LR-Jet Type Rating

LearJet Flight Training & Type Rating Courses

The Learjet 31 is an American ten seat (two crew and eight passengers) twin-engined, high speed business jet. Manufactured by Learjet (a subsidiary of Bombardier) as the successor to the Learjet 29.

History

The first flight of the LJ31 took place on 11 May 1987. The Learjet 31A variant was introduced in October 1990. This version featured increased cruising speed, a digital avionics system with EFIS supplied by AlliedSignal (today Honeywell) and an instrument panel layout change. The nose gear wheel is steered by a Steer by Wire system. The windshield could be heated electrically.

The Learjet 31ER with increased range was produced.

The first 31A serial number 31A-035 entered service 15 August 1991. The last 31A delivered, serial number 31A-242 was delivered 1 October 2003.

Learjet 31

The Learjet Model 31 is, arguably, the ultimate realization of the original Learjet series (dating back to the model 23 of 1963). Essentially combining the fuselage and engines of the model 35/36 with the “Longhorn” wing of the 28, 29 and 55 models, results in performance which is equaled by few aircraft. Normal cruise altitudes range from 41,000 to 47,000 feet (12,500-14,900 m) and the aircraft’s maximum cruise altitude of 51,000 feet (15,500 m) is a distinction shared by only a handful of civil aircraft. Improvements over earlier models, such as “Delta-Fins” and a “Ski-Locker” increased the utility and improved the performance of the model 31. Addition of Delta-Fins at the bottom of the empennage simplified the certification process of the aircraft by eliminating the need for a “stick pusher” stall avoidance device. Increased directional stability, as a result of the Delta-Fins, was also a welcome benefit.

Learjet 31A

The Learjet 31A was announced in 1990 as a replacement after building 38 Learjet 31’s. Note, the last six 31’s, 31-033, 31-033A, 31-033B, 31-033C, 31-033D, 31-034 were equipped with Honeywell avionics systems for Singapore Airlines flight training and have a unique cockpit. The model 31A boasted numerous modifications, however the most notable changes would take place on the flight deck. Key modifications and updates to the model 31A cockpit and avionics include; a Bendix King (now Honeywell after the merger with Allied Signal) Electronic Flight Information System 50, with Universal 1M, 1B and 1C flight management system, a dual KFC 3100 two-axis autopilot and flight director with yaw damper, and dual Bendix King (Radios sold to Chelton Avionics when Allied Signal combined with Honeywell) VCS-40A com units, VN-411B Series III navigation receivers.

In the year 2000 the Learjet 31A was again revised. Takeoff and landing weights were increased. The original design N2 digital electronic engine control (DEEC) was replaced with an N1 DEEC, and the thrust reversers became standard equipment. The original R12 freon air conditioning system was replaced with an R134A system divided into two zones – cockpit and cabin.

Learjet 31A/ER

Extended range version of the Learjet 31A, with range of 1911 nm (2199 miles or 3539 km).

After-Market Modifications

Raisbeck Engineering offers two after-market modifications to the Learjet 31 aircraft. The Aft Fuselage Locker offered by this company is an external storage container mounted below the rear fuselage that can hold 300 lb of baggage.[3] The addition of the locker imposes no performance penalties on the aircraft. This company also offers the ZR LITE performance improvement package.[4] This modification reduces the cruise drag of the aircraft resulting in 25% less time-to-climb, 3000 to 4000 feet higher initial cruise altitude, .02+ increase in cruise Mach at equal power settings, 1% decrease in N1 and 15° ITT reduction at equal Mach and a 5-11% increase in range.

Learjet 31 Specifications

Data from Jane’s All The World’s Aircraft 1988–89

General Characteristics

  • Crew: 2
  • Capacity: 8 passengers
  • Length: 48 ft 8 in (14.83 m)
  • Wingspan: 43 ft 10 in (13.36 m)
  • Height: 12 ft 3 in (3.73 m)
  • Wing area: 264.5 sq ft (24.57 m2)
  • Empty weight: 9,857 lb (4,471 kg)
  • Gross weight: 15,500 lb (7,031 kg)
  • Powerplant: 2 × Garrett TFE731-2 turbofan, 3,500 lbf (15.6 kN) thrust each

Performance

  • Maximum speed: Mach 0.81
  • Cruise speed: 515 mph (448 kn; 829 km/h)
  • Stall speed: 97 mph (84 kn; 156 km/h)
  • Range: 1,877 mi (1,631 nmi; 3,021 km) (Standard fuel, four passengers,)
  • Service ceiling: 51,000 ft (15,545 m)
  • Rate of climb: 5,480 ft/min (27.8 m/s)

Azma Flt Inc Offers the Following Type Rating Courses for Lear Jet LR-JET which qualifies you to perform duties of Pilot in Command and Second in Command in Lear Jet Models LR-JET 23,24,25,28,29,31,35,36 and 55

  • Initial Pilot in Command Type Rating Course for Lear Jet LR-JET
  • Initial Second in Command Type Rating Course for Lear Jet LR-JET
  • Recurrent Training FAR 61.58 course for Lear Jet LR-JET

For details regarding customized courses to meet your needs, please contact us

Lear Jet LR-Jet Type Rating Course

Azma FLT Inc. Will Provide you with an accelerated Pilot in Command and Second In Command type rating flight-training course specifically designed for you, based on your previous education and flight experience in a Lear Jet LR-Jet.

Your Lear Jet Type Rating also known as LR-JET will be added to your Private Pilot, Commercial Pilot and or Airline Transport Pilot Certificate.

Lear Jet LR-JET Type Rating Practical Test will be administered by current and qualified FAA Designated Pilot Examiner, John S. Azma founder of Azma FLT nc or FAA qualified pilot examiner of your choice according to our current Airline Transport Pilot Practical Test Standard (PTS).

Duration and Location of your Flight Training

Depending on your previous flight experience, education Azma Flt Inc will be able to provide you with an accelerated course designed based on your skills in between 3 to 5 days in duration, which will require your full time participation. Our dedicated instructors are able to travel to your location and provide you with your flight training in LearJet at your location and or in our office located at Orlando International Airport.

LEAR JET LR-JET TYPE RATING COURSE CONTENT WHICH WILL INCLUDE THE FOLLWING LEAR JET MODELS, LR-JETS 23,24,25,28,29,31,35,36 and 55:

A- AIRCRAFT SYSTEM PERFORMANCE AND LIMITATIONS

  • Landing gear—extension/retraction system(s); indicators, float devices, brakes, antiskid, tires, nose-wheel steering, and shock absorbers.
  • Power plant—controls and indications, induction system, carburetor and fuel injection, turbocharging, cooling, fire detection/protection, mounting points, turbine wheels, compressors, deicing, anti-icing, and other related components.
  • Fuel system—capacity; drains; pumps; controls; indicators; cross feeding; transferring; jettison; fuel grade, color and additives; fueling and defueling procedures; and fuel substitutions, if applicable.
  • Oil system—capacity, grade, quantities, and indicators.
  • Hydraulic system—capacity, pumps, pressure, reservoirs, grade, and regulators.
  • Electrical system—alternators, generators, battery, circuit breakers and protection devices, controls, indicators, and external and auxiliary power sources and ratings.
  • Environmental systems—heating, cooling, ventilation, oxygen and pressurization, controls, indicators, and regulating devices.
  • Avionics and communications—autopilot; flight director; Electronic Flight Instrument Systems (EFIS); Flight Management System(s) (FMS); Doppler Radar; Inertial Navigation Systems (INS); Global Positioning System/ Wide Area Augmentation System/Local Area Augmentation System (GPS/WAAS/LAAS); VOR, NDB, ILS, GLS, RNAV systems and components; traffic (MLS deleted) awareness/warning/avoidance systems, terrain awareness/warning/alert systems; other avionics or communications equipment, as appropriate; indicating devices; transponder; and emergency locator transmitter.
  • Ice protection—anti-ice, deice, pitot-static system protection, propeller, windshield, wing and tail surfaces.
  • Crewmember and passenger equipment—oxygen system, survival gear, emergency exits, evacuation procedures and crew duties, and quick donning oxygen mask for crewmembers and passengers.
  • Flight controls—ailerons, elevator(s), rudder(s), control tabs, balance tabs, stabilizer, flaps, spoilers, leading edge flaps/slats and trim systems.
  • Pitot-static system with associated instruments and the power source for the flight instruments.

B. TASK: PERFORMANCE AND LIMITATIONS

  • Performance and limitations, including a thorough knowledge of the adverse effects of exceeding any limitation.
  • Demonstrates proficient use of performance charts, tables, graphs, or other data relating to items, such as:
    1. Accelerate-stop distance.
    2. Accelerate-go distance.
    3. Takeoff performance—all engines and with engine(s) inoperative.
    4. Climb performance including segmented climb performance with all engines operating—with one or more engine(s) inoperative, and with other engine malfunctions as may be appropriate.
    5. Service ceiling—all engines, with engines(s) inoperative, including drift down, if appropriate.
    6. Cruise performance.
    7. Fuel consumption, range, and endurance.
    8. Descent performance.
    9. Landing distance.
    10. Land and hold short operations (LAHSO).
    11. Go-around from rejected landings (landing climb).
    12. Other performance data (appropriate to the airplane).
  • Describes the airspeeds used during specific phases of flight.
  • Describes the effects of meteorological conditions upon performance characteristics and correctly applies these factors to a specific chart, table, graph, or other performance data.
  • Computes the center-of-gravity location for a specific load condition including adding, removing, or shifting weight.
  • Determines if the computed center-of-gravity is within the forward and aft center-of-gravity limits, and that lateral fuel balance is within limits for takeoff and landing.
  • Adverse effects of airframe icing during pre-takeoff, takeoff, cruise and landing phases of flight and corrective actions.
  • Procedures for wing contamination recognition and adverse effects of airframe icing during pre-takeoff, takeoff, cruise, and landing phases of flight.
  • Procedures in applying operational factors affecting airplane performance. Stabilized approach procedures and the decision criteria for go-around or rejected landings.

C- FLIGHT TRAINING PREFLIGHT PROCEDURES, INFLIGHT MANEUVERS AND POSTFLIGHT PROCEDURE

  • PREFLIGHT INSPECTION
  • POWERPLANTSTART
  • TAXIING
  • PRE-TAKEOFF CHECKS
  • TAKEOFF AND DEPARTURE PHASE
  • NORMAL AND CROSSWIND TAKEOFF
  • CONFINED-AREA TAKEOFF AND CLIMB
  • INSTRUMENT TAKEOFF
  • POWERPLANT FAILURE DURING TAKEOFF
  • REJECTED TAKEOFF
  • DEPARTURE PROCEDURES

INFLIGHT MANEUVERS

  • STEEPTURNS
  • APPROACHES TO STALLS
  • POWERPLANT FAILURE
  • SPECIFIC FLIGHT CHARACTERISTICS
  • RECOVERY FROM UNUSUAL ATTITUDES

INSTRUMENT PROCEDURES

  • STANDARD TERMINAL ARRIVAL/FLIGHT MANAGEMENT SYSTEM PROCEDURES
  • HOLDING
  • PRECISION APPROACHES (PA)
  • NON PRECISION APPROACHES (NPA)
  • CIRCLING APPROACH

LANDINGS AND APPROACHES TO LANDINGS

  • NORMAL AND CROSSWIND APPROACHES AND LANDINGS
  • LANDING FROM A PRECISION APPROACH
  • APPROACH AND LANDING WITH (SIMULATED) POWERPLANT FAILURE
  • LANDING FROM A CIRCLING APPROACH
  • CONFINED-AREA APPROACH AND LANDING
  • REJECTED LANDING
  • LANDING FROM A NO FLAP OR A NONSTANDARD
  • FLAP APPROACH
  • NORMAL AND ABNORMAL PROCEDURE

Your course of training will include aircraft flight training manual current ATP practical test standards.

FOR ADDITIONAL INFORMATION PLEASE CONTACT JOHN AZMA