Oct 1988/Learjet
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PILOT REPORT nflight Report: Learjet 55C I The third-iteration, largest Learjet claims unsurpassed runway performance among its mid-size competitors. By FRED GEORGE October 1988 Document # 2412, 6 pages For all of our readers who have come to think of a Lear- Another interesting change is the addition of round jet as one of the most challenging-to-fly aircraft in pro- washer-head machine screws that have replaced every duction, the longhorn Learjet 55C is about to break the other or every third flush screw fastener in the top of the stereotype. Its handling is docile and its manners are wing’s polished metal leading edge cuff. An engineer predictable. It rumbles and buffets clear warnings when explained that during pre-certification development, the flown too slowly. The aircraft is truly controllable aircraft flew better with yarn tufts taped to the wing throughout the flight envelope, right down through a full than with a clean wing. The firm’s designers found that aerodynamic stall. There is more good news: By the the tufts produced a small degree of boundary layer time you read this article, the Learjet 55C should be energizing (BLE) turbulence, delaying the separation of certificated. the airflow over the top of the wing. The prime reason for the aircraft’s improved manners Aerodynamics is still an art to some engineers. Learjet is the addition of the much ballyhooed and highly dis- used extensive trial and error testing to find the right tinctive nine-feet-plus long, “delta-fins,” which replace pattern of exposed screws to produce the same benefi- the single, ventral tailfin on the Learjet 55B. Their pur- cial BLE results as the yarn tufts. As a result, the high- pose is two-fold: (1) improve the lateral/directional sta- profile screws were made a permanent addition to the bility of the aircraft and (2) provide a nose-down 55C wing. (So much for slick wings and flush fasten- pitching moment at the maximum angle of attack (stall) ers.) at all center of gravity points. The Learjet 55C’s low-speed manners aren’t the only Subtle changes to the wing’s leading edge and the handling characteristics to benefit from delta-fins and addition of a third short, stall fence just inboard of the wing modifications. During wind tunnel testing, Learjet winglet, also contribute their share to the aircraft’s engineers found that the aeromods improved direction- refined deportment. The result is an improved chord- al stability. The additional tailfins eliminate the need for wise airflow that remains attached to the wing at higher dual yaw dampers that were formerly required to check angles of attack. However, at very high angles of the large-amplitude yaw-roll oscillations encountered in attack, a stall strip mounted on the wing’s leading edge certain flight regimes. Now only one yaw damper is near the wing root disrupts the airflow, thereby generat- installed, principally for the comfort of the passengers. ing plenty of turbulence over the horizontal tail. This However, final certification of the Learjet 55C may buffeting provides an unmistakable aerodynamic stall require a reduction of MMO to 0.74 Mach if the yaw warning. damper is inoperative. Full testing throughout the flight COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED Pilot Report envelope with the yaw damper inoperative is not yet “longhorn” wing profile and higher thrust TFE731-3A complete. turbofan engines the firm expected a hot blend of high As expected, the delta-fins and other aerodynamic speed, quick certification and low cost . modifications create a significant weight increase and As there was no time to experiment with high-risk, a slight drag penalty. However, the improved aerody- unproven design technologies, the new aircraft would namics made possible the elimination of some old sys- incorporate many of the design features of earlier mod- tems: the stall warning stick-nudger and -pusher, the els. Unfortunately, the aircraft emerged with a rather overspeed stick-puller and one yaw damper system. The high basic operating weight for its cabin size, relatively removal of these systems helps hold down the weight high V-speeds and long runway requirements com- increase. pared to other medium-size jets. To reduce even more poundage, the rudder balance On balance, new Learjet 55 operators were happy weight was lightened by 23 pounds and the upper one- with the aircraft’s fuel efficiency, handling characteris- third of the fuselage fuel tank baffle was removed, shed- tics and stability on approach. Passengers were ding another 10 pounds. In total, the firm’s engineers pleased with the additional room and ease of entry of estimate that the Learjet 55C will gain only about 75 the Learjet 55, compared to earlier Learjet 20 and 30 pounds. models. Thanks to a new aft cabin door, luggage could The potential drag increase resulting from the delta- be conveniently loaded into the aft cabin compartment. fins and wing modification also was a concern, but by And not to be overlooked, for the first time there was a pressure-tuning the shape of the engine pylons, the net comfortable lavatory. drag increase was limited to about 0.25 percent. In Although pleased, Learjet 55 owners longed for the fact the change is so slight, the firm’s engineers do not sub-5,000-foot balanced field length (BFL) performance foresee changing the specific range, climb or cruise of earlier models, that would enable them to operate charts in the approved flight manual as a condition of out of smaller airports close to business locations. To certification. help regain some of these sought-after attributes, a Learjet also has installed an upgraded Collins APS series of performance improvements was initiated about 85-12 digital autopilot system, a takeoff configuration five years ago. warning system and an increase of the eight-degree On Serial Numbers 55-065, 55-087 and subsequent flaps speed to 250 KIAS, rounding out the list of new production aircraft, the Phase 1 program brought about features. three principal changes that improved airport perfor- mance: (1) additional boundary layer control devices GRADUAL PROGRESS were added to the leading edge of the wing to improve The Learjet 55C continues a 25-year evolution of the low-speed handling; (2) an automatic performance basic Learjet 23 design that revolutionized business air reserve (APR) feature was incorporated, boosting travel in the early 1960s. The latest large Learjet retains engine output by five percent, thus shortening FAR Part much of the design philosophy that was popular two 25 engine-out, accelerate-go takeoff distances; and (3) decades ago. Don’t expect to find a computer-designed accelerate-stop and landing distances were improved airframe, chemically-milled wing skins or supercritical by incorporating a weight-on-wheels, automatic spoiler airfoils. What one does find is a very strong airframe- deployment feature. sturdy to the point of being one of the heaviest business The Phase 1A program brought the installation of aircraft for its cabin volume. thicker brakes with 13 percent more stopping power, Adding to the aircraft’s weight are the use of a Freon modified wheel axles, reshaped gear doors and air conditioner instead of a lighter, more modern aircy- redesigned under-wing fairings. These modifications cle machine; the use of separate engine starter and were incorporated on Serial Numbers 55-101, 105, generator units instead of integrated starter-generators; 107 and later aircraft. and now, its additional tailfins and corresponding aft Both the Phase 1 and Phase 1A modifications were fuselage structural beef-up. made available as retrofit options to owners of earlier Certification time, development money and market aircraft. At the time, other aerodynamic improvements pressure weighed heavily in the decision to waste no were in the works, but these modifications were put on time in introducing the Learjet 55 in 1981. The firm hold as Gates Learjet ran low on development cash. was in fierce competition with Cessna Aircraft to be the In autumn 1986, the digital Learjet 55B was first U.S. airframe manufacturer to certificate a new, announced. Serial Number 55-127 was the first aircraft attractively priced, mid-size business jet with more pas- to roll off the production line in the new configuration. senger room than was available in the affordable light This second major iteration of the basic design incorpo- jets. By blending together a larger cabin, the Learjet 28 rated an integrated Collins digital avionics suite, COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED Pilot Report small ladder, but there is no factory-standard provision With all of its systems for securing it inside. Boarding the aircraft, we noted that both halves of the improvements, the Learjet cabin door are manually secured by means of locking handles. In contrast to 20- and 30-series Learjets, the 55C yields little to its electric door closing actuator has been deleted, thus competitors in that area. eliminating its complexities. On the flight deck, the larger area windows and more spacious working environment make the Learjet 55 easier to work in than its smaller predecessors. The standard Ipeco crew seats offer a wide range of adjust- improved systems, and a most welcome ergonomic ments and a high level of comfort. A rotary-knob sys- switch reorganization. tems test-panel simplifies many of the pre-start checks For this autumn, the anxiously awaited delta-fin con- that, in earlier models, required a lot of finger move- figuration (more than three years late) promises to deliv- ment around the cockpit. er on the original Learjet 55 promise to provide fuel However, the Learjet 55C remains a switch-move- efficiency and short-field performance in a medium-size ment-intensive aircraft, as are the 20- and 30-series jet.