Lear 45XR: The Swiss Army Knife of Jets
Refining and redefinition of the category known as super-light jets.
In the course of our preflight briefing, the Learjet demo pilot Chris Barnett made a remark along the lines of, “And then we’ll drop down to, say… 15,000 or so and do some stalls if you’re up for it.” As a pilot who has spent many years flying jets, I’ve spent a lot of time trying to keep the concepts of jet and stalls as far apart as possible. “Are we actually going to purposefully cause this aeroplane to go into a spin?” I asked myself.
Yes, we were. And yeah, we did.
The wing is one of the “major takeaways” that can be gained from flying the Lear 45XR. Efficiency in terms of fuel consumption, performance on the runway, and dexterity in both high- and low-speed manoeuvring are all present in pleasing proportions. At 15,000 feet, with a huge block altitude allocated by ATC in which to play, I drew the thrust levers back to idle and let the aircraft decelerate through the visual and aural low-speed warnings, and eventually the stick shaker, before coming to a complete stop. I continued to keep the control yoke in my lap until it was fully back, and the aeroplane just started to sink at a rate of 3,000 to 4,000 feet per minute. There was no violent propensity for the aeroplane to pitch down or roll off on a wingtip, so it was a fairly benign stall for a jet.
The fact that Lear’s test pilots completed more than 3,000 stalls during certification flights in order to fine-tune the traits that I observed is something that the company is very proud to brag about. I would say that their efforts were successful; this jet aircraft is quite comfortable to fly at low speeds, but it is also capable of flying quickly and effectively when required to do so.
I certainly hope you won’t even come close to stalling the Lear 45XR while you’re transporting corporate passengers to their Very Important Meetings, but that demonstration helped me feel very comfortable in the aircraft in a very short amount of time despite the fact that I was only there for a short period of time. Because of the level of comfort it provides, it is much more probable that pilots will use the aircraft to fit the shorter runways that we are frequently requested to work with.
In 1998, the Lear 45 became the first aircraft to receive certification under the transport category standards of FAR Part 25. This not only results in a more robust system redundancy as compared to aircraft that comply with FAR Part 23, but it also guarantees performance values in the aircraft’s pilot operating handbook (POH). The Lear 40, which is the identical sister but 24.5 inches shorter, had its first delivery in the year 2003.
Since more than 525 of each type have been delivered, it is safe to assume that all of the “new aeroplane bugs” that are inevitably present have been ironed out by now.
The original Lear 45 had a rating of 86 degrees Fahrenheit, but the XR version of the Lear 45 was delivered for the first time in 2004. It features upgraded TFE731-20-BR engines that are flat-rated at 3,500 pounds of thrust when the temperature is 104 degrees Fahrenheit. This power increase shortened the balanced field length, which was particularly beneficial when operating in high and hot circumstances. Additionally, it increased the aircraft’s ability to climb. Additionally, the XR modification added one thousand pounds to the vehicle’s gross weight, which significantly increased the type’s utility.
Over the course of several decades, a number of different aircraft have been reliably and effectively powered by engine variants of the TFE731 family. The engines of the 45XR are each fitted with a DEEC, which stands for a digital electronic engine control. This control simplifies the process of power management by regulating N1 speed and limiting fuel consumption during acceleration and deceleration. It is a good thing that there is an engine synchronizer, which maintains the large fans in sync and makes sure that the passengers are satisfied; this is because it is not easy to hear the engine noise from the cockpit.
Outside
During the walk-around inspection of the aircraft, you will observe enormous, fixed projections that extend prominently below the tail of the aircraft. These surfaces are called delta fins. They contribute to the yaw stability of the aircraft and significantly increase the pitch-down moment at high angles of attack. As a result of these fins, there is only a single yaw damper installed, and it is not required for dispatch like it is on many other jets.
The wing of the Lear 45XR is a gorgeous supercritical airfoil with a 13-degree sweep that appears like it was carved from a single bar of Ivory soap. In reality, however, both the upper and lower skins were machined from a single piece of aluminium. Although it lacks fences and leading edge slats, it does contain vortilons along the leading edge to impede flow in the spanwise direction. Additionally, it has intriguing small metal triangles along the leading edge to prevent flow separation at high angles of attack. The bleed air warms the entire polished leading edge from edge to edge (as are the horizontal-tail leading edges). The wing’s ability to travel at low speeds is improved by the gracefully swept winglets, and the wing’s efficiency at high altitude is increased by around 20 percent. This Learjet wing does not belong to your father’s aircraft.
A single point pressure refuelling system (SPPR), which is placed under the right engine pylon, is a welcome addition to an aeroplane that falls into this category. With this system, the entire 904-gallon fuel system can be filled in approximately ten minutes, which expedites rapid turnarounds. Because the fuelling panel and accompanying valves are powered by the emergency battery bus, there is no requirement for the aircraft system to be powered when filling the tanks. This eliminates a potential safety hazard. That is a useful quality to have.
An external access door to service the potty is something else that will be welcomed by any corporate pilot or ground crewman who has juggled a too-full potty or collection bag down the aisle of a corporate jet. This door will allow for easier access to the potty when it needs to be serviced. Oh, how I long for the easy things!
The Honeywell auxiliary power unit (APU), which may be found above the baggage compartment, is yet another fantastic feature to this aircraft. When you’re out in the middle of nowhere, when amenities like conditioned air and electrical power carts are hard to come by, an auxiliary power unit can help you become more self-sufficient. It is only permitted for use on the ground, it consumes just 150 pounds of fuel per hour, it supplies both electrical and pneumatic power, and it is able to simply precool or preheat the 410-cubic-foot cabin before the arrival of passengers. That is a significant point for business pilots who are dedicated to the comfort of their passengers.
Let’s Fly
The Lear cockpit is cramped, so it takes some finesse to walk over the centre console, navigate your way around the floor-mounted control column, and finally settle into your seat without hitting your head. Adjustment of the rudder pedals is accomplished electrically, and the pilot seat’s position can be modified in both the vertical and horizontal planes. In order to provide themselves with additional headroom, a number of Lear pilots, including Chris, sit slightly below the optimal eye height. You sit fairly near to the sharply swept windscreen, which provides superb sight; nevertheless, when I adjusted to the restrictions of my new cockpit area, I hit my head numerous times on the left side of the headliner. You sit quite close to the steeply sweeping glass.
It’s not difficult to start the engine. Simply press and release the guarded start button for each engine and watch as the DEEC schedules the appropriate quantity of fuel; if the start does not go well, the thrust lever will be lifted and pulled backwards.
This aircraft has digital nosewheel steering, which, admittedly, takes some getting used to; the variable-rate system allows for sixty degrees of steering authority when travelling at low speeds, but it is limited to just seven degrees of travel when travelling at more than seventy knots, which prevents overcontrolling the aircraft. When the vehicle is going at a slow speed, the pilot is able to make very tight turns in confined ramps by applying full-scale rudder force while also applying pressure to a sensor located in the pedal. At first, the system may appear to be overly delicate; nevertheless, if you pay attention and demonstrate some dexterity, you will quickly be able to master it. You might even grow to adore it.
For an aeroplane that weighs 36,000 pounds, the landing gear is a robust, dual-wheeled, trailing-link device. This configuration was created for the landing gear. It features BBW (brake-by-wire) carbon brakes, and just like any other BBW system, the brakes do not feel like “real” (hydraulic) brakes. This is due to the fact that the input to your feet is provided by springs rather than hydraulic pressure. Getting used to this takes some time, and even when applying the maximum amount of force to the brakes, it still feels somewhat endless. However, the carbon brakes are very effective and help contribute to the aircraft’s outstanding stopping capability as well as its balanced field-length figures. Chris claims that the jet can come to a stop in 800 feet at light weights; however, during my two attempts at landing at maximum performance, I didn’t even come close to reaching that mark because I didn’t want to abuse Lear’s nice, shiny demonstrator. However, I did make a turn off of Wichita’s Mid Continent Runway 19R at the same junction that I had utilised in my Cessna 185 when I landed just a few hours earlier.
The aeroplane that I flew included a fully enclosed bathroom that doubled as an additional legal seat, as well as a tiny galley that was located behind the pilot seats, a double-club seating configuration with eight leather passenger seats, and a kitchenette that was located behind the pilot seats. A convenient baggage area that is accessible while in flight and has a volume of 15 cubic feet may be found directly across from the restroom.
Learjet will soon offer SwiftBroadband Internet access, colour cabin management system touch screens, an iPod docking station, newly redesigned crew seats, wireless electronic EFBs with optional GPS and XM Weather, and improved Rosen visors in the cockpit. The Learjet demonstrator didn’t have any of these features, but they will be available soon. All of the interior amenities on this aircraft were luxurious, and the level of fit and finish was commensurate with an aircraft that cost more than 12 million dollars. In Wichita, Learjet is responsible for all of the interior finishing work that is done.
A Honeywell Primus 1000 avionics suite, including with TCAS and EGPWS, is installed in the Lear 45XR. This suite features four screens. The system is quite easy to understand, and it is very well organised. The glareshield control panel is used to control every aspect of the autopilot. The EICAS, which stands for Engine Instrumentation and Crew Alerting System, is positioned in the middle of the cabin and informs the crew to both regular and abnormal system functions. WAAS capability and electronic flight bags are both available as add-ons for aircraft, however those features were not installed in this particular model. There is currently no option for a paperless chart that may be used.
“Third cockpit” is the name of one of the distinctive features that the Honeywell Primus system possesses. In the extremely unlikely event that both of the ship’s generators fail at the same time and the ship’s battery runs out of power, the ship’s radio management units, also known as RMUs, will display engine and system information, allow you to select VHF radios, and even allow you to shoot an instrument landing system.
Our takeoff gross weight on Wichita’s 10,301-foot Runway 19R was 20,450 pounds, which was approximately one thousand pounds less than the maximum takeoff weight; the balanced field length was 5,530 feet. There were two pilots and two passengers on board, and the fuel tank was completely full. We could have added five more 175-pound bags and flown to Port-au-Prince, Haiti, with 1.5 hours of reserve fuel; alternatively, we could have gone anyplace within the continental United States with abundant reserves.
The capability of the aircraft to transport loads over a considerable distance after they have been lifted from a high-altitude airstrip is one of the areas in which it excels. For instance, the 45XR is capable of transporting eight passengers across the continental United States on a day with a temperature of 72 degrees and an elevation of 7,820 feet in Aspen, Colorado. In temperatures as high as 90 degrees, it was capable of transporting the same eight travellers to the West Coast.
During takeoff, we had the flaps set to eight, and our speeds were V1, 115; Vr, 118; and V2, 128. After ensuring that the aircraft is properly aligned on the centerline, the thrust levers are adjusted to the takeoff thrust setting by making three clicks toward that setting. The single DEEC, which stands for digital electronic engine control, then adjusts the power setting to account for the current temperature, pressure, and altitude. All you have to do is keep an eye out for any abnormalities with the engines and drive. Even with our weight, the acceleration was quite quick. It takes some practise and skill to make nosewheel steering during takeoff pleasant for passengers, but once the plane is airborne, V1 and rotation occur rather rapidly. The rotational forces are rather considerable for such a small jet; nevertheless, because of this, it is simple to get the aircraft into the correct pitch attitude for the initial climb; it just remains put. The first breakout pressures in roll are fairly light, despite the fact that the roll rates are a little bit heavier than they were on earlier Lears.
During the ascent, I piloted the jet by hand and made a number of excursions so that I could gain a feel for the aircraft. ATC was kind to us and gave us permission to climb to FL 430 without any restrictions. In spite of my manoeuvring and the fact that I didn’t care if I rose consistently on time, we were able to reach FL 430 in just 19 minutes; even at our maximum weight, we could have achieved this altitude without having to level off. After arriving at the destination, the outside temperature was ISA -4 degrees, and the aeroplane raced to Mach.80 while the fuel flow was approximately 1,100 pounds per hour. The low-speed airspeed “foot” on the primary flight display was never very close to our indicated airspeed, which indicates a safe buffer above stall speed. I did sharp bends and purposefully loaded the wing a bit to experience the faint rumble of airflow separation. Once more, this contributed to the warm, fuzzy, and cosy sensation I had when flying the Lear 45.
Chris demonstrated the remarkable pressurisation system by setting one engine to MCT and then bringing the other engine back to idle at Flight Level 430. The cabin did not even tremble during the demonstration. After that, he shut off the bleed air to the engine, which he had previously retracted. Once more, the pressurisation of the cabin did not appear to care. Therefore, he turned on all of the engine and wing bleed air, which put additional strain on the bleed air system, but the cabin remained unaffected. This is a remarkable accomplishment, and part of the reason for it is that the aeroplane has successfully met all of the onerous certification standards necessary for flight at level 510. Despite the fact that you generally won’t spend a significant amount of time at FL 510 on a regular basis, the capacity is there when you are light (below 16,500 pounds or so). In all likelihood, the rigorous standards for FL 510 certification will result in a more reliable pressurisation system, as well as cabin doors that are more resistant and an improved emergency oxygen supply.
You will most likely fly this aircraft consistently in the middle 40s while operating it in the real world, and it is extremely capable of rising straight to FL 430 or FL 450 when loaded to its maximum capacity. Once it reaches its destination, the aircraft will be able to maintain a consistent Mach 0.78 to 0.80 while consuming approximately one thousand pounds of fuel per hour. The exact amount required will vary depending on the temperature. While we were climbing to FL 470, our total fuel flow decreased to 1,047 pounds per hour, which is equivalent to around 156 gallons per hour.
The aircraft’s forgiving trailing-link landing gear helped me look good during my first landing, which occurred at a weight of approximately 18,300 pounds. Our initial approach speeds were 119 knots, but we decreased them to 117 knots as we continued to circle Wichita’s pattern and complete a number of touch-and-goes. Because of the aircraft’s superior climb performance, the departure, approach, and landing of the single-engine aircraft were completely uneventful. When I throttled back the engine, there was very little pressure on the rudder, and I did very little trimming to compensate for the loss of thrust. What a fun and relaxing aeroplane it was to fly!
The Lear 45XR offers an excellent combination of range, fuel economy, the capacity to carry a load, comfort, and cost. In the “super-light” section of the market, which is also occupied by the Citation XLS, this design is sturdy and developed, and it provides a great deal of value for the money spent. It is easy and comfortable to fly, and it is a very capable aircraft that makes the pilot appear good because of all the tasks it will perform with aplomb. This is the perspective of a pilot. It’s not hard to understand why pilots, organisations, and individual owners are so fond of this versatile multi-tool of a jet.
