Judy,
It is a good idea to have 2 copies of the plates but it is an expensive addition. Most Businerss jets do not have the capacity. However when preparing briefing packs I get ops to print 2 sets of the departure and destination plates from JepView for the crew which are thrown away after the flight.
I have been on an aircraft as PH with the company director of Flt Ops as the PNH checking me. I briefed the departure and handed the Jepp plate to him to look at the picture, he handed it back to me upside down and you can guess the rest!!! But it was my fault because I was PH and should have been more careful. I learn't about flying and CRM from that.
The landing technique for the LR45 is described in the POH which is to cross the threshold at 55ft at Vref wiht the power at idle. This will require a significant pitch change at the flare to execute a smooth landing. Be careful about comparing techniques to the older Lears as it is a completely different wing on the modern LR45 so they actually only have th ename in common. However if you do add speed and power above these limits be careful about the increased landing distances, they increase by a surprisingly large amount. I believe BA mandate that if the threshold crossing speed is increased by more than 7kts above Vref then the landing distances must be recalculated. As an exercice, for example coming over the threshold 10kts above Vref you can use the average between using the tailwind graph at 10T and using the distances for a higher weight which would give a 10kt higher Vref. Have a look at the LDR as it will surprise you. If you are any more than 55ft above the piano keys it will add even more. Remember the JAR-OPS rule of 1.67 x the landing distance rule applies to the profile you fly not the published Vref figures.
I do not intend any of the above to be advice on how to operate the Lear, but merely to prompt you into trying to understand what you are doing.
MM