle of attack power Thrust lever to takeoff • • Level wings and accelerate out of stall Use trim to reduce pressures Entry • Reduce power to idle • Maintain altitude as speed decreases Before entry • Flaps 0° Altitude 12,000 • to 15,000 ft Approach to Stall–Clean Flaps 0°

Approach to Stall–Clean (Flaps 0°) Figure 4 - 2

MP-132 4-5 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_012 CALL RESPONSE CALL PF PNF “ ” Recovery Adjust pitch attitude • to maintain altitude Adjust airspeed to • 180 kt or as instructed + 20” APP “V “FLAPS UP” “POSITIVE RATE” “GEAR UP” ” LND20 “ABOVE V As airspeed increases “FLAPS 8°” 1 At first indication of stall, simultaneously: • Wings level • Reduce angle of attack Thrust levers to • power takeoff • Level wings and accelerate out of stall

10 LND20 + Entry • Reduce power to 60% N • Roll into turn 15 to 30° • Maintain altitude Use trim to relieve pressures to V – but not below LND20 for airplane APP APP Before entry • Gear down • Flaps 20° Altitude 12,000 • to 15,000 ft and V weight with flaps 20° Look up V Approach to Stall–TakeoffApproach Configuration or Flaps 20°, 15° to 30° of Bank, Gear Down

Approach to Stall–Takeoff or Approach Configuration Figure 4 - 3

4-6 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

APPROACH TO STALL—LANDING CONFIGURATION

Prior to approaches to stalls, compute and set the airspeed bugs at VREF and VAPP for weight and configuration (Fig. 4 - 4). Ensure the ignition switches are on and the engine synchronizer is off.

While slowing the aircraft, use pitch trim to reduce control forces; however, discontinue trim before reaching the computed VREF +10 kt.

Stabilize the aircraft on an altitude and at an airspeed of 180 kt, approximately 65 to 70% N1. Compute and set the VR and V2 airspeed bugs to VREF and VA- PP. Establish the airplane to the landing configuration, gear extended and flaps down. Maintain the assigned heading and altitude. Adjust the thrust levers to approximately 60% N1. Lower the pitch to simulate a normal 3° descent, then level off by holding an altitude until the first indication of stall warning or buffet.

At the first indication, maintain or level the wings while advancing the thrust levers to takeoff (third detent). Reduce the angle of attack. This helps the airplane regain airspeed and fly out of the stalled condition quicker. This may result in a small loss of altitude. Do not change configuration below the indicated airspeed of VREF. When the airspeed increases above VREF, call for flaps 8°. When a positive rate of climb is attained, call for gear retraction.

Recover to the starting altitude and heading. When the airspeed increases to VAPP + 20, call for flaps up. When established on the original heading and altitude, reduce the thrust to maintain 180 kt or an airspeed directed by the instructor.

MP-132 4-7 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_013 CALL RESPONSE CALL PF PNF “ ” • Maintain heading and altitude • Increase airspeed to 180 kt or as directed REF, + 20” APP “V “FLAPS UP” ” REF “POSITIVE RATE” “GEAR UP” As airspeed increases above V “ABOVE V “FLAPS 8°” At first indication of stall or buffet: • Reduce angle of attack power Thrust levers to takeoff • • Level wings and accelerate out of stall , REF 1 then descend 500 ft below – existing altitude and level off do not add power Entry • Reduce power to 60% N • Maintain altitude until at V Before entry • Gear down • Flaps down Altitude 12,000 • to 15,000 ft Approach to Stall Landing Configuration

Approach to Stall–Landing Configuration Figure 4 - 4

4-8 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

Unusual Attitude Recovery

It is important to maintain positive control of the aircraft by recognizing the airplane flight condition. This is normally accomplished with reference to the altitude, airspeed, and attitude of the airplane. During a sudden or unknown change to an unusable/unusual attitude, verify the aircraft attitude using all available indicators. Use these references to make the proper recovery.

NOSE HIGH—AIRSPEED SLOWING

Once the nose high, airspeed slowing, increasing altitude indications are confirmed, roll the wings toward the nearest horizon, while simultaneously applying power to counter the decreasing airspeed (Fig. 4 - 5). Allow the nose of the airplane to pass through the horizon. Roll wings level and return the airplane to level flight. Then adjust power to maintain the desired airspeed.

NOSE LOW—AIRSPEED INCREASING

Once the nose low, airspeed rapidly increasing and altitude decreasing condition is confirmed, rapidly place the thrust levers to idle and roll wings level to the horizon (Fig. 4 - 6). Before adding elevator pressure, make sure the wings are level. Use elevator pressure to return the airplane to level flight and adjust the power to maintain the desired indicated airspeed.

MP-132 4-9 May 2004

Recommended Procedures/Techniques Learjet 40/45 L40_SOP_006 When sufficient airspeed is When sufficient regained, roll wings level and adjust power pitch to maintain desired airspeed and altitude Lower pitch attitude as necessary Pitch and roll attitude determined. Simultaneously roll 60 to 90° the nearest horizon and advance power as required Confirm airplane attitude and airspeed NOTE: Cross-check opposite or standby instruments for any uncertainty or confusion about proper attitude, speed, or altitude Unusual Attitude Recovery Airspeed Slowing Nose High –

Nose High–Airspeed Slowing Figure 4 - 5

4-10 MP-132 May 2004

Learjet 40/45 Recommended Procedures/Techniques L40_SOP_007 Rapidly place thrust levers to idle and simultaneously roll wings level (before applying elevator pressure, ensure airplane wings are level with horizon) Confirm airplane attitude and airspeed NOTE: Cross-check opposite or standby instruments for any uncertainty or confusion about proper attitude, speed, or altitude Unusual Attitude Recovery Airspeed Increasing Nose Low –

Nose Low–Airspeed Increasing Figure 4 - 6

MP-132 4-11 May 2004 Recommended Procedures/Techniques Learjet 40/45

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4-12 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques CHAPTER 5 FLIGHT MANAGEMENT SYSTEM

General

The UNS-1C/1E is a fully integrated flight management system (FMS) composed of a control keyboard, LCD display, navigation computer, and the integral 12 channel GPS sensor. It is a multisensor navigation computer, capable of being operated by GPS only. Short-range navigation uses the DME and VOR provided via the commercial standard databus (CSDB) from the Honeywell radio management unit (RMU).

Air Data Interface

The UNS-1C/1E receives its digital air data information from the air data computer (ADC) via the IC600. Data used and displayed by the UNS-1C/1E includes barometric-corrected altitude, true airspeed, and static air temperature. The Primus 1000 configuration uses dual ADCs. The FMS defaults to using the onside bus with the onside ADC data unless an ADC failure occurs. In the case of an ADC failure, cross-side ADC data can be selected.

AHRS

Dual AHRS systems provide magnetic heading, pitch angle, and roll angle. The FMS defaults to the onside bus for heading and attitude information. In the event of an AHRS failure, the cross-side AHRS can be selected via DATA page 4/4 by selecting the LIST key. Options are AHRS1, AHRS2, and offside FMS.

Basic Functions

ENROUTE NAVIGATION

The UNS-1C/1E is interfaced to the Honeywell flight guidance computer using digital roll command steering via the IC600 for enroute, terminal, and approach operations. FMS steering is selected by the NAV function on the flight guidance controller. Pressing the FMS button once engages the onside FMS. Pressing the button a second time presents the cross-side FMS. The

May 2004 MP-132 5-1 May 2004 May 2004 Recommended Procedures/Techniques Learjet 40/45 autopilot can be coupled to either the left or right side by selecting the XFR button on the guidance computer (GC).

In addition to flight plan navigation, the UNS-1C/1E provides direct to, pseudo VOR, and selected crosstrack operations. Airways, SIDS, STARS, approach transitions, and missed approach segments can be programmed from the database.

APPROACH AND TERMINAL NAVIGATION

An FMS approach programmed into the UNS-1C/1E activates within 2 NM of the FAF. TERM annunciation changes to APP (blue) and flashes on the HSI display, signifying that the FMS scaling is changing to approach scaling and the approach is active. Push the APP button on the GC for the VNAV glidepath to couple to the autopilot. The VNAV glidepath scale is located to the right of the ADI. VNAV is annunciated in white. The VNAV glidepath pointer is magenta.

RADIO TUNING

The UNS-1C/1E is interfaced with the Primus 1000 so that it is capable of tuning both onside and offside radios. This includes COM1 and COM2, NAV1 and NAV2, ADF1 and ADF2, and ATC. In dual installations this function can be performed from either unit.

JOYSTICK AND RADAR WAYPOINTS

Flight crews can insert a joystick or radar waypoint into the flight plan from either side of the cockpit. After moving the joystick to the desired position on the MFD, select ENT on the MFD joystick menu. The joystick position inputs are received in both FMS1 and FMS2 by a burst from the MFD. These waypoints can be accessed in either FMS1 or FMS2 database by the DTO and LIST keys, or by placing the cursor in the active flight plan and using the LIST function. The radar waypoints display under the VOR/PILOT list menu as R1, R2, R3, etc.

VNAV

The UNS-1C/1E allows for nine VNAV waypoints in the descent profile. Vertical speed required to attain the programmed altitudes is computed and displayed on the UNS-1C. With input of a target vertical speed, the top of descent (TOD) point is calculated and displayed. The ‘Vertical To’ feature is available to bypass altitude restrictions, if so desired. Two minutes from the top of descent, a VTA warning is activated, which annunciates and flashes for

5-2 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

15 seconds. The VTA annunciation activates for 15 seconds prior to crossing every VNAV waypoint that is programmed.

To enable the coupled enroute VNAV, push the VNV button on the GC. Full scale VNAV/glideslope deflection for enroute use of the VNAV is ±1500 ft. In the terminal mode, full-scale deflection is ±500 ft.

CAUTION When a crossing restriction is programmed and an approach is added after the crossing restriction, ensure that the VNAV still reflects the original crossing restriction. Unless navigating directly to the crossing restriction waypoint, the approach vertical waypoints may overwrite the original VNAV waypoints. The VNAV calculates descent rates based on current speed. It does not assume slow- down buffers. Consider leading the VNAV, or padding it to allow for slow downs.

DATABASE

The UNS-1C/1E contains a dual cycle database. The dates of each database are displayed during the boot up process. A worldwide customer selected database is loaded via a data transfer unit (DTU) every 28 days. The DTU is usually located under the pilot seat (left). The database cannot be loaded in flight.

The UNS-1C/1E database is DOS based data currently provided on 3.5 in. floppy disks. (In an emergency, these disks can be copied by conventional means.) With a dual cycle database, the new database may be preloaded before its activation date. At 0900Z on the day the database becomes active, the UNS-1C automatically begins using the new database.

The UNS-1C/1E has enough storage capacity to hold precision and nonprecision approaches, SIDS, STARS, airways, intersections, VORs, NDBs, and RNAV waypoints. In addition, the pilot can build waypoints, routes, and approaches that can be added to the flight plan.

FUEL AND PERFORMANCE DATA

The UNS-1C/1E provides an extensive advisory fuel management function. With digital fuel flow inputs from the IC600, automatic input of fuel flow and fuel onboard data is accepted by the UNS-1C. The automatic input can be manually overridden, if desired.

MP-132 5-3 May 2004 Recommended Procedures/Techniques Learjet 40/45

With input of empty weight, fuel on board, passenger and cargo weights, the UNS-1C/1E calculates gross takeoff weight. Once this is done, the UNS-1C/ 1E takes the remaining data required from the ADCs (avionics masters must be ON) and calculates V1, VR, and V2 speeds, based on the selected aircraft configuration. In addition, the UNS-1C/1E provides automatic calculation of the landing speeds, VREF and VAPP. The UNS-1C/1E calculated performance numbers can be directly input to the ADI by selecting the FMS speeds option on the MFD speeds menu. APU fuel burn is not reflected in the FMS.

Fuel predictions and flight plan requirements are available before flight on the planning summary page. Airborne, the UNS-1C/1E provides real-time predictions of fuel conditions, landing weights, range, endurance, and specific fuel consumption.

The FMS defaults to the onside bus for total fuel and fuel flow data, but reverts to the remaining IC600 for data from both engines if an onside IC600 fails.

CONFIGURATION OPTIONS

There are several pilot configurable options in the UNS-1C/1E. Aircraft weight can be changed to reflect either empty weight or basic operating weight. Passenger weights can be changed through the menu option to reflect a standard weight of the pilot’s choice. The X FILL function can be changed so it seeks or sends data. Some of the configuration changes require a special code during the initialization process to edit and store a major change.

Operational Considerations

The UNS-1C/1E can be powered from the main aircraft batteries, but this is not advisable. Whenever possible, use a ground power unit or an APU (if installed). If power is inadvertently removed from the aircraft after the FMS is programmed, it retains the programmed information for approximately seven minutes. To obtain full capacity of the FMS to calculate performance data, the avionics masters also must be selected ON.

New Users

New pilots on the aircraft should receive basic instruction on the UNS-1C/1E during the initial type rating course. A new pilot should be able to initialize the FMS, obtain a takeoff gross weight, program a flight plan, and link a SID, STAR, and/or approach. These functions are more than adequate for a new pilot whose primary goal is to get familiar with the airplane. We recommend the more advanced functions, including GPS approaches be practiced in VMC

5-4 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques conditions until comfortable to accurately program and execute these approaches.

The FMS should never replace judgment or the ability to revert to non-FMS navigation within a moment’s notice. Flight management systems have come a long way in accuracy and ability to find themselves, but they are only as good as the programmer.

One crewmember should always keep a heads-up discipline. This cannot be overemphasized. It is not uncommon to occasionally find both pilots looking down and no one looking outside. Avoid programming in critical phases of flight or low level altitudes. If the flight crew is unsure of which approach will be assigned, program one approach in one FMS and the second approach in the other (assuming a dual installation). This enables quick X FILL to the assigned approach without being heads down for a length of time.

GPS RAIM Prediction Requirements

Anytime the GPS is used as the principal navigation source for an approach or crossing the North Atlantic, a receiver autonomous integrity monitoring (RAIM) prediction must be run (FAA Notice N8110.60). For GPS approaches, this is automatically done by the UNS-1C/1E. A manual check can be done on the FPL/Menu page, but it is not required. RAIM prediction for oceanic crossings may be done in advance with the UNS flight planning program and a current download of the almanac.

Communications and Weather Service Interface

The UNS-1C/1E is capable of interfacing with AFISCOM, UNILINK, and the Airshow Network. It can display graphical weather, and Airshow data. When this equipment is installed, the UNS-1C/1E has options to go to these special menus on the MSG page and on the data page. The ARINC menu is located under the bright/dim button and the video display option.

MP-132 5-5 May 2004 Recommended Procedures/Techniques Learjet 40/45

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5-6 MP-132 May 2004 Learjet 40/45 Recommended Procedures/Techniques

Glossary A ADC Air Data Computer ADF Automatic Direction Finder ADI Attitude Deviation Indicator AFISCOM VHF communications link (Global Data) AFM Airplane Flight Manual AGL Above Ground Level AHRS Attitude Heading Reference System AIM Airman’s Information Manual ALT Altitude AP Autopilot APP Approach APU Auxiliary Power Unit ARINC Aeronautical Radio Inc. (a Data Interface Format) ASEL Altitude Pre-Select ATC Air Traffic Control ATIS Automatic Terminal Information Service AV MSTR S/I Avionics Master Switch/Indicator B BARO Barometric BC Back Course BFL Balanced Field Length C CAS Crew Alerting System CDI Course Deviation Indicator COM Communication (Radio) CRM Crew Resource Management CSDB Commercial Standard Databus CWP Crew Warning Panel D DA Density Altitude DAU Data Acquisition Unit DC Display Controller DEEC Digital Electronic Engine Control DH Decision Height

May 2004 MP-132 G-1 May 2004

7/6/04 Recommended Procedures/Techniques Learjet 40/45 Glossary (Cont.) DME Distance Measuring Equipment DOS Disk Operating System DTO Direct To; direct route or course. DTU Data Transfer Unit DU Display Unit E EI Engine Indicating Displays EICAS Engine Indicating and Crew Alerting System ENT Enter F FAA Federal Aviation Administration FAF Final Approach Fix FD Flight Director FGS Flight Guidance System FL Flight Level (e.g., FL 250) FLC Flight Level Change FMS Flight Management System FOD Foreign Object Debris FPA Flight Path Angle FPL Flight Plan FWSOV Fire Wall Shutoff Valve G GA Go Around GC Guidance Controller GPS Global Positioning System GS Glide Slope H HAA Height Above Airport HAT Height Above Touchdown HDG Heading HSI Horizontal Situation Indicator

G-2 MP-132 May 2004 May 2004

7/6/04 Learjet 40/45 Recommended Procedures/Techniques

Glossary (Cont.) I IAF Initial Approach Fix IC600 Integrated Computer 600 ILS Instrument Landing System ITT Interstage Turbine Temperature J JAA Joint Airworthiness Authority J-AID Jeppesen listing of FARs and airports K KIAS Knots Indicated Airspeed L LCD Liquid Crystal Display LOC Localizer M MAP Missed Approach Point MCR Maximum Cruise Rating MCT Maximum Cruise Thrust MDA Minimum Descent Altitude MEA Minimum En route Altitude MFD Multi-Function Display MHA Minimum Holding Altitude MSA Minimum Sector Altitude MSG Message MSL Mean Sea Level N N1 Engine Fan Speed N2 Engine Turbine Speed NAV Navigation (Radio) NDB Non-Directional Beacon NM Nautical Miles No PT No Procedure Turn NOTAMS Notices to Airmen Service

May 2004 MP-132 G-3 May 2004

7/6/04 Recommended Procedures/Techniques Learjet 40/45 Glossary (Cont.) P PF Pilot Flying PFD Primary Flight Display PIC Pilot-In-Command PNF Pilot Not Flying R RA Radio Altimeter RAIM Receiver Autonomous Integrity Monitoring RMU Radio Management Unit RNAV Area Navigation S S/I Switch /Indicator SIC Second-In-Command SID Standard Instrument Departure SOP Standard Operating Procedure SPD Speed STARS Standard Terminal Arrival Routes T TCAS Traffic/Collision Avoidance System TCS Touch Control Steering TERM Terminal TOD Top of Descent TR Thrust Reverser U UNS Universal Navigation System V V SPEEDS Calculated Velocities V1 Takeoff Decision speed V2 Takeoff Safety Speed VAPP Approach Climb Speed VLNDX Landing Approach Speed for Abnormal Operations with The Flaps Not Fully Down. (X = Flap Deflection) VR Rotation Speed VREF Landing Approach Speed, Flaps Down

May 2004 G-4 MP-132 May 2004

7/6/04 Learjet 40/45 Recommended Procedures/Techniques

Glossary (Cont.) VDP Visual Descent Point VHF Very High Frequency VNAV Vertical Navigation

VNV Vertical Navigation Selection on the Guidance Controller VOR VHF Omni-Directional Range VS Vertical Speed VSI Vertical Speed Indicator X XFR Transfer Y YD Yaw Damper (Switch Identifier)

Numerics 14 CFR Part 91 Code of Federal Regulations Volume 14 Part 91

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G-6 MP-132 May 2004

7/6/04