LR 60
 

LEVC

Would greatly appreciate the link too.
Tried to pm you - box full!!!

Russian segment
 

Any suitable suggestions on RKSS-ESSB return for refueling with LR60.
Thanks,
Jack

Hi Jack,
from the service point of view I would definitly recommend a stop in Novosibirsk UNNT. Service is great for a very quick turnaround. Did a stop with a 604 there about 2 years ago. In and out in about 20 minutes.
But for a 60 2legs of 23xxNM will be too much.
For a 2 stop planning I would suggest to refuel in Irkustk UIII and Khanty Mansiysk USHH. All legs well manageable for the 60-around 1500NM each.
Been to both Airports before I do not see any big problem with either of them.
If you consider USHH too far of the beaten path you may consider refueling in Yekaterinburg USSS.
I hope I could be of some help.

best regards
xreime

many thanks xreime,
unnt may be ok for the return leg. i know that's usually not an issue 2300nm going transatlantic east bound. any ideas on russian FL restrictions. I heard from a friend 360ish is sort of maximum.

grusstig

2.300nm for the 60 it´s a lot and if you´re flying into Russia expect delays on approach. Last flight 1 week ago I did 1.950nm and I had to skip some thurderstorms, total flight time was 4:50 and landed with 1.500lbs. We flew at M0.76. Those are real numbers.

I normally do 4 hour flights (1.600nm) and we always land with 2.000 2.400lbs left

No it is not. in Russia you can use 13100 meters (F430) or 12100meters (F397) also.
Lastr week heard that one Jetflite aircraft got cleared by Moscow control to 15100meters (F495).

Around 2000nm in our XR seems to be ok up to 4 pax plus FA (landing in reasonable reserves), We have been with 2pax flyed from UUWW-OMDB 2280nm great circle without fuel stop (with help in wind and landed with 1500lbs), from OMDB to UUWW its always a fuel stop in Baku or Trabzone.

if you fly with those figures you are risking yourself, Dubai I´ve had to hold once for 1 hour starting at 410, UUWW winter and snow, forget it. If you fly 4 pax and F/A full fuel you are way out of limits MTOW on the 60. FL495, a g550, Citation X...

I was making reference to this:

http://www.pprune.org/biz-jets-ag-fl...antic-ops.html

where other drivers make reference to the 2300 mark, obviously tail wind

Lear60fellow is right, post 26.

Use this; 1800 first hour
1400 second hour
1200 third hour
1100 fourth hour
2000 nm is pretty much the max under those conditions, Russian, unexpected delays, they don't let you climb at the start etc.

And; Last week I heard that one Jetflite aircraft got cleared by Moscow control to 15100meters (F495).
That was not a Learjet but a Gulfstream I reckon.

I know the manual says so but you have no business up there if you are even able to get up there which I don't think so.
The 60's aerodynamics start to change above Fl 400, you can feel it doesn't like it so much, in a fast cruise you can hear the winglets starting to rumble and the airplane becomes a little bit sluggish aerodynamic wise.

For what it's worth CK

Many thanks for the valuable replies. Reading between the lines I feel a propensity towards the LR60 is not suitable for said routing.

Our principal is pushing for the 60, due to operational economics, but from the thread it seems Cessna X and above is really more apt.

No the the LJ60 is perfect for the job, buy a 60.





And hire me :)

Captain Kaboom I should know by year end which way he/we are going. PM me.

Jack

Fuel figures are right, about step climb and speeds:

Full load and ISA you can climb up to FL400-410. If ISA is +10 FL390 it´s top, you will struggle to stay up and burn lot´s of fuel above. Start your step climb at 21.000lbs. Speed 0.76 it´s ok, temperature changes on the Lear change speed rapidly. Above .78 full load you will feel that sound wave approaching on the wings, it´s very disturbing for pax. End of the trip you can do .80.

Don´t trust remaining fuel on the FMS, it calculates fuel and time on actual wind. Once on a 1.700nm trip we had to do an alternate fuel stop, headwind 140-160 all the way, also another time we had to fly FL300 all the way due to heavy turbulence above for 3.5 hours, another non-schedule fuel stop. Of course neither of this was reported on the wind charts or flight plan.

Lear 60
 

Hey LVEC, I'm really interested in flying the lear 60, I would really appreciate it if you could send me the link to the cd's. Thank you.

I have LR60XR QRH, PFM, and RP manuals
 

If anyone would like me to send them (Gmail has limit of 20MB and all 3 are less then this) I have:

1. LR60XR PFM_May2007 (6.7MB)
2. LR60XR_QRH 09-13-07 (2.1MB)
3. LR60XR_RP_Jan07
(Recommend Operating Procedures and Techniques) (7.9MB)

I was given the digital files after paying for differences training couple years back.

They are small enough to email if you have a gmail account to receive (or another). Please PM me with your email and which files you want, AND your FILE SIZE LIMIT your email account can receive.
I am happy to help.

-RM

Does anyone have the maintenance training manuals(systems description) for the LJ60?

I have the AMM for the LR60. Just send me a private message with ur adress.

Happy landings!

Hi, could you please send me any reference material you have on the learjet 60xr?

[email protected]

Thank you

Frank

AFM & QRH for XP
 

I'll be happy if anybody give me a link for AFM&QRH for XR. After i've trained in Dallas nobody has provided me an electronic copy of the manuals. Thanks a lot. [email protected]

Hi, please send me any reference material you have on the learjet 60xr?

[email protected]

Thank you