Merry Christmas

To the readers of this blog, all three of you, I want to wish you a Merry Christmas and a Happy New Year!

Updates

I have fallen short of my goal to update this blog on a weekly basis. From this point on I will try my best to reach that goal. Currently, my schedule is a little slow.

I recently logged on to the FAA's website: www.faa.gov to update my address. An address change has to be accomplished at least 30 days after you officially have an address change. I noticed some while I was on the site. First, there is just a lot of information on the site. It would be worthwhile for a pilot to go to the site on regular intervals and see whats going on in the world of aviation, it may affect you. Secondly, you can review the information that the FAA has on file about you, which would definitely be a good thing to do on a regular basis. I know that I will be hitting that site every so often to see whats changed or is going to change.

Logbook review

As with most things today, insurance companies run the show. That is no different in the aviation biz. All of us pilots at one time or another have had to fill out insurance forms to see if we qualify for a particular aircraft or can get a better rate on the premuims that we pay. If you own an aircraft ( which I don't ), these forms are probably very familiar. The same holds true for corporate aviation departments. We have to fill out forms listing our experiences and flight times. I have just completed mine. Here are my totals as of yesterday:
Total Time: 4265 Jet: 481 Turbo-prop: 1269 Multi-engine: 844 Cross Country: 2537
Actual Instrument: 255 As Flight Instructor: 1619
Lear 60: 205 King Air 200: 190

As a corporate pilot the flight times, as compared to the airlines, can be somewhat lower. I know a lot of airline pilots that are flying 80-100 hrs per month. In the last 12 months I've only logged 190 hours from corporate flying. Like all jobs, there are some good and bad things associated with corporate flying.
Bad Things:
Low annual flight time. On call 24/7.
Good things:
Good starting pay. Good equipment. Lots of time at your destination for sightseeing. And most importantly, in my experience, you're treated well by management members and passengers.

Yeah, I would like to log more time in the air, but I will definitely take the bad with the good.

Just back from King Air Recurrent

Well another King Air recurrent session has come and gone. This time around I went to recurrent training for the King Air at Flight Safety at the Atlanta Training Center. I have attended King Air training elsewhere, but this training was something else. It was outstanding. I had an excellent instructor and the King Air simulator was in fine form.

This time around the flight portion had the extra challenge of being single-pilot training. I had the usual emergencies, engine failures on takeoff, single engine go-around, and stuff like that. The Flight Safety instructors have the ability to put actual smoke in the cockpit, which is something mine did this time around. I faced a windshear event and various system malfunctions.

It can be challenging operating a King Air with two crew members, and as you might expect, flying with just one can be even more interesting. CRM with two crew members typically means communication between the two. The use of CRM with one crew member means using a lot of resources outside the cockpit. It's refreshing to think about different options. It's something that private pilots have to do on a regular basis.

So my training in the King Air is over for now, but I came away from that training with a renewed desire to keep up with my system knowledge and the procedures that I use on an a day to day basis.







The King Air Panel








The simulator line at Flight Safety International, Atlanta.

Labor Day

It's Labor Day and, for as long as I remember, that has meant one thing to our family, the Jerry Lewis Labor Day Telethon. Most of you know that my brother suffers from muscular dystrophy. Let me say that the disease is as terrible as they say. It robs a person of the use of their body while allowing their mind to be strong. My brother is, without a doubt, the sharpest person that I know. He is extremely smart, very witty and quite possibly the funniest guy I know.

So this day is my day to reflect on this disease and it's impact on families all across this nation. My brother, thankfully, is now 33 years old and is living a good life in Colorado. However, some families never get the chance to see their loved ones have a full life. When I was a teenager I attended a MDA camp. I was a couselor to a child that had muscular dystrophy. It was my job to help this child do things that their disease would otherwise not allow them to do, fish, canoe, swim, and things like that. The camp is a week long and it can be a life changer. The Muscular Dystrophy Association makes this camp possible. Yes, MDA does great disease research, and they are closer than ever to a cure, but they also provide the smaller stuff, stuff like the camp, that allows children to have a better existence.

Labor Day is my day to give, to pray and to hope that there is a cure to this terrible disease that has taken so much from my family and the families of others. Please look in your heart and give.

James, I love you.

Monday update on a Thursday

As normal, I'm running several days behind on my post. What I can tell you is I have some big trips coming up as well as King Air recurrent training. My King Air recurrent training will be at the end of the month at Flight Safety in Atlanta. I have never attended King Air training at Flight Safety, in the past it has always been CAE. In my experience King Air training is a little less intense that Lear 60 training, but not much. I'm hoping that Flight Safety gives me a good training experience, I think that will.

I have an itch to get back in a Cessna 172 or possible a 210. It has been awhile since I've been in a single-engine and I miss it. There is definitely a desire on my part to fly around the local area at less than 250kts, and remember that freedom that comes with flying a light aircraft. I have a picture of my favorite light single-engine, one I used to fly, N761FT a Cessna T210. I will include it at the bottom of this page. If I do get back into a light airplane I will be sure to write about it.

I will see you on Monday ( yeah right ) if not sooner.




N761FT, this one is special to me.

Okay it's Tuesday

I have been at DFW and unable to post until now. Doing a little King Air flying over the past few days.

It's been too long.

I haven't been keeping up with this blog like I wanted too. That will change. I have a few pictures to share from trips to Salt Lake City, Sun Valley, and Florida. I will upload them now.

Stay tuned, because I will start posting every Monday at a minimum.

On approach to Sun Valley, Idaho

Coming over the mountains toward the valley that leads to KSLC

Fire in Florida

Nice Clouds

Approaching a cell

Maintenance Time

Occassionally, we pilots are required to take the aircraft we fly in for checkups, just like cars. Since the corporation I work for doesn't have "in-house maintenance" we rely on service centers to take care of our equipment needs.

So for the past couple of days I've been parked in Wichita, KS at the Bombardier Factory Service Center. The Bombardier plant is kind of cool to see. Not only are there several types of Lears ( 31's, 45's, 55's and 60's) being worked on, but right next door they are rolling out new CRJ's. There seems to be quite a bit of activity at the service centers and that seems like a good thing.

Flights to the service centers can be different because we have no passengers and we WEAR SHORTS AND T-SHIRTS !

Recurrent Rehash

Well Lear 60 recurrent training at Flight Safety has ended. This time around my sim instructor sort of specialized in the FMS or Flight Management System. He was a wiz at working the magic box. The training had all the usual stuff, including stalls, steep turns and assorted emergencies.
The emergency training included engine failures before V1 and after V1. Basically prior to V1 you try to stop on the runway and after V1, you're going flying.

During one session I had an engine failure right at V1 on a slushy runway and windshear. That was plenty challenging. Having a thrust reverser deploy on takeoff (treat it as an engine failure) can be a fun experience as well.There was of course the high,hot,and heavy departure from Reno.

The Reno departure is interesting because of the steep climb gradient and, of course, the tall rocks nearby. And sim instructors, being black hearted creatures, have nasty things planned for you to take care of during the departure. In fact. the instructors have plenty for you to do during all phases of flying. Their job is to prepare the student for the unexpected, and they do it well.

On the way to San Francisco from Reno ( and yes the entire flight takes place ) the crew experienced a loss of pressurization at FL320 ( 32,000 ft ) and an emergency descent was warranted. The crew has to don the oxygen mask and try to communicate all while trying to attend to the simulated passengers and run the appropriate checklist. It's demanding.

However, for this recurrent session, the most demanding thing for me was the elevator jam while trying to fly the ILS to minimums. The pitch of the Lear 60 is very, shall we say, touchy when thrust is applied or removed. Having to land using just slight power adjustments and trimming was definitely not easy. In the end, I was able to put it on solid concrete, touching the ground at a descent rate of 700 ft per minute. So it worked out.

There were other challenging things, as you might imagine. Dual generator failure, total hydraulics failure and others. Of course, the weather was always crappy ( see blackhearted comment above ) now matter what kind of approach was going on. I performed ILS, VOR, and GPS approaches throughout.

I had a great time and I really like Flight Safety. Looking forward to the next recurrent training date.

Recurrent Day 1 Complete

The ground school and Sim session went pretty much as advertised today. No super cool things happened during the actual sim ride. Started with an engine starting malfunction, then a RNav departure, a GPS approach, a go around, an engine failure, a single engine approach and an ILS approach. Just a standard sim ride. More fun coming my way tomorrow.

Here we go

Well I finally leave for recurrent today. My schedule is fairly busy for the next four days as you might imagine. My ground courses each day start each day at 0730 and run through 1115. The schedule looks like this:

Day 1
0730-1045
Intro/Fuel System/Power Plant/Aircraft General/Lights/Master Warning
1045-1115
Specific Situations/System Integration
1530-1600
Sim #1 Briefing
1600-1900
Sim # 1 Full Flight Simulation ( Flight Safety's Lear 60 is a Level D simulator )
1900-1930
Post Sim Briefing

Day 2
0730-0800
CRM
0800-1045
Electrical System/Hydraulic System
1045-1115
System Integration
1530-1600
Sim # 2 Briefing
1600-1900
Sim #2 Full Flight Simulation
1900-1930
Post Sim Briefing

Day 3
0730-1115
Avionics/Flight Controls/Pneumatics/Pressurization/Air Conditioning
1530-1600
Sim # 3 Briefing
1600-1900
Sim # 3 Full Flight Simulation
1900-1930
Post Sim Briefing

Day 4
0730-0800
Performance/Weight & Balance/Flight Planning
0800-1115
Ice & Rain Protection/EXAM
1530-1600
Sim # 4 Briefing
1600-1900
Sim # 3 Full Flight Simulation
1900-1930
Post Sim Briefing

As you can see they pile a lot of stuff in short periods of time. You'll notice that on the last day there is only 30 minutes available for performance, weight & balance, and flight planning. It might take slightly longer than that, but believe me it moves rapidly. Lots of info to absorb and re-absorb. The simulator portion of this training holds most of the stress and work. The instructors can and do throw multiple scenerios at you during the flight. I think the thrive on putting the students through pain, but that's their job.

My "favorite" sim flight happened to me during my last recurrent session in 2008. The instructor put the aircraft in Reno on a hot day ( of course ) and the aircraft was right at gross weight ( of course again ). After rotation, at about two hundred feet, our aircraft encountered birds. The right engine spooled down and the left engine caught fire. It was asses and elbows as the co-pilot and myself worked on restarting one engine, then shutting the other down, all while trying to keep the aircraft from hitting high terrain. Did I mention that the airport visibility was at 1/2 mile and the ceiling was 200 feet. After we got the aircraft stabilized we had to position ourselves for the ILS. As we were coming out of the 200 ft overcast there was an aircraft on the runway ( of course for the third time ) which meant that we had to do a single engine go around, again avoiding terrain. This was a busy part of that flight. That's right, we had to do other things during this flight, including windshear ( microburst ), stalls, and steep turns. It was great, although not at the time I was doing it.

Believe me, at Flight Safety it's always a "good time". The instructors and equipment are great and I can't wait to get started. I might not be able to sleep tonight.

Emergency Procedures

These are the memory items associated with the Emergency Procedures Checklist. Obviously, there can be a great deal of things to accomplish during an emergency. Again, these are simply the memory items and of course this items listed here are FOR TRAINING PURPOSES ONLY.

ENGINE FAILURE DURING TAKEOFF
Below V1 Speed

1. Wheel Brakes....................APPLY
2. Thrust Levers...................IDLE
3. Spoilers...............................EXT

Above V1 Speed

1. Rudder and Ailerons..........AS REQUIRED FOR DIRECTIONAL CONTROL
2. ACCELERATE TO Vr. KEEP NOSEWHEEL ON GROUND
3. ROTATE AT Vr; CLIMB AT V2
4. Gear......................................UP WHEN POSITIVE RATE ESTABLISHED
5. Clear of Obstacles...............ACCELERATE TO V2 + 20 AND RETRACT FLAPS

ENGINE FAILURE DURING APPROACH

1. Control Wheel Master Switch ( MSW )................DEPRESS AND RELEASE
2. Thrust Lever ( Operative Engine ).......................INCREASE AS REQUIRED
3. Flaps..........................................................................20 DEGREES MAXIMUM
4. Airspeed....................................................................1.3 Vs ( FLAPS 20 ) MINIMUM
5. Rudder Trim.............................................................AS REQUIRED

ENGINE FIRE-SHUTDOWN
Affected Engine

1. Thrust Lever...............................IDLE, UNLESS CRITICAL THRUST SITUATION EXISTS
2. If Fire Continues More Than 15 Seconds Or There Are Other Indications Of Fire:

• Thrust Lever...............................CUTOFF
• Engine Fire Pull Handle.............PULL
• Eng Ext Armed Light.................DEPRESS ONE

IMMEDIATE ENGINE AIRSTART
Affected Engine

1. Thrust Lever...............................IDLE
2. Ignition Switch.............................ON

CABIN ALTITUDE WARNING HORN ACTIVATES, CABIN ALTITUDE EXCEEDS 10,000 FEET, OR CABIN ALT HI LIGHT ILLUMINATES ( IF APPLICABLE ) ( EMERGENCY DESCENT )

1. Crew Oxygen Masks...............................DON, SELECT 100 % OXYGEN
2. Thrust Levers..........................................IDLE
3. Autopilot....................................................DISENGAGE
4. Spoiler Lever.............................................EXT
5. DESCEND At Mmo/Vmo, BUT NOT BELOW MINIMUM SAFE ALTITUDE
6. Passenger Oxygen Valve..........................DEPLOY

CABIN FIRE LIGHT ILLUMINATED OR CABIN/COCKPIT FIRE, SMOKE, OR FUMES

1. Crew Oxygen Masks......................DON AND SELECT 100 % OXYGEN
2. Smoke Goggles.................................DON
3. Emer Depress Switch.......................LIFT GUARD AND DEPRESS
4. Pilot and Copilot Norm Mic/Oxy Mic Switches......ON

OVERSPEED RECOVERY-OVERSPEED WARNING HORN ACTIVATES

1. Thrust Levers...................................IDLE
2. Autopilot.............................................DISENGAGE
3. INDENTIFY AIRCRAFT PITCH AND ROLL ATTITUDE
4. LEVEL WINGS
5. Elevator and Pitch Trim....................AS REQUIRED TO RAISE NOSE
6. Landing Gear Switch..........................DOWN

PITCH AXIS MALFUNCTION

1. Control Wheel Master Switch ( MSW )............DEPRESS AND HOLD
2. Attitude Control...................................................AS REQUIRED TO MAINTAIN AIRCRAFT CONTROL
3. Thrust Levers.......................................................AS REQUIRED
4. Pitch Trim..............................................................OFF

ROLL OR YAW AXIS MALFUNCTION

1. Control Wheel Master Switch ( MSW ).............DEPRESS AND HOLD
2. Attitude Control....................................................AS REQUIRED TO MAINTAIN AIRCRAFT CONTROL
3. If Control Force Continues: Airspeed................REDUCE TO MINIMIZE FORCE

EMERGENCY BRAKING

1. PULL EMER BRAKE HANDLE OUT OF RECESS
2. PUSH DOWNWARD ON HANDLE TO APPLY BRAKE PRESSURE

EMERGENCY EVACUATION

1. STOP THE AIRCRAFT
2. Parking Brake...................................SET
3. Thrust Levers...................................CUTOFF
4. If an engine fire is suspected

• Applicable Eng Fire Pull Handle..........................PULL
• Either Eng Ext Armed Light................................DEPRESS
• Other Eng Fire Pull Handle..................................PULL

If engine fire is not suspected

• Both Eng Fire Pull Handles...................................PULL

5. Both Battery Switches............................................OFF

STALL WARNING ACTIVATES

1. LOWER THE PITCH ATTITUDE TO REDUCE THE ANGLE OF ATTACK
2. Thrust Levers.....................................SET TO TAKEOFF POWER
3. LEVEL THE WINGS
4. ACCELERATE OUT OF THE STALL CONDITION

INADVERTANT STOW OF THRUST REVERSER AFTER A CREW-COMMANDED DEPLOYMENT

1. MAINTAIN CONTROL WITH RUDDER, AILERON, NOSE-WHEEL STEERING AND BRAKES
2. Both Thrust Reverser Levers............................STOW

INADVERTANT THRUST RESERVSER DEPLOYMENT DURING TAKEOFF

Below V1 Speed

1. PERFORM ABORTED TAKEOFF PROCEDURE

Above V1 Speed

1. Rudder and Ailerons...............................AS REQUIRED FOR DIRECTIONAL CONTROL
2. ACCEELARATE TO Vr. KEEP NOSE-WHEEL ON GROUND
3. ROTATE AT Vr; CLIMB AT V2
4. Gear...........................................................UP, WHEN POSITIVE RATE ESTABLISHED
5. When Clear of Obstacles.........................ACCELERATE TO V2 + 20 AND RETRACT FLAPS

Recurrent right around the corner

Finally got a date that I will be going to recurrent training. I will be going to Tucson on June 7th. I'll be attending Flight Safety's Tucson Training Facility located at the Tucson International Airport. It's a fantastic facility with first class instructors. Also, I really dig the city of Tucson, so I'm very much looking forward to the trip. On my next post I will be including the Emergency Checklist memory items as a way to keep them fresh in my mind. In the mean time, I will be continuing with my limitations, systems and other stuff.

Time to study limitations

Yes it is true that my Lear recurrent training with Flight Safety is next month, but it is time to start my studies. For those of you who haven't attended a course at Flight Safety, they aren't easy. They take you through the ringer and, of course, that is a good thing.

So one good way to review limitations is to write them dowm, at least that works for me. Here are the limitations of the Lear 60. These limitations come from the manual that is provided be Flight Safety and is labeled FOR TRAINING PURPOSES ONLY.

GENERAL
Type of operation.
This aircraft is approved for:

VFR
IFR
Day
Night
Icing -- Icing conditions exist when outside air temperature (OAT) on the ground and for takeoff is 10 C ( 50 F) or below, or the static air temperature (SAT) in flight is 10 C to -40 C, and visible moisture in any form is present ( such as clouds, foog with visibility of one mile or less, rain, sleet, snow, or ice crystals )


Minimum Flight Crew:
Pilot and co-pilot


WEIGHTS LIMITS
Maximum Ramp Weight:
23,750 lbs.
Maximum Certified Takeoff Weight:
23,500 lbs.
Maximum Zero Fuel Weight:
17,000 lbs.

Maximum Allowable takeoff Weight:
The takeoff weight is limited by the most restictive of the following requirements:

Maximun certified takeoff weight.
The maximum takeoff weight with anti-skid OFF or antiskid protection for any wheel inoperative is 18,500 lbs.
Maximum takeoff weight (climb or brake energy limited) for altitude and temperature as determined from the applicable figure entitled Takeoff Weight Limits.
Maximum takeoff weight for the runway and ambient conditions as determined from the applicable figure entitled Takeoff Field Length

Maximum Certified Landing Weight:
19,500 Lbs.

Maximum Allowable Landing Weight:
The landing weight is limited by the most restrictive of the following requirements:

Maximum certified landing weight.
Maximum landing weight for the runway and ambient conditions as determined from the Actual Landing Distance chart.
Maximum landing weight (approach climb or brake energy limited) for altitude and temperature as determined from theapplicable figure entitled Landing Weight Limits

AIRSPEED/MACH LIMITS
Maximum Operating Speed Vmo/Mmo

Primary Instruments:
Vmo

• Up to 8000 feet.................... 300 KIAS
• 8,000 to 20,000 ft............... 340 KIAS
• 20,000 to 23,000 ft............. 340 to 330 KIAS
• 23,000 to 26,750 ft.............. 330 KIAS
  

Mmo

• 26,750 to 37,000 feet........... 0.81 Mach
• 37,000 to 43,000 feet.......... 0.81 to 0.78 Mach
• 43,000 feet and Above........ 0.78 Mach
• With Mach Trim inoperative and autopilot disengaged......0.77 Mach

Standby Instruments:
Vmo

• Up to 8000 feet.................... 298 KIAS
• 8,000 to 20,000 feet........... 338 KIAS
• 20,000 to 23,000 feet......... 338 to 329 KIAS
• 23,000 to 26,750 feet.......... 329 to 330 KIAS

Mmo

• 26,750 to 37,000 feet.......... 0.81 Mach
• 37,000 to 43,000 feet......... 0.81 to 0.78 Mach
• 43,000 feet and Above....... 0.78 Mach
• With Mach Trim inoperative and autopilot disengaged.......0.77 Mach

Maximum Landing Gear Operating Speed Vlo:
200 KIAS
Maximum Landing Gear Extended Speed Vle:
260 KIAS

Maximum Flap Extended Speed Vfe:

• Flaps 8 ..........250 KIAS
• Flaps 20.........200 KIAS
• Flaps 40.........165 KIAS

Minimum Control Speed Vmca:

• Flaps 8...........120 KIAS
• Flaps 20.........110 KIAS
  

Minimum Control Speed Groung Vmcg:

• Rudder Boost ON..........95 KIAS
• Rudder Boost OFF........116 KIAS

OPERATIONAL LIMITS AND REQUIREMENTS
TAKEOFF

Maximum Pressure Altitude:
13,700 feet
Ambient Temperature:
Refer to Ambient Temperature Limits Chart
Tailwind Component:
10 Knots
Runway Conditions: Takeoff is limited to paved runways. Runway Water/Slush Accumulation:
3/4 inch ( 19 mm )
Engine Sync:
Off
Trim:
All Axes Set For Takeoff
Fuel Load:
Wings balanced within 200 pounds
The must be checked and operational:

• Trim Systems
• Both ADC Systems
• Standby Altitude Indicator
• Stall Warning Systems
• Autospoilers
• Rudder Boost

ENROUTE

Maximum Pressure Altitude:
51,000 Feet
Fuel Load:
Wings balanced within 500 pounds

LANDING

Maximum Pressure Altitude:
13,700 feet
Ambient Temperature:
Refer to Ambient Temperature Limits Chart
Tailwind Component:
10 Knots
Runway Conditions: Landing limited to paved runways. Runway Water/Slush Accumulation:
3/4 Inch ( 19 mm )
Pressurization:
Cabin Not Pressurized
Engine Sync:
Off
Fuel Load:
Wings Balanced within 200 Pounds

LIMIT MANEUVERING LOAD FACTORS

• Flaps up............. +3.0 to -1.0 G
• Flaps Down....... +2.0 to 0.0 G

MANEUVERS

No aerobatic maneuvers, including spins, are approved.
Intentional stalls are prohibited above 18,000 feet with flaps and/or landing gear extended.

TURNAROUND LIMITS

If the turnaround weight limit for brake energy is exceeded during a landing or rejected takeoff, the following limitationsmust be observed:

• The aircraft must be parked for a minimum waiting period of 20 minutes before the next takeoff attempt can be made
• After the waiting period is observed, a visual inspection of the mair gear tires, and brakes for condition must be made

SYSTEM LIMITS

AIR DATA SYSTEM

Both air data systems must be operative and the onside system selected for takeoff.
All air data flags on the PFDs must be retracted for takeoff.
To assure proper air data system operation, the "Before Starting Engines" overspeed warning system check must be accomplished in accordance with "Normal Procedures"

ATTITUDE HEADING REFERENCE SYSTEM

The onside attitude heading system must be selected and the comparator annunciators must be extinguished for takeoff.

AUTOMATIC PERFORMANCE RESERVE

Manual selection of APR during a two-engine takeoff is limited to emergency conditions.

AUTOPILOT/FLIGHT DIRECTOR

The autopilot/flight director system is approved for Catagory I ILS approaches.
When using the autopilot, the pilot or copilot must be in their respective seat with their seatbelt fastened.
Operation of the auopilot with the red TRIM fail light illuminated is prohibited.
Autopilot pitch and roll axes must not be used for takeoff and landing. Do not intentionally overpower the autopilot.
The minimum altitude for use of the autopilot is:

• Approach configuration................ 200 feet AGL
• Enroute Configuration.................. 1,000 feet AGL

CABIN PRESSURIZATION

For takeoffs and landings above 8,000 feet, the automatic pressurization mode must be used.
Do not land with the cabin pressurized.
Maximum Differential Pressure:
9.8 PSI

ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

A minimum of three large flight displays must be operational for takeoff and the following conditions must be satisfied:

• Each outboard PFD display must be operational.
• At least one inboard display must be operational.

The standby attitude indicator must be operational for takeoff.

ENGINE SYNCHRONIZER

Engine sync must be OFF for takeoff, landing, and single-engine operation.

EXTERNAL POWER

The maximum amperage from an external power source must be limited to 1,500 amps.

COOLING SYSTEM

The cooling system must be OFF or the cabin temperature control must be in the manual mode with full cold selected for takeoff and landing.

GENERATOR LIMITS
Generator output is limited as follows:

Ground operations

• Continuous-325 amps.
• Transient-higher transient loads for cross-starts and battery charging, up to maximum generator output are authorized.

Flight operations
Continuous

• 400 amps up to 31,000 feet
• 325 amps from 31,000 to 46,000 feet
• 300 amps from 46,000 to 51,000 feet

HYDRAULIC SYSTEM

Do not exceed auxiliary hydraulic pump duty cycle of three minutes ON, then 20 minutes OFF.

NACELLE HEAT

Nacelle heat must be ON during ground or flight operations when icing conditions may exist.

Nacelle heat must be on during descent into visible moisture even if the SAT is below -40 C ( -40 F )

Ground Operations

• Do not operate nacelle heat system for more than five seconds when the associated engine is not running.
• Do not operate nacelle heat system for more than 30 seconds when static air temperature is above 15 C ( 59 F )
• Except for takeoff, do not operate nacelle heat system when engine rpm is greater than 65 % N1

RUDDER BOOST SYSTEM

If the rudder boost system is to be used, the rudder boost system check must be accomplished in accordance with Section II of the AFM

SPOILERS/AUTOSPOILERS/SPOILERONS
Spoilers

If the spoilers are inoperative during flight, the maximum operating altitude is limited to 38,000 feet.
Do not extend spoilers with flaps extended while airborne.
Do not extend spoilers, or operate with spilors deployed, at speeds above Vmo/Mmo.

Autospoilers

If autospoliers are to be armed, the autospoiler check must be accomplished in accordance with the "Normal procedures".
Do not arm the autospoilers for takeoff if SPOILERON circuit breaker is open.
Do not arm autospoilers for trianing maneuvers where where engine failure will be simulated above V1 speed or for touch-and-go landings.

Spoilerons

Spoilerons may be inoperative.

STALL WARNING SYSTEM

To assure proper stall warning system operation, the stall warning operation checks must be accomplished in accordance with the "Normal Procedures".
The angle-of-attack indicators and the appraoch and low-speed awareness cues may be used as a reference but do not replace the airspeed indicators as primary reference.

STARTER LIMITS

The following cooling periods must be observed between consecutive uses of the starter during ground operations:

After Start Attempt / Wait
1 ------ 3 minutes
2 ------ 15 minutes
3 ------ 30 minutes

THRUST REVERSERS

Thrust reverse system use is limited to ground operations on paved surfaces and attempts to deploy shall not be made in flight.
Thrust reverse must not be used to back up the aircraft.
If successful completion of the thrust reverser operational check per the "Normal Procedures" chapter of this manual has not been accomplished, the thrust reversers must be pinned per the Learjet 60 Maintenance Manual prior to takeoff.
Thrust reverser curcuit breakers must not be intentionally pulled while in fligh, except as specified in Emergency and/or Abnormal Procedures.
Thrust reversers must not be used for touch-and-go landings.
Use of reverse thrust is limited as follows:

• Below 50 KIAS-----------Limited to idle
• 50 KIAS and above-------From idle to maximum

ENGINE OPERATING LIMITS

Too much information for this blog

ENGINE SPEED LIMITS

Too much info for this blog

TIRES

Main Tire Limiting Speed:
182 Knots

POWERPLANT LIMITS

Engine Type:
Pratt and Whitney Canada PW305A turbofan engines.

Approved Fuels:
JP-5, JP-8, Jet A-1 fuels conforming to Pratt and Whitney Canada CPW204 and SB24004 are approved.

Aviation Gasoline:
The use of aviation gasoline is prohibited.

And that is the little list of most of the stuff that I must remember for Flight Safety's limitations for the Lear 60.

I am back

Okay, I will start updating the blog at least once a week from now on. There have been too many trips since I have been away to list here so I will start from this point on.

Right now all of us here in Oklahoma are preparing for the spring weather. Happens every year, massive thunderstorms roll across this state and leave destruction in their path. Usually, it starts in March and runs through June. I think in the last several years that trend is starting a little later like mid-May, but that's just my opinion. So far it has been a relatively quiet start to the thunderstorm season, but it's coming.

Obviously, thunderstorms pose a problem for pilots. Thunderstorms can produce and contain some of the worst conditions to fly in. Those condition would include, turbulence, heavy rain, hail, and ice just to name a few. Thunderstorms can be particularly dangerous during takeoff and landings. Wind shear and microburst can be potentially deadly during these phases of flight. If there is a thunderstorm on the airport during takeoff, we wait it out or cancel. If there is a thunderstorm at our intended landing airport, then we find somewhere else to land. All of these things can be worked out prior to departure during the flight planning phase. When it comes to storms, I don't mess around with them. Just a friendly reminder during the thunderstorm season.

I will return

This is a message for the numerous ( three ) readers of this blog. I am taking a short break and will return shortly to describe my many high-flying adventures to such exotic locations as Birmingham, AL.