Recommended Operating Procedures and Techniques LJ60XR

RECOMMENDED OPERATING
PROCEDURES AND
TECHNIQUES
Learjet 60XR
LEARJET
Reissue
May 2004
MP-137 January 2007
1/23/07
Learjet 60XR Recommended Procedures/Techniques
LIST OF EFFECTIVE PAGES

Use this page to determine the current status of this manual. Pages affected by the cur-
rent change are indicated by an asterisk (*) immediately preceding the page number.
Dates of issue for original and revised pages are:
Original.......................................... O ..................................................... Jan 2007
Page Change
Title ...........................................O
A thru B ....................................O
i thru viii....................................O
I and II.......................................O
Chapter 1
1-1 thru 1-48 .............................O
Chapter 2
2-1 thru 2-18 .............................O
Chapter 3
3-1 thru 3-18 .............................O
Chapter 4
4-1 thru 4-12 .............................O
Chapter 5
5-1 thru 5-6 ...............................O
Glossary
G-1 thru G-6..............................O
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Recommended Procedures/Techniques Learjet 60XR
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Table of Contents
INTRODUCTION
Purpose ..................................................................................... I-I
CHAPTER 1
NORMAL PROCEDURES & TECHNIQUES
General ................................................................................... 1-1
Responsibilities ...................................................................... 1-1
Crew Coordination ................................................................. 1-1
Checklists ............................................................................... 1-2
Flow Patterns....................................................................... 1-3
Radio Tuning and Communication ........................................ 1-3
Predeparture Briefings............................................................ 1-4
Advising of Aircraft Configuration Change........................... 1-4
Critical Malfunctions in Flight ............................................... 1-4
Noncritical Malfunctions in Flight ......................................... 1-4
Abnormal/Emergency Procedures.......................................... 1-5
Rejected Takeoffs................................................................... 1-5
Deviations During Flying....................................................... 1-5
Engine Indicating and Annunciator Panel.............................. 1-6
Flight Guidance System/Flight Director ................................ 1-7
General Protocols ................................................................... 1-9
Training Airspeeds and Power Settings ............................... 1-10
Standard Callouts ................................................................. 1-13
Holding Short of Runway.................................................. 1-13
Takeoff .............................................................................. 1-14
Climb ................................................................................. 1-16
All Altitude Changes ......................................................... 1-16
Descent .............................................................................. 1-17
Prior to Beginning the Precision Approach....................... 1-18
Precision Missed Approach............................................... 1-22
Nonprecision Approach..................................................... 1-24
Nonprecision Missed Approach ........................................ 1-28
Preflight ................................................................................ 1-29
Starting Engines ................................................................... 1-29
Pretakeoff ............................................................................. 1-30
Takeoff Procedures............................................................... 1-32
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Climb and Cruise Procedures ............................................... 1-35

Descent Procedures............................................................... 1-36
Approach Planning and Briefing .......................................... 1-36
Normal Approach for Landing ............................................. 1-38
Landing ................................................................................. 1-38
Crosswind Landing ............................................................ 1-41
Slippery Surfaces ............................................................... 1-41
One Engine Inoperative Landing ....................................... 1-42
Hydroplaning ..................................................................... 1-42
Go-Around ............................................................................ 1-43
Touch-and-Go Landings ....................................................... 1-46
After Landing and Clearing Runway.................................... 1-48
CHAPTER 2
INSTRUMENT PROCEDURES
Instrument Approach Considerations ..................................... 2-1
Additional Instrument Systems............................................... 2-3
Holding ................................................................................... 2-4
Precision Approach................................................................. 2-6
Nonprecision Approach .......................................................... 2-8
Procedure Turns .................................................................... 2-12
Circling Approach................................................................. 2-13
Missed Approach .................................................................. 2-18
CHAPTER 3
ABNORMAL/EMERGENCY PROCEDURES
Master Caution Inhibit ............................................................ 3-1
Takeoff Emergencies .............................................................. 3-1
Engine Failure Below V1 Speed .......................................... 3-2
Engine Failure Above V1 Speed.......................................... 3-4
Cruise Emergencies ................................................................ 3-6
Cruise Abnormalities .............................................................. 3-8
Engine Fire Warning............................................................ 3-8
Dual Generator Failure ........................................................ 3-8
Approach/Landing Emergencies........................................... 3-10
Windshear .......................................................................... 3-17
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CHAPTER 4
MISCELLANEOUS MANEUVERS
General ................................................................................... 4-1
Training Maneuvers ............................................................... 4-1
Steep Bank Turns ................................................................ 4-1
Approach to Stall—Clean (Flaps 0°) .................................. 4-4
Approach to Stall—Takeoff or Approach Configuration.... 4-4
Approach to Stall—Landing Configuration ........................ 4-7
Unusual Attitude Recovery .................................................... 4-9
Nose High—Airspeed Slowing ........................................... 4-9
Nose Low—Airspeed Increasing ........................................ 4-9
CHAPTER 5
FLIGHT MANAGEMENT SYSTEM
General ................................................................................... 5-1
Air Data Interface................................................................... 5-1
AHRS ..................................................................................... 5-1
Basic Functions ...................................................................... 5-1
Enroute Navigation.............................................................. 5-1
Approach and Terminal Navigation .................................... 5-2
Radio Tuning....................................................................... 5-2
VNAV ................................................................................. 5-2
Database .............................................................................. 5-3
Fuel and Performance Data ................................................. 5-3
Configuration Options......................................................... 5-4
Operational Considerations .................................................... 5-4
New Users .............................................................................. 5-4
GPS RAIM Prediction Requirements..................................... 5-5
Communications, Weather Information, Enhanced Maps,
and (Optional) Approach Charts Interface ............................. 5-5
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List of Figures
CHAPTER 1
NORMAL PROCEDURES & TECHNIQUES
Takeoff Procedures–Standing/Rolling Start......................... 1-34
Normal VFR Landing Pattern .............................................. 1-40
Go-Around–Two Engines .................................................... 1-44
Go-Around–Single Engine ................................................... 1-45
Touch-and-Go Landing ........................................................ 1-47
CHAPTER 2
Entries–Holding Pattern ......................................................... 2-5
Precision Approach ................................................................ 2-7
Nonprecision Approach........................................................ 2-10
Nonprecision Approach–Circling......................................... 2-11
Circling Approach (1 of 4) ................................................... 2-14
CHAPTER 3
Engine Failure Below V1 Speed............................................. 3-3
Engine Failure Above V1 Speed ............................................ 3-5
Emergency Descent................................................................ 3-7
Single-Engine Landing......................................................... 3-11
Precision Approach–Single Engine...................................... 3-12
Nonprecision Approach–Single Engine ............................... 3-13
No Flap Landing................................................................... 3-15
Partial-Flap/No-Flap Approach............................................ 3-16
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CHAPTER 4
Steep Bank Turns.................................................................... 4-3
Approach to Stall–Clean (Flaps 0°) ........................................ 4-5
Approach to Stall–Takeoff or Approach Configuration ......... 4-6
Approach to Stall–Landing Configuration ............................. 4-8
Nose High–Airspeed Slowing .............................................. 4-10
Nose Low–Airspeed Increasing............................................ 4-11
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List of Tables
CHAPTER 2
Recommended Maneuvering Speed....................................... 2-3
Maximum Holding Airspeeds ................................................ 2-4
Holding—Inbound Leg Timing.............................................. 2-4
CHAPTER 3
Approach Speeds and Abnormal Landing
(Gear Down)......................................................................... 3-14
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INTRODUCTION
Purpose
This manual offers recommendations and standardized procedures for pilots

operating the Learjet 60XR aircraft. If the information herein conflicts with the
FAA Approved Airplane Flight Manual (AFM), the AFM shall take precedence.
The scope of this manual is limited. Absolute numbers and variables prevailing
in all conditions are impossible to present. Power settings and airspeeds are
given as targets. A common sense approach to any given situation is stressed.
Information contained within is subject to change.
The objective of Bombardier Aerospace with the Learjet 60XR aircraft is to

provide the safest and most efficient corporate transportation possible. The
practices and techniques set forth in this manual are based on the experience
of Learjet Flight Operation’s pilots and Bombardier Training Center instructor
pilots. Use of these techniques will help achieve the published performance da-
ta.
Presented herein are recommended procedures and techniques for using the
many tools available in the Learjet 60XR aircraft and Rockwell Collins Pro
Line 21 system. These procedures and techniques may warrant revision, but
the AFM always takes precedence. Procedures for the aircraft are straightfor-
ward and set forth in the checklist.
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CHAPTER 1
NORMAL PROCEDURES &
TECHNIQUES
General
Standard operating procedures (SOPs) supplement the information in the Air-

plane Flight Manual (AFM) and Federal Aviation Regulations. Adherence to
SOPs enhances individual and crew situational awareness and performance.
SOPs may include assignment of responsibilities, briefing guides, and proce-
dures to be followed during specific segments of flight. The SOPs in this man-
ual are not intended to be mandatory or to supersede any individual company
SOPs. They are provided as examples of good operating practices.
Responsibilities
The pilot-in-command (PIC) is designated by the company and is responsible

for the conduct and safety of the flight. The second-in-command (SIC) is re-
sponsible for assisting the PIC in accomplishing the same goal. The pilot flying
(PF) controls the aircraft with respect to heading, altitude, and airspeed, and
directs the necessary operations to safely accomplish the flight. The pilot not
flying (PNF) maintains ATC communications, obtains clearances, accomplish-
es checklists, makes altitude callouts, and other tasks as directed by the PF. The
crew must work together as a team. Both crew members should maintain situ-
ational awareness at all times. They should communicate and complement
each other to enhance the efficiency and safety of the mission.
Crew Coordination
Efficient crew coordination is an absolute necessity for operating the aircraft

with utmost safety. Crew coordination and teamwork are absolutely essential
in performing normal, abnormal, and emergency procedures, as well as in the
division of cockpit workload. Areas enhanced by good crew coordination are
situational awareness, visual observation of other traffic, use of checklists, air-
speed and altitude callouts, handling of communication and navigation radios,
use of guidance controller (GC) and display controllers (DC), departures, ap-
proaches, and operation of gear and flaps.
MP-137 1-1
Checklists
The checklist creates an efficient motion sequence or flow in the cockpit. The
checklist follows a normal sequence from preflight to shutdown. The Emer-
gency, Abnormal and Status/Advisory checklists allow the crew to quickly
turn to the appropriate checklist by matching the engine indicating and EIS an-
nunciator light indexes to the corresponding display on the annunciator panel
or instrument display panels. In many cases when using these checklists, there
is no need to return to the Normal checklist. Once an Abnormal Landing
checklist has been initiated, it guides the crew to landing.
Annunciator light and EIS indices in the checklist appear exactly as displayed
on the annunciator panel or instrument display panels. The checklists are ar-
ranged by color and alphanumerical order by system. In addition, they are por-
trayed in the same font and nomenclature as the EIS or annunciator panel for
ease of reference. For example if an amber Mach trim light is displayed on the
annunciator panel and the master CAUT lights are flashing, the flight crew
should reference the Abnormal Checklist–Flight Controls.
The checklist is normally handled by the PNF. PF calls for the portion to be
accomplished, such as “Descent checklist,” “Before Landing checklist,” etc.
The PNF reads, performs, and responds to those items in the respective area of
the cockpit and challenges the PF on actions and responses to the checklist
items in the PF area of the cockpit. While the aircraft is in motion, the checklist
should never be used in a manner requiring both pilots to have their attention
focused inside the cockpit. After a checklist is accomplished, the PNF reports
completion of the checklist to the PF, e.g., “Descent checklist complete.” The
checklist should not be used as an instruction manual on how to operate the air-
craft, but rather as a memory jogger to ensure all items for particular phases of
flight have been accomplished.
Flight crews should use a challenge-response method to execute any checklist.

After the PF calls for a checklist, the PNF challenges the PF by reading the
checklist items aloud. The PF verifies that the checklist items are accom-
plished and responds orally to the challenge. The PNF confirms accomplish-
ment of the item. In all cases, the other pilot confirms the proper response. Any
disagreement is resolved prior to continuing the checklist item.
If the checklist was overlooked, good cockpit resource management requires

the PNF to ask the PF if the checklist should be started. After the completion
of any checklist, the PNF states that the specific “checklist is complete.” This
increases the PF situational awareness and prompts the PF to call for the next
appropriate checklist when required.
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Some checklist procedures call for the movement or manipulation of controls

or switches critical to safety of flight (e.g., thrust levers, engine fire switches,
fire bottle discharge switches). Prior to initiating the action, the pilot perform-
ing the action verifies with the other pilot that the correct control or switch is
being moved.
Any checklist action pertaining to a specific control, switch, or equipment that

is duplicated in the cockpit is read to include its relative position and the action
required (e.g., Left Throttle - IDLE, Standby Pump - OFF).
If the PNF observes and challenges a flight deviation or critical situation, the
PF should respond immediately. If the PF does not respond by oral communi-
cation or action, the PNF must issue a second challenge that is loud and clear.
If the PF does not respond after the second challenge, the PNF must assume
the PF has become incapacitated. PNF must announce that “I am taking con-
trol” of the aircraft and then take the necessary action.
FLOW PATTERNS
For normal procedures, a flow pattern is an efficient method for accomplishing

the cockpit setup for each phase of flight. After using the flow pattern, accom-
plish the checklist to verify the proper setup of the cockpit. Under this concept,
a normal checklist is a “done list” instead of a “do list.”
Flow patterns are not used for abnormal or emergency procedures. During an
emergency, accomplish any memory items, then call for the proper checklist.
Maintain control of the airplane with one pilot always flying the airplane while
the other reviews all the items of the appropriate emergency procedure. The
PNF reads out loud both the challenge and the response. Do not proceed to the
next item until both pilots confirm completion of each item.
Radio Tuning and Communication
The PNF accomplishes navigation and communication radio tuning, identifi-

cation of proper signal, ground contacts, and clearances. Before changing any
navigation radio, the flight crew confirms the change does not affect autopilot
or airplane control, and then selects the new frequency. This confirmation
helps coordinate and use proper sequences with the autopilot, FMS, and other
aids. After the NAVAID is tuned and identified, the PNF announces, “(Facility)
tuned and identified.”
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Predeparture Briefings
The PF should conduct a predeparture briefing prior to each flight. This brief-
ing addresses potential problems, weather delays, safety considerations, air-
craft evacuation, number of passengers, and operational issues. Predeparture
briefings should include all crewmembers to enhance and set the tone for the
flight. The briefing may be formal or informal, but should include some stan-
dard items such as: “Advise me” of any abnormality, call out that the N1 are
set properly, and use standard (SOP) callouts.
Advising of Aircraft Configuration Change
A crewmember about to make an aircraft control or configuration change

should alert the other crewmember to the forthcoming change. If time permits,
the crewmember should announce any abrupt flight path changes so there is al-
ways a mutual understanding of the intended flight path. Sometimes a PA an-
nouncement to the passengers is advised before maneuvers involving unusual
pitch or bank angles.
As an example, when given a new altitude, the PNF sets the assigned altitude
in the altitude alerter and verbally repeats that altitude. The PF verbally con-
firms the altitude assignment and alerter setting.
Critical Malfunctions in Flight
In flight, the observing crewmember positively announces an indication of a

malfunction. If the PNF is the first to observe any indication of a critical fail-
ure, the PNF should announce what is seen and attempt to identify the mal-
function to the PF.
After verifying the malfunction, the PIC announces a decision and commands
or accomplishes any checklist memory items. The PF monitors the PNF during
the accomplishment of those tasks that have been assigned.
Noncritical Malfunctions in Flight
Procedures for recognizing and verifying a noncritical malfunction or impend-

ing malfunction are the same as for time-critical situations. Time, however, is
not as critical and allows a more deliberate response to the malfunction.
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Abnormal/Emergency Procedures
The predeparture briefing includes a discussion of abnormal or emergency

conditions. When a crewmember recognizes these situations:
- Who controls the aircraft?

- Who performs the tasks?
- What items should be monitored?
Following these designations, the PF calls for the appropriate checklist. The
designated crewmember accomplishes the checklist items with the appropriate
challenge and response.
Both pilots must be able to respond to an emergency situation that requires im-
mediate corrective memory items without reference to a checklist. Upon com-
pletion of those memory items, identify and accomplish each of the checklist
procedures by referring to the printed checklist and AFM.
Crewmembers must make every effort to confirm and identify a malfunction

before initiating any emergency action. Use positive oral and graphic commu-
nication to identify and direct the proper response.
Rejected Takeoffs
Every takeoff must be regarded as a possible rejected takeoff (RTO) and is,
therefore, a planned event. Either crewmember may call for an abort, however,
the PIC must use proper judgment. After the decision is made, the crew applies
the proper checklist procedure, “Aborted Takeoff” or “Engine Failure below
V1.”
The PF should execute an abort prior to 90 KIAS for any abnormality ob-
served. Between 90 and V1, the PF commands and executes the rejected take-
offs for situations deemed critical based upon the existing conditions:
- Engine failure
- Fire
- Loss of control
Deviations During Flying
The PNF shall call out any deviation from normal and accepted standard oper-
ating procedures during various phases of flight. As an example, during the ap-
MP-137 1-5
proach phase of flight: “Drifting left of course.” These announcements should

be specific and timely.
Deviations include:
- Courses – left or right ±5°

- Altitudes – climbing or descending from assigned altitude ±100 ft
- Airspeed – exceeding desired or assigned speed ±10 kt (also above and
below VREF)
- Descent rates – descending greater than 1000 fpm on the final approach
phase
- Leaving DH/DA – one-quarter scale deflection of glideslope/localizer
- MDA – descending below the selected altitude
Engine Indicating and Annunciator Panel
The engine indicating (EIS) and annunciator panels provide the crew flight
monitoring indications. They also provide engine data, warning, cautionary,
and advisory alerts (visual and aural). The EIS display is normally displayed
on both MFD displays, but can be reverted to the PFD display, if necessary. It
is divided into three designated areas: engine system, upper, and lower.
The primary engine displays are shown in the top of the pilot MFD display,
such as N1, interstage turbine temperature (ITT), N2, oil pressure (OIL PSI),
oil temperature (OIL °C), and fuel flow (FF PPH). Loss of both generators and
emergency bus switch in EMER bus position automatically results in MFD #1
displaying engine and other system parameters. Refer to the AFM and Collins
Pro Line 21 Operator’s Guide for further information and details.
The annunciators on the EIS and annunciator panels provide the flight crew with
visual alerts to changes in aircraft status at three different levels. These three
types/levels of messages are the result of signals from the various subsystems:
- Warning (red) annunciators—Red annunciators indicate immediate action

by the flight crew is necessary. Flashing red master WARN lights accom-
pany these annunciators. In addition, an aural warning may sound. Some
warnings are aural only (i.e., overspeed)
- Caution (amber) annunciators—An amber annunciator requires subse-
quent pilot action. These annunciators are accompanied by an amber
flashing master CAUT light
- Advisory (green or white) annunciators—These annunciators may require
pilot or maintenance action at some point. These annunciators usually
1-6 MP-137
indicate a pilot selection, backup system mode, or lower level of fault.

These annunciators should be acted on by the crew. There are some advi-
sory/status annunciators that state in the respective checklists, “Do not
takeoff.”
When annunciators are displayed, always consider collateral indications. For

example, an amber L GEN FAIL annunciator appears on the annunciator panel
and flashing master CAUT lights, the other indications can verify this condi-
tion:
- Select the ELEC page on the EIS display of the MFD. It indicates the left
generator is inoperative. The amperage draw on the respective generator
should be zero and display should be red
By using system knowledge and looking at collateral indications, the crew can
verify the anomaly, thus confirming the CAS message.
Flight Guidance System/Flight Director
The flight guidance system (FGS) and flight director (FD) have lateral and ver-
tical modes to manage navigation, climb, cruise, and descent. The FD is a valu-
able tool in helping the crew make accurate maneuvers and approaches,
especially in adverse weather conditions. Remember the FD does not think
ahead or anticipate, conversely it is a computer that calculates drift corrections
based on track results. Consequently, the FD could command S-turns during
the early part of a final approach. The crew should be aware of this, especially
if given a tight or quick radar vector to an approach course. With this in mind,
pilots should attempt to follow the command bars precisely to allow the FD to
make accurate calculations. These computations command very gentle, slow,
and deliberate corrections toward interception of a track and/or glideslope. An
autopilot-coupled approach illustrates this capability. Following the command
bars closely results in an accurate and well-stabilized approach.
The aircraft is equipped with dual FDs operated from a single flight control
guidance panel. The crew must verify which direction the green FD couple ar-
rows on both primary flight displays (PFDs) are pointing. The direction that
both green FD couple arrows are pointing toward indicates the side on which
the navigation information is originating, even though the opposite side navi-
gation radio is tuned differently.
Cross-check the green FD couple arrows, raw data, and capture annunciations
while following the command bars. This is also important during VOR track-
ing, particularly during station passage when intercepting a radial or when cap-
turing a localizer or glideslope.
MP-137 1-7
Flight crews can select from the following vertical modes on the guidance
flight control panel (FCP): altitude (ALT); flight level change (FLC); vertical
speed (VS); and vertical navigation (VNV). Vertical modes can be used with
or without the autopilot coupled.
FLC Mode — Depressing the FLC button engages the speed hold mode (KIAS
or Mach) on both FDs. The SPD knob can select, or the SYNC button can syn-
chronize, an airspeed or Mach value for the aircraft to hold during climb or de-
scent. The airspeed bug positioned on the right side of the airspeed tape marks
the airspeed when the SPD button is depressed. A magenta digital readout of
the airspeed selected also appears at the top of the PFD above the ADI.
VS Mode — Depressing the VS button engages the vertical speed hold mode
on both FDs and tells the FGS to maintain the current vertical speed. Different
vertical speeds can be selected and maintained with either the SPD knob or the
SYNC button. The selected vertical speed target is displayed on the PFDs
above the ADI. When VS is selected, the airspeed bug and reference values are
removed from the airspeed indicator. The maximum selectable vertical speed
is ±6000 fpm.
VNV Mode—Pushing the VNV button accepts armed/captured vertical navi-

gation steering commands from the flight management system (FMS). VNV
includes an armed (white) and capture (green) mode/annunciation in the upper
section of the PFDs. Selection of VNV is automatic when doing an FMS ap-
proach with the APP button selected.
When FLC is selected, ambient temperature changes can cause Mach number
variations resulting in minor pitch changes with the autopilot engaged. Vertical
speed mode or manually flying the aircraft may provide a smoother ride. The
altitude preselect is automatic when any vertical mode is selected for climb or
descent on the FCP or the preselected altitude is changed.
Lateral modes can be selected when using the GC, heading (HDG), navigation
(NAV), and approach (APP). Further explanation of these functions is as fol-
lows.
HDG Mode—When the HDG button is pushed, the FD computer is command-

ed to follow the inputs from the heading bug on the selected HSI. The com-
mand bars on the PFD are driven to follow the position of the heading bug,
which is changed using the HDG knob. While in the heading mode, a half-bank
limit can be selected with the 1/2 bank (15° maximum) button on the GC.
NAV Mode—Depressing the NAV button directs the FGS to arm, capture, and
track the selected navigation signal sources (VOR, LOC, or FMS). Initial se-
lection of this mode results in HDG mode being on (green) with the NAV mode
1-8 MP-137
armed (white). At NAV capture, the HDG mode disappears and the NAV mode
turns green.
APP Mode—Pushing the APP button selects the gains to arm and capture the
lateral deviation signal for VOR, LOC, FMS, and BC sources. It also selects
both lateral and vertical navigation signals for the ILS or FMS to meet ap-
proach criteria. Initial selection of the mode results in HDG mode with the
APP mode armed (VOR, LOC, or BC). At APP capture, the HDG mode drops
out. If FMS is the navigation source and APP is depressed, the FMS remains
the navigation source.
All armed and captured indications of the FCP are annunciated in the top cen-
ter of both PFDs. For a more detailed operational description of the FGS and
FD, refer to the Collins Pro Line 21 Operator’s Guide for the Learjet 60XR.
General Protocols
When flying in a technologically advanced flight deck, each pilot must under-
stand basic protocols. When these protocols are followed, each crewmember
should understand their responsibilities. This greatly enhances situational
awareness. The following procedures promote efficiency and avoid confusion:
1. Divide the cockpit in half. All switches to the left are the responsibility
of the left-seat pilot. All switches to the right are the responsibility of
the right-seat pilot. When making any switch selection, inform the
other pilot.
2. Autopilot - Communication regarding who is controlling the autopilot
is essential between the pilots. Confirmation by both pilots is neces-
sary when the autopilot is switched between the pilots. The PF must
inform the PNF when the autopilot is turned on or off.
3. Flight guidance panel - The aircraft has a single flight guidance panel
with separate inputs for the pilot and copilot FDs. When the autopilot
is on, the PF makes all inputs to the pilot’s FD.
4. Heading bug - When the autopilot is on, the PF manipulates the head-
ing bug. When the autopilot is off, the PNF may manipulate the head-
ing bug at the instruction of the PF.
5. Altitude selector - Altitude preselect is always operated by the PNF.
Altitude preselect is an effective tool for a successful instrument
approach.
6. Precision approach - When cleared for the approach and at the glides-
lope (GS) intercept altitude, set the altitude preselect to the missed
approach altitude. If the missed approach altitude is below the GS
intercept altitude, the aircraft flies through the altitude (rather than
capturing it) provided the flight director (FD) captured the GS.
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7. Nonprecision approach - When cleared for the approach, select the

next lower stepdown altitude at each intermediate altitude. Do not
select the next lower altitude until ASEL extinguishes and ALT illumi-
nates. At the MDA, set the altitude preselect for the missed approach.
Training Airspeeds and Power Settings
Primary thrust lever angle (TLA) input to each full authority digital electronic
control (FADEC) is provided through rotary variable differential transformers
(RVDTs) located within the thrust lever quadrant. Small thrust lever move-
ments may result in larger-than-expected changes. The airspeed trend vector
on the primary flight displays (PFDs) provides an indication of the expected
velocity in 10 seconds at the current rate of acceleration or deceleration. Allow
the change in thrust to have its effect prior to any additional power changes.
The N1 should be used as the primary thrust setting indicator.
The following table is a typical airspeed/N1 setting in standard atmospheric

conditions:
Airspeed
Flight Phase N1
Knots/Mach
Takeoff and Climb
• Takeoff and Rotate VR Takeoff detent
• Flaps Up V2 + 20 No power changes
below 80% N1
• Climb (Class D) 200 80% N1
Normal Climb
• 3000 – 10,000 ft - 250 MCT detent
Normal
• 10,000 – Cruise - 250/0.70 MCT detent
Normal
High Speed Climb
• 10,000 – Cruise - High 275/0.73 MCT detent
Speed
Cruise Lead by 10/0.02
• Below 10,000 ft 200 ~57%
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Airspeed
Flight Phase N1
Knots/Mach
Miscellaneous Airspeeds
• Below 10,000 ft 250 ~65%
• 10,000 to FL250 250 ~71%
• FL410 Cruise – Normal 0.76 ~91.5%
Steep Turns Increase 4%
before turn
• 45° Bank – 15,000 ft 250 ~70-72%
Slow Flight
• Flaps Up-Gear Up 1.3 VS + 20 ~60%
• Flaps 20°-Gear Up 1.3 VS ~65%
• Flaps 20°-Gear Down 1.3 VS ~72%
• Flaps DN-Gear Down - 1.3 VREF ~75%
Level
Approach to Stalls
• Clean – 1 kt per second IDLE
• Takeoff and Approach – 1 kt per second ~55%
• Landing – 1 kt per second ~65%
Holding Slow 3 minutes prior
Checklist Chart Altitude Shows weight/IAS
• 14,000 ft and Below 1.3 VS +50 ~58%
(1 Minute Legs)
• Above 14,000 ft 1.3 VS +50 ~60%
(1.5 Minute Legs)
MP-137 1-11
Airspeed
Flight Phase N1
Knots/Mach
Approaches – Level Normal Category C Single-Engine
Increase ~10%
• Flaps Up-Gear Up 200 ~57%
• Flaps 8°-Gear Up 180 ~58%
• Flaps 20°-Gear Down VAPP ~60%
• Flaps DN-Gear Down – Not slower than VREF ~60%
Normal Descent
(g/s ~800 fpm descent) VREF ~60%
• Level Flight – MDA On final VREF ~75%
• Flaps DN/Gear Down VREF ~75%
Level Flight – Circling Use Category D
Circling
• Flaps DN / Gear Down VAPP ~75%
Final for Landing add ½ Gust Factor to
VREF
• 50 ft above Runway VREF
• Takeoff and Rotate VR Takeoff detent
• Flaps Up V2 + 20 No power changes
below 80% N1
• Climb (Class D) 200 ~80%
Normal Climb
• 3000 – 10,000ft - 250 MCT detent
Normal
• 10,000 – Cruise - 250/0.70 MCT detent
Normal
1-12 MP-137
Standard Callouts
PF PNF
HOLDING SHORT OF RUNWAY
Pilot Takeoff Briefing
Action: Brief all the following applicable items:

• Type of takeoff: standing or rolling
• Initial heading
• Initial altitude and terrain clearance elevation
• Airspeed limitations
• Abort criteria
• Clearance limit – Standard instrument departure (SID) details
and initial fix or point of clearance
• Special airspace, noise reduction, etc.
• Emergency return
• Configuration of airplane for runway conditions and
temperatures
• Weather on takeoff
• Anti-icing requirements
• Advise of any abnormalities
• Call out “N1 is set to bug setting”
• Standard callouts and any deviation from normal SOP: i.e.,
thunderstorm in flight path on takeoff
• During an emergency evacuation, the copilot leaves the
cockpit, opens the proper emergency exit, informs the pilot of
the exit, and takes the passengers upwind and away from the
airplane to a rendezvous point. The copilot then counts the
number of people on the airplane, including the pilots. The
pilot executes the emergency evacuation checklist, and then
joins the other occupants and copilot outside the airplane.
• Sterile cockpit below 10,000 ft
• Any questions?
MP-137 1-13
PF PNF
TAKEOFF
Cleared for takeoff

Call: “Runway Lineup checklist”
Action: Initiate Runway Lineup
checklist
Action: Place hand on thrust
levers. Move up three clicks to
takeoff power setting
Call: “Takeoff power achieved”
Call: “APR armed”
Call: “Runway Lineup checklist

complete”
Action: At 90 KIAS
Call: “90 knots”
Call: “Crosschecked”
Call: “V1”
Action: Move hand from thrust
levers to control wheel
Call: “Rotate”
Action: Rotate to takeoff attitude
Call: “Positive rate”
Call: “Gear up”
Call: “Selected up”
Action: When all gear lights
extinguished:
Call: “Indicating up”
1-14 MP-137
PF PNF
Call: “V2 + 20”
Action: Above 400 ft AGL and
clear of obstacles:
Call: “Flaps up”
Call: “Yaw damper engage,”
if desired
Call: “Selected up”
Call: “Indicating up”
Call: “Yaw damper engaged”
Action: After contacting
departure control or the next
radar center, do the After Takeoff
checklist after the PF calls for it
Call: “After Takeoff checklist”
Call: “After Takeoff checklist
complete”
Action: Pressurization check
every 10,000 ft
MP-137 1-15
PF PNF
CLIMB
Call: “Climb - 10,000 ft/

Transition checklist”
Action: Complete Climb -
10,000 ft/Transition checklist
Call: “Climb - 10,000 ft/
Transition checklist complete”
ALL ALTITUDE CHANGES
Call: “Out of ______ altitude

for_________ altitude”
(i.e., “8000 for 9000”)
Call: “_______ altitude for
__________ altitude”
At all altitude changes, PF acknowledges the new altitude setting.
Cruise altitude
Call: “Cruise checklist” Action: Complete the Cruise
checklist
Call: “Cruise Checklist
complete”
1-16 MP-137
PF PNF
DESCENT
Call: “Descent checklist”

Action: Complete the Descent
checklist
Call: “Descent Checklist
complete”
Call: “Descent - Transition
checklist”
Action: Complete Descent -
Transition checklist
Call: “Descent - Transition
checklist complete”
At 1000 ft before assigned altitude
Call: “Out of ______ altitude for
_________ altitude” (i.e., “9000
for 8000”)
Call: “_______ altitude for
__________ altitude”
At 10,000 ft
Action: Check pressurization
Call: “Differential, cabin rate,
and cabin altitude” numbers
Call: “Pressurization check
complete”
MP-137 1-17
PF PNF
PRIOR TO BEGINNING THE PRECISION APPROACH
Prior to 50 nm from destination or below FL180

Accomplish approach planning and briefing during the cruise or
initial descent, if possible, or at the latest when called for in the
Approach checklist.
Call: “Approach checklist”
Action: Initiate the Approach
checklist
Call: “Approach check
complete”
Prior to initial approach fix
Call: “Flaps 8°”
Call: “Speed checks; selected 8°”
“Indicating 8°”
At initial convergence of course deviation indicator
Call: “Localizer alive”
Call: “Localizer alive”
When flight director annunciator indicates captured
Call: “Localizer captured”
Call: “Localizer captured”
At initial downward movement of the glideslope
Call: “Glideslope alive; flaps
20°, gear down and Before
Landing checklist”
1-18 MP-137
PF PNF
Call: “Speed checks; selecting
20°”
Call: “Flaps indicate 20°”
Call: “Gear selected down”
Call: “Three green, no red,
hydraulic pressure checked”
Call: “Gear indicates three
green”
When glideslope capture
Action: One dot from glideslope
capture
Call: “Flaps down”
Call: “Speed checks; flaps
selected down”
Call: “Flaps indicating down”
Call: “Glideslope captured”
Call: “Glideslope captured”
Action: Complete the Before
Landing checklist down to
autopilot/yaw damper
At outer marker
Call: “Outer marker”
MP-137 1-19
PF PNF
Action:
Start timing, if needed
Visually crosscheck that
altimeters agree with crossing
altitude
Set missed approach altitude in
altitude selected, if desired
Call the tower
Look for runway environment
Call: “Outer marker; altitude
checks”
At 1000 ft above DH
Call: “1000 ft to minimums”
Call: “Checked”
At 500 ft above DH
Call: “Checked, no flags”
At 200 ft above DH
Call: “Checked”
At 100 ft above DH
Call: “Checked”
At DH or to a point where PNF sights the runway environment
1-20 MP-137
PF PNF
Call: “Runway (or visual
references) ________ o’clock
(lead-in lights)”
Call: “Going visual, runway in
sight”
Call: “Autopilot disengaged, yaw
damper off”
Action: Prior to landing:
Call: “Before Landing checklist
complete”
Call: “50 ft”:
After touchdown
Action: Maintain runway heading
Action: Spoilers automatically
extend after touchdown. Monitor
thrust reversers.
Call: “Spoilers extended,
TRs deployed”
Call: “Airspeeds during
deceleration” (i.e.: 80, 70, 60 kt)
After clearing the active runway:
Call: “After Landing/Clearing
Runway checklist”
Action: Start checklist
Call: “Clearing Runway
MP-137 1-21
PF PNF
PRECISION MISSED APPROACH
At DH and no runway environment in sight

Call: “Minimums, missed
approach”
Call: “Missed approach”
Action: Press the go-around
button. Pitch up to the command
bars. Advance power
Action: Verify the N1 setting for
go-around
Call: “Selecting 8°”
Call: “Indicating 8°”
Call: “Positive rate”
Call: “Gear up”
Call: “Gear selected up”
Call: “Gear indicating up”
Missed approach procedures
Action: Announce initial heading
and altitude for missed approach
Clear of obstacles
Call: “VREF + 20 KIAS”
Call: “Selected flaps up,
indicating flaps up”
1-22 MP-137
PF PNF
Call: “Go-Around and After
Takeoff check”
Action: When at safe altitude and
time permitting, accomplish the
After Takeoff checklist
Takeoff check complete”
MP-137 1-23
PF PNF
NONPRECISION APPROACH
Approach planning and briefing should be accomplished during the

cruise or initial descent, if possible, or at the latest when called for in
the approach checklist.
Prior to 50 nm from destination or below FL180
Call: “Approach checklist”
Action: Initiate the Approach
checklist
Call: “Approach checklist
complete”
After leveloff on intermediate approach segment
Call: “Speed checks; selected 8°”
Call: “Flaps indicating 8°”
At initial convergence of course deviation indicator
Call: “Course alive”
Call: “Course alive”
When flight director annunciator indicates captured
Call: “Course captured”
Call: “Course captured”
Prior to final approach fix
Call: “5 miles to the final
approach fix”
Call: “Flaps 20°; gear down,”
Before Landing checklist”
1-24 MP-137
PF PNF
Call: “Speed checks; flaps
selected 20°”
Call: “Flaps indicating 20°”
Call: “Gear selected down”
Call: “Three green, no red,
hydraulic pressure checked”
Call: “Gear indicates three
green”
Call: “Flaps down”
Call: “Speed checks, flaps
selected down”
At final approach fix (FAF)
Call: “Final approach fix
inbound”
Call: “Final approach fix
inbound”
Action:
Start timing
Visually crosscheck that both
altimeters agree
Set MDA (to nearest 100 ft
above) in altitude alerter
Complete the Landing checklist
down to autopilot/yaw damper
MP-137 1-25
PF PNF
At 1000 ft above MDA
Call: “1000 ft to minimums/
leveloff”
Call: “Checked
At 500 ft above MDA
leveloff”
Call: “Checked
At 200 ft above MDA
leveloff”
Call: “Checked
At 100 ft above MDA
leveloff”
Call: “Checked
At minimum descent altitude (MDA)
Call: “At minimums, time or
remaining distance to go”
Call: “Checked”
At point where PFN sights runway or visual references
Call: “Runway (or visual
references) ________ o’clock
(lead-in lights)”
Call: “Going visual, runway in
sight”
Call: “Autopilot disengaged, yaw
damper off”
1-26 MP-137
PF PNF
Action: Prior to Landing:
Call: “Before Landing checklist
complete”
Call: “50 ft”
After touchdown
Action: Maintain runway
alignment
Action: Spoilers automatically
extend after touchdown. Monitor
the thrust reversers
Call: “Spoilers extended,
TRs deployed”
Call: “Airspeeds during
deceleration” (i.e.: 80, 70, 60 kt)
After clearing the active runway
Call: “After Landing/Clearing
Runway checklist”
Action: Refer to checklist and
complete
Call: “Clearing Runway
MP-137 1-27
PF PNF
NONPRECISION MISSED APPROACH
At MAP and no runway environment in sight

Call: “Minimums, missed
approach”
Call: “Missed approach”
Action: Press the go-around
button. Pitch up to the command
bars. Advance power
Action: Verify the N1 setting for
go-around
Call: “Selecting 8°”
Call: “Indicating 8°
Call: “Positive rate of climb”
Call: “Gear up”
Call: “Gear selected up”
Call: “Gear indicating up”
Missed approach procedures
Action: Announce initial heading
and altitude for missed approach
Clear of obstacles
Call: “VREF + 20 KIAS”
Call: “Selected flaps up
Call: “Indicating flaps up”
1-28 MP-137
PF PNF
Takeoff check”
Action: When at safe altitude and
time permitting, accomplish the
After Takeoff checklist
Takeoff check complete”
Preflight
Prior to passengers arriving, the PIC should brief the SIC on the route to be
flown, altitude, passenger load, any catering requirements, etc. The PIC should
then assign responsibility for tasks to be accomplished to evenly divide the
workload. Normally, one pilot accomplishes the Exterior Preflight checklist
while the other pilot accomplishes the Before Starting Engines checklist.
Along with the exterior preflight, the fueling operation should be monitored to
ensure the proper fuel load is achieved. The pilot accomplishing the Before
Starting Engines checklist should copy the ATIS (if available) and compute the
takeoff data on the Takeoff Data Card. This includes required field length, cen-
ter of gravity, pitch trim setting, and contaminated runway considerations.
Once the information is collected and clearances obtained, the navigation
equipment should be set up. At this time the flight plan, fuel, cargo, and pas-
senger data should be programmed into the FMS.
Starting Engines
The full authority digital electronic control (DEEC) on the PW305A engine
makes starts virtually automatic. The thrust levers are positioned in the IDLE
position for an engine start. Initiate an engine start by placing the left or right
START/GEN switch in the START position and monitoring the appropriate en-
gine indications. For a normal engine start, a light illuminates above the igni-
tion switch and an amber light illuminates below the START/GEN switch.
Unless an abnormality occurs, there is no other input required for engine start.
The green ignition and amber START lights extinguish at the completion of the
start sequence. The respective generator automatically comes online when the
START/GEN switch is moved to the GEN position, unless external power is
connected. If external power is connected, the generators do not come online
until the external power is disconnected or selected offline by the crew.
MP-137 1-29
If external power is used for engine start, it is important to monitor the connec-
tion and disconnection. The following practices are recommended:
- Verify connected external power and that the system is measuring correct
electrical input (Minimum 500 amp maximum 1500 amp for starting)
- Both battery switches in the ON position and verify external power is
being input by selecting the electrical display on the EIS. External power
voltage should be displayed on the EIS electrical display
- After engine start, all these indications should be exactly the same
- When ready for external power disconnect, signal ground crew. Both gen-
erators should come online, indicated by the respective displays on the
EIS electrical display with the amperage load normal, and the respective
GEN annunciator lights extinguished
Pretakeoff
Prior to taking the runway, the PF should conduct a crew takeoff briefing as
outlined in “Holding Short of Runway” on page 1-13.
The importance of crew coordination during takeoff cannot be over empha-

sized. Prior planning is essential to avoid a dangerous state of confusion during
an emergency. Close cooperation is certainly required for an IFR departure
from a high-density traffic area.
Using the full turning capability of the digital nose steering system requires
rudder pedal pressure against a force sensor when the pedal nears full travel.
This should only be used at speeds no faster than a walk. Turns should also be
made at a speed that avoids excessive side loads on the main tires and wheels.
The pressure applied to the brake pedals on the aircraft is amplified by the
power brake valve to control the hydraulic pressure applied to the brakes. Only
slight pedal force is required to initiate braking. Smoothly apply increasing
pressure to the brake pedals until the desired amount of braking is achieved.
The taxi and landing lights, recognition light, strobes, rotating beacons (at
night include navigation lights), and radar should be on for takeoff. Pilots of
other aircraft see the lights long before noticing the aircraft.
Do not transmit radar energy if personnel are within 15 ft (5 m) radially from

the nose of the aircraft or the aircraft is within 100 ft (30 m) of large metallic
objects including aircraft or during refueling. The radar does not transmit in
TST mode or in the standby (SBY) mode. In the SBY mode, both the radar
transmitter and antenna scan are inhibited.
1-30 MP-137
The FD should be setup in the go-around (GA) mode with heading mode se-
lected and altitude pre-select (ASEL) armed. Standard Instrument Departure
(SID) procedures assume a standard rate turn and a 2.5% gross climb gradient
or more if stated or depicted on the SID. Appropriate navigation modes should
be set up at this time. Both pilots should be aware of which pilot is in command
of the AP by verifying the position of the AP couple arrow on the top center of
both PFDs.
Determine which navigation source (FMS or VHF) should be used and set up
both PFDs accordingly. Tune appropriate frequencies, set courses, and select
bearing pointers as desired. Radar and TCAS modes (if installed) should also
be selected.
Before entering the runway environment, the crew should scan the PFDs, an-
nunciator panel and EIS, review displayed information, and ensure CAS mes-
sages are appropriate for the configuration. Set V speeds and preselect altitude.
Initially, the speed bug should be set at V2 + 20. This provides a reference for
flap retraction speed after takeoff. The FD/autopilot modes are annunciated in
the top center portion of the PFDs, either side of a green arrow (AP/FD XFR).
This indicates which FD is being used for autopilot control. Active or captured
modes are annunciated in green immediately to the left and right of the AP/FD
XFR arrow. The lateral modes appear to the left of the AP/FD XFR arrow and
vertical modes appear to the right. The go-around (GA) mode is annunciated
in the vertical mode field. Armed modes are annunciated in white immediately
to the left and right of the active modes.
Select the AP XFR arrow by pressing the XFR button in the center section of
the GC. The FD that the AP XFR arrow is pointing to has authority. For this
reason, incorrect steering commands could occur if the AP XFR arrow is not
pointing to the desired side. This is discussed further in Chapter II, Instrument
Procedures. Two bearing pointers may be selected on the HSI display of the
PFDs. Bearing pointer information is displayed in the bottom left corner of the
PFDs.
The PNF is responsible for several areas of attention and some areas overlap
with the PF. Throughout the takeoff, the PNF monitors the EIS and annunciator
panel. A flaps 20° setting is recommended for takeoff in most cases. Refer to
the AFM for specific flap settings.
Takeoff procedures, such as a standing spoolup versus a rolling takeoff should

be discussed before takeoff. Runway length, runway conditions, and weather
conditions are among the deciding factors. For example, many flight crews use
restricted abort criteria above 90 kt if the runway requirement exceeds 70% of
the available runway, or if the runway conditions are other than dry. Usually
after a 90-kt call by the PNF, the abort is initiated only for loss of directional
MP-137 1-31
control, obvious engine failure, or TR deployment. A fire warning can be in-

cluded, as may other issues, based on circumstances and other department re-
quirements.
Because of the numerous different EIS and annunciator indications that could
be displayed, an added safety feature is the master caution inhibit mode. Dis-
tractions can complicate the critical phases of flight, mostly takeoff. For this
reason, select inhibit to prevent master warning caution until the takeoff is
completed. This mode also prevents the master CAUT light from activation
should an amber annunciator illuminate (see Chapter III for more details).
Takeoff from a standing start must be accomplished when the computed take-
off distance is at or near actual runway length. Hold the brakes as thrust is ad-
vanced to the takeoff detent and takeoff power is achieved, and then release the
brakes smoothly. Only by using this procedure can computed takeoff and climb
performance figures be met.
A rolling takeoff may be accomplished when actual runway length is at least

300 ft longer than computed takeoff distance and obstacle clearance is not a
factor. As the aircraft is aligned on the runway, advance the thrust levers
smoothly to the takeoff detent.
To standardize normal operations, unless the PF requests otherwise, the PNF

should set the NAV aids for the departure.The PNF should setup the departure
on the FMS to have a visual picture (PPOS MAP or PLAN MAP) of the route
on the PFD/MFD. All altitude changes should be set on the altitude preselect
prior to acknowledging the changes on the radio. This enables smoother climbs
and descents if using the autopilot or FD. STARS should be setup on the nav-
igation equipment prior to beginning the letdown and then can be programmed
into the FMS. This should be done above 10,000 ft. Below 10,000 ft, maintain
a visual scan.
Takeoff Procedures
Takeoff procedures are straightforward. See “Takeoff Procedures–Standing/

Rolling Start” (Fig. 1 - 1). Check the EIS and annunciator panel and ensure all
annunciations are appropriate. Also, check PFD for boxed items indicating in-
operative instrument or avionics. An improper airplane configuration for take-
off results in a “Configuration” aural warning. The following items give an
aural “Configuration” warning, red master WARN light, and appropriate CAS
messages and red boxed items:
- Spoilers deployed
- Flaps other than 8° or 20°
1-32 MP-137
- Trim (elevator, aileron, or rudder) out of takeoff range

- Pitch trim not in takeoff range
- Thrust reversers not stowed
- Parking brake handle not fully in
- Parking brake light burned out
When cleared for takeoff, the PNF should call, “Runway Lineup checklist
complete; cleared for takeoff.” The PF smoothly advances thrust levers to the
takeoff (T/O) detent and tracks the runway centerline. The PNF confirms take-
off power is selected and calls, “Takeoff power achieved” when N1 values
match computed N1. At V1 speed, the PNF calls, “V1.” The PF releases the
thrust levers and puts both hands on the control wheel. At VR the PNF calls,
“Rotate.” Under normal circumstances with two engines running, the PF ro-
tates the aircraft at 3 to 5° per second to 12 to 15° noseup pitch attitude. This
pitch attitude should be adjusted to maintain a desired speed of 200 KIAS or
less until clear of the respective airspace speed restrictions. If obstacle clear-
ance is required, V2 is recommended until clear. This pitch attitude is above
the attitude preset for the FD go-around mode (the attitude pre-set for the FD
go-around mode approximates the single-engine V2 climb attitude at maxi-
mum gross weight, high elevation, and hot temperature). If desired, synchro-
nize the command bars by depressing the touch control steering (SYNC)
button on the control wheel (ensure a lateral mode is selected prior to depress-
ing the SYNC button). The PNF compares attitude indicators at this time.
MP-137 1-33
Clear of obstacles
1-34
Approaching 200 KIAS • “AFTER TAKEOFF
Normal Takeoff • Reduce thrust to CHECKLIST”
remain below • Set maximum continuous climb power
Standing or Rolling 200 KIAS in airport and accelerate airplane to 250 KIAS
traffic area
Class D airspace
Rolling takeoff
• Add 300 ft to scheduled takeoff field length
Minimum 400 ft AGL “AFTER TAKEOFF
• “FLAPS UP, CHECKLIST COMPLETE”
Before takeoff
• Hold brakes and advance power to takeoff detent YAW DAMPER
• Set takeoff power ENGAGED"
• Release brakes (if desired)
• On rolling takeoff – no brakes
VR
• Rotate airplane to
takeoff attitude 12 to 15°
Recommended Procedures/Techniques
“CROSS-CHECKED”
“GEAR UP” • “FLAP SELECTED UP, INDICATING UP”

• “YAW DAMPER”
V1
Figure 1 - 1
• Release “V2 + 20 KT”
thrust (V2 + 20 kt minimum)
levers
• “GEAR SELECTED UP”
• “INDICATING UP”
“POSITIVE RATE”
(when a positive rate of climb is established)
“V1”
Takeoff Procedures–Standing/Rolling Start

“ROTATE”
“RUNWAY “90-KT CROSS-CHECK”

LINEUP
CHECKLIST”
• Check N1 bugs match
• “TAKEOFF POWER ACHIEVED”
• “APR – ARMED” PF
• “LINEUP CHECKLIST COMPLETE” PNF
MP-137
Learjet 60XR
L60XR_SOP_001
“ ” CALL RESPONSE
To assist altitude and airspeed transitions, the PFDs feature trend vectors. A
magenta line appears, emanating from the blue airspeed pointer, just inboard
of the airspeed tape. The airspeed trend vector indicates the airspeed value 10
seconds into the future, if the current acceleration schedule is maintained.
Rather than diverting attention from the PFD to the EIS, power and pitch
changes can be made by referencing the magenta trend vector. As the trend
vector approaches 180 kt, smoothly adjust the thrust levers until the end of the
trend vector is near the desired speed. Once the desired speed is achieved dur-
ing climb or descent, the speed mode on the FGP may be selected. Include the
top center of the PFD in the instrument scan to assure the appropriate AP
modes are being annunciated.
When a positive rate of climb is achieved, the PNF calls, “Positive rate.” The
PF calls, “Gear up.” The PNF moves the gear handle to the up position and
monitors the gear lights while the gear is retracting. After the gear is indicating
UP, the PF calls for flaps up at V2 + 20 and a minimum of 400 ft AGL, or as
required prior to VFE. The PNF positions the flap handle to the 0° position and
monitors the flap indicator for the correct setting. The PF calls “Yaw Damper
(YD) engage,” and the PNF depresses the YD button (Refer to AFM Limita-
tions for operation of Yaw Damper and Rudder Boost). After contacting depar-
ture control, the PF calls for the After Takeoff checklist. The PNF should then
complete the After Takeoff checklist and announce, “After Takeoff checklist
complete.” After clearing the respective airspace airspeed restrictions, set the
thrust levers to maximum continuous thrust (MCT) and select the desired
climb schedule or technique.
Climb and Cruise Procedures
The PNF announces all assigned altitudes and sets them in the altitude prese-
lect window. The PNF also calls out 1000 ft above or below all assigned alti-
tudes and any altitude restrictions. For example, “Through 9000 ft, climbing to
10,000 ft,” or “Through FL 400, climbing to FL 410.” The PNF also announces
other significant altitudes, such as, “Transition altitude” or “Through 18,000
ft, Transition Altitude checklist.” Passing through 10,000 ft, the Climb check-
list should be completed. This is also a reminder for those operators who sub-
scribe to a sterile cockpit (no distractions or extraneous conversations) below
10,000 ft, to secure from sterile cockpit procedures. Since the aircraft can
climb to altitudes in excess of FL 410 in a very short time, it is recommended
the crew check the pressurization system (pressure differential vs. cabin alti-
tude) at each 10,000-ft interval throughout the climb.
If there is an intermediate leveloff altitude and/or fuel or range is a consider-

ation, then reduce the power to the appropriate power/fuel flow required until
cleared to a higher altitude. Upon reaching assigned cruise altitude, allow the
MP-137 1-35
aircraft to accelerate to the desired cruise Mach and set power as necessary to
maintain the desired speed. The airspeed trend vector is again a useful indica-
tor for setting power.
The turbulent air penetration speed is Mach 0.73 or 250 KIAS, whichever is
less. At cruise altitude, the speed buffer between this speed and upper (MMO
0.81 Mach) and lower (VSO) speed cues gives a very comfortable margin. If
turbulent air is anticipated or encountered inadvertently in cruise flight, 0.73
Mach should be maintained.
When balancing fuel from wing to wing, one technique to use is the alarm fea-
ture of the Dautron clock as a reminder to prevent an imbalance from occurring
to the opposite side. The Cruise checklist should be completed when the final
cruising altitude is reached.
Descent Procedures
For normal planning purposes, the aircraft should be down to 10,000 ft

30 miles from the airport. The VNAV function in the FMS is a useful tool for
planning a descent (see Chapter IV).
To make a smooth descent, reduce the thrust smoothly and allow the aircraft to
decelerate to Mach .74 to .76, then lower the nose to achieve the desired rate
of descent and airspeed. Again the airspeed trend vector is an excellent tool to
aid in determining power and pitch requirements. If the airspeed trend vector
is increasing, reduce power and/or nosedown pitch to prevent overspeed and
to maintain the desired rate of descent. If it is necessary to meet crossing re-
strictions, use the spoilers to assist in the descent. When using spoilers, use the
hands-on method with the spoiler lever, so as not to forget to stow them prior
to any throttle movement out of the idle position. A SPOILER EXTENDED
CAS message is posted when the spoilers are deployed.
When the descent is initiated, the PF calls for the “Descent checklist.” The
PNF accomplishes the Descent checklist, as directed by the PF, and makes the
appropriate altitude callouts. However, as with any other checklist, should the
PF fail to call for the appropriate checklist, the PNF should prompt the PF by
calling, “Standing by with the ----- checklist.”
Approach Planning and Briefing
Approach planning and briefing should be accomplished during cruise or ini-

tial descent, if possible, or at the latest when called for in the Approach check-
list. Review of hazardous terrain, minimum enroute altitudes (MEAs), and
minimum sector altitudes (MSAs) should be accomplished. Complete and re-
1-36 MP-137
view performance data to include VREF/VAPP speeds and landing distance.

During the early part of the descent, the PNF should obtain destination weath-
er.
The PF normally assumes ATC communications during this period. After

checking the weather, the destination weather should be briefed, along with the
expected approach and any other significant information. At this point, the
type of approach can be selected.
The PF normally transfers aircraft control to the PNF during the approach
briefing. If the PNF has control of the aircraft during the briefing, the PNF may
transfer the autopilot to that side by depressing the AP XFR button. Once the
briefing is complete, both pilots must ensure the AP XFR arrow is pointing to
the appropriate side. In addition to the above items, the following should also
be addressed in the approach briefing:
- Approach to be flown and backup approach, if available

- Special procedures during the approach, such as circling approach, inter-
ception of a radial from an arc, VDP, etc.
- Altitudes of IAF, FAF, step-downs, sector altitudes, and obstacles
- Minimums (DH, MDA), HAT, HAA, and radio altimeter setting
- Magenta RA and BARO numbers set in the PFDs
- Missed approach point, procedures, and timing to MAP/VDP
- NAV aid setup desired and confirmation that AP/FD XFR arrow is point-
ing to the side from which the approach is flown
- Anti-icing requirements
- Specific PNF duties and callouts
- Procedure for transitioning to visual flight
- Request for, “Any questions?” directed to the other pilot
The remainder of this section assumes and describes a visual approach. For
further discussion of Instrument Approach Procedures, refer to Chapter 2.
The PF should initiate the Transition and Approach checklists when descend-
ing out of FL 180 or when within 50 miles of the destination airport. The
checklist is accomplished so as not to interfere with the visual scan for traffic.
Configuration changes during the approach should be accomplished using the
same crew coordination techniques used after takeoff. The PF calls for a con-
figuration change, and the PNF acknowledges the change, selects the switch
position, monitors, and reports when the configuration is in the selected posi-
tion. The Approach checklist is completed and the airplane slowed to 200 kt or
less and configured to flaps 8° when entering the terminal airspace.
MP-137 1-37
Approximately seven miles from the runway, the PF should slow the airplane
to VREF + 20 and then call, “Flaps 20°, gear down, Before Landing checklist.”
The PNF completes the Before Landing checklist down to flaps 40°. Both crew
members should verify the gear down indications and check hydraulic system
pressure. Within five miles from the runway for a straight-in two-engine ap-
proach, the PF slows the airplane to VREF + 10 then calls for flaps 40° and be-
gins a descent and slows to VREF. The PNF also confirms the communication
and navigation radios are set properly, checks the flight instruments, airspeed
bugs, preselect altitude display, and displays on both PFDs. The PNF subse-
quently reports “Before Landing checklist complete, no boxed items,” and re-
peats the last ATC clearance. While in the terminal airspace, a vigilant visual
scan should be maintained by both crewmembers. During the approach, the
PNF should also make airspeed and vertical speed calls as requested by the PF.
Normal Approach for Landing
All aircraft performance numbers for approach and landing are based on a 3°
glideslope. The last mile (at least) of the final approach should approximate an
ILS glideslope with a rate of descent of approximately 700 to 800 fpm. A wide-
ly recognized rule for computing an acceptable sink rate is (KIAS x 10)/2
equals sink rate in feet per minute (i.e., add a zero to the end of the airspeed
value and divide by 2):
130 kt × 10- = 650
--------------------------
2
At idle or low thrust in a high-rate descent (steep glideslopes), the airplane ro-
tates when flared but the rate of descent does not change appreciably.
Maintaining VREF on final approach is important to obtain the calculated land-

ing distances. Each knot over the calculated VREF can cause excessive runway
usage. Flying the final approach slower than VREF causes extremely hard and/
or premature touchdowns.
The previously mentioned practices are for an optimal approach to landing. If

operating in a busy terminal airspace, the speeds and procedures should be ad-
justed accordingly.
Landing
See “Normal VFR Landing Pattern” (Fig. 1 - 2). In a VREF landing configura-
tion, the aircraft is in a near landing attitude. Constantly trim pitch to neutral
and maintain VREF until within a few feet of the runway. Then reduce thrust
smoothly to idle and raise the nose very slightly from the attitude maintained
on final approach. With aft mounted engines, the nose tends to rise as thrust is
1-38 MP-137
reduced and very little back pressure is required. Maintain attitude and allow
the aircraft to fly onto the runway surface. During this slight flare, do not con-
tinue to raise the nose as the airspeed decreases (known as holding it off) or the
aircraft will float and the calculated performance numbers will not be obtained.
Short field approaches and landings should also be made at VREF. Do not at-
tempt to grease it on or flare as much as normal landing. The wheel brakes are
the primary means of stopping the aircraft and help achieve the calculated
landing distance. Brakes are useless until the tires are firmly on the runway
surface.
Upon touchdown, the spoilers deploy automatically, if armed. The PNF should
verify and call, “Spoilers Deployed.” Lower the nosewheel smoothly to the
runway, apply braking as necessary, and deploy TRs. To achieve maximum
braking, do not pump the brakes. Use a smooth application, steadily increasing
pressure on the brake pedals until the airplane decelerates at an appropriate
rate. Use sufficient braking action early in the landing roll, while keeping pas-
senger comfort in mind. Ensuring the nosewheel is on the ground, hold the
control column aft until maximum braking is no longer necessary. This proce-
dure increases braking effectiveness, however, caution should be used to en-
sure nosewheel is on the ground so as not to lose effective directional control.
MP-137 1-39
1-40
Normal VFR Landing
Two Engines
Entry leg
• Gear up
• Flaps up
• Airspeed VREF + 40 kt
• Continue Approach checklist • Flaps 40°
• Airspeed VREF
Figure 1 - 2
• Flaps 8°
Normal VFR Landing Pattern

• Flaps 20°
• Gear down
• Before Landing checklist
• Complete to flaps 40°
PF
PNF
MP-137
L60XR_SOP_036
Learjet 60XR
After the nosewheel is on the ground, apply brakes. When the ARM (green)
annunciator appears on the EIS display, raise the thrust reverser (TR) levers to
the REVERSE IDLE/DEPLOY position. Until the white DEP is displayed on
the EIS display, a hard stop is provided by the thrust reverser lever balk sole-
noid. If excess aft pressure is applied to the reverser levers, the balk solenoids
may not release, preventing power above reverse idle. The amber UNL illumi-
nates when the TRs unlock, then extinguish as the white DEP indication illu-
minates on the EIS display. If the TR levers are pulled up short of the
REVERSE IDLE/DEPLOY position, the reversers may not deploy. The PNF
should recognize this situation and call, “No deploy indication.” When the
PNF calls, “Two Deployed,” smoothly pull the TR levers to the desired reverse
thrust. If the TR levers remain in the maximum reverse thrust position, the en-
gines begin to roll back as the aircraft decelerates. At 50 KIAS, smoothly and
deliberately return the TR levers to the REVERSE IDLE/DEPLOY position.
Use brakes and rudder as necessary for directional control. Move the TR levers
to the STOW position when desired. The PNF should confirm the DEP indica-
tion has extinguished and the reversers are stowed. Refer to the AFM limita-
tions for operation of the thrust reversers. After clearing the runway, proceed
with normal after landing procedures.
CROSSWIND LANDING
Crosswind landings are similar to those in other aircraft. Adequate aircraft

control during takeoff and landing in a crosswind velocity of 29 kt (measured
at a 10-m height) was demonstrated during certification tests. Use the crab ap-
proach, then transition to a wing low, slipped drift correction prior to touch-
down. Hold the upwind aileron into the wind through touchdown and track the
centerline on the rollout. The spoilers deploy automatically (if armed), de-
stroying lift, and making the brakes more effective. In extreme crosswind con-
ditions, an airspeed slightly higher than VREF is warranted. As a general rule,
an increase of one-half the gust factor up to 15 kt over VREF may be appropri-
ate on final approach. Do not allow the aircraft to float with power off prior to
touchdown. Fly the aircraft to touchdown with little to no flare. Upon touch-
down, keep the aircraft on the surface. As the spoilers deploy automatically,
follow through the landing roll with roll control into the wind.
SLIPPERY SURFACES
Landing on a slippery surface requires careful consideration of many factors,

such as type of runway surface, approach hazards, temperature, ice, water,
snow, and other crosswind scenarios. Normally, thrust reverser operation helps
achieve the computed stopping distance with a greater margin of safety. Wet
and contaminated runway data is published in the AFM and addenda.
MP-137 1-41
ONE ENGINE INOPERATIVE LANDING
With one engine inoperative, TRs may not be as effective on a contaminated

runway as on a dry runway. Full single-engine reverse is fine on a dry runway,
from a directional control standpoint. However, do not attempt high power sin-
gle-engine reverse on slippery runways. Differential reversing on a slippery
runway may not yield satisfactory performance. Be prepared to stow thrust re-
versers immediately if the airplane begins to slide sideways.
HYDROPLANING
If there is a possibility of hydroplaning, use reverse thrust to slow below hy-

droplaning speed. When the aircraft has decelerated to less than hydroplaning
speed, apply maximum braking, allowing the anti-skid system to provide max-
imum effective braking, and maintain directional control with nosewheel
steering. Do not modulate/plump the brakes. Doing so reduces the effectivity
of the anti-skid system. Hydroplaning speed is approximately 131 kt for accel-
erating aircraft (nine times the square root of tire pressure) and 116 kt for a de-
celerating aircraft (eight times the square root of tire pressure). The main gear
tire pressure should be serviced to 214 to 219 psi and the nosegear tire pressure
should be serviced to 109 to 114 psi.
1-42 MP-137
Go-Around
See “Go-Around–Two Engines” (Fig. 1 - 3) and “Go-Around–Single Engine”

(Fig. 1 - 4). If a go-around is necessary, the PF calls, “Going around.” At this
point, selecting FD go-around mode on the left throttle repositions the com-
mand bars to 9° noseup and disengages the autopilot. Set power to the takeoff
detent and initiate a climb. The pitch attitude may have to increase to more than
9° to retain VAPP. The PF calls for flaps 8° and gear up (after a positive rate of
climb is established). The PF climbs at VAPP and checks spoilers retracted.
The PNF sets or confirm flaps 8°, calls out the direction of turn, if one is re-
quired, and the missed approach heading and altitude. The PNF also notifies
ATC of the missed approach. The Go-Around checklist is accomplished fol-
lowing a go-around.
MP-137 1-43
1-44
Balked Landing and Go-Around, Missed Approach
Two Engines
Fly published missed approach
airspeed 180 kt or as directed
NOTE: “GO-AROUND
Selecting flight director go-around mode CHECKLIST”
disengages the autopilot and provides a
9° noseup pitch command and heading Clear of
at the time of selection obstacles
Maintain
runway
“GOING AROUND” heading
• Press go-around button on
the left throttle
• Autopilot – disengage
• Increase pitch to 9° “FLAPS UP”

• Thrust as required
• Airspeed minimum
above VREF (green line)
Figure 1 - 3
• “FLAPS 8°”
“GEAR UP”
Go-Around–Two Engines
“VREF + 20”
and clear of obstacles
“POSITIVE RATE”
“SELECTING
FLAPS 8°”
Indicating flaps 8°
PF
PNF
MP-137
Learjet 60XR
L60XR_SOP_021
MP-137
Balked Landing and Go-Around, Missed Approach
Single Engine Fly published missed
approach, then request
instructions from ATC
Learjet 60XR
“FLAPS UP”
NOTE: Climb at 180 kt
Selecting flight director go-around mode or as directed
disengages the autopilot and provides a “GO-AROUND
9° noseup pitch command and heading Maintain V2 until CHECKLIST”
at the time of selection. 1500 AGL and clear
of obstacles
“GOING AROUND”
• Press go-around button on
the left throttle
• Autopilot - disengage
• Increase pitch to 9°
• Thrust as required
• Airspeed minimum
above VREF (green line)
“FLAPS 8°” “GEAR UP”
(pitch up to Level at 1500 ft
maintain V2 speed) Accelerate to V2 + 20
Figure 1 - 4
“V2 + 20”
Go-Around–Single Engine
“POSITIVE RATE”
(when positive rate of climb established)
“SELECTING
FLAPS 8°”
Indicating flaps 8°
PF
PNF
1-45
L60XR_SOP_033
Touch-and-Go Landings
Touch-and-go landings in conjunction with practicing abnormal procedures

are not recommended. Full stop landings with a simulated inoperative engine
are much safer. Simulated engine cuts during a touch-and-go landing can be
hazardous in any aircraft. The PF may become confused concerning aborting
or continuing the takeoff. These combinations are not recommended. An ex-
ception to the above rule is a flaps 0° landing. In this case, a rejected landing
at 35 ft AGL with landing assured is appropriate.
All touch-and-go landings should be preplanned and cockpit procedures

should be established (Fig. 1 - 5). The PIC thoroughly briefs all aspects of the
touch-and-go landing. Both crewmembers ensure the runway length is suffi-
cient for touch-and-go maneuvers. Compute V1, VR, V2, and required landing
distance. These numbers do not vary much with succeeding touch-and-go
landings. V1 is difficult to positively call on every touch-and-go landing. Gen-
erally, VR is reached at approximately the same time (or very shortly after)
takeoff thrust is established. At weights above 18,000 lb, VREF is slightly
above VR and approximately 4 to 12 kt below V2. Ensure the autospoilers are
NOT armed for touch-and-go landings and do not use thrust reversers. It is rec-
ommended that APR not be armed during touch-and-go landings.
After touchdown, the PF performs the following:
- Lower the nosewheel to the surface

- Keep the airplane heading straight down the runway
- Keep the thrust levers in idle and do not rush the touch and go landing
- When the PNF calls “Go,” advance the thrust levers smartly and deliber-
ately to the T/O detent
- When the PNF calls “Rotate,” rotate to no less than 9° noseup
- When a positive rate of climb is established call, “Gear up”
After touchdown, the PNF performs the following:
- Set wing flaps for takeoff while calling, “Resetting Flaps” (20° is recom-
mended for touch-and-go landings)
- Check elevator trim setting in the takeoff band (5.3 to 8.7 NU) (during a
normal approach and landing the pitch trim should be very close to the
takeoff band)
- Check EIS and annunciator panel (silent check)
- Call, “Go”
- Call, “Set takeoff power”
1-46 MP-137
Touch-and-Go Landing
MP-137
NOTE:
During touch-and-go
Learjet 60XR
landings, do not
arm spoilers
Remaining in
traffic path Reduce power
Entry leg 160 kt
“FLAPS UP”
• Clean, 180 kt
• “APPROACH CHECKLIST”
“GEAR UP”
Downwind leg
• “FLAPS 8°” Pitch
• VREF 160 kt airplane Ensure power
attained
Midfield VREF + 20
1500 ft AGL • “FLAPS 20°, Lower nose
GEAR DOWN, to surface Final approach
Positive • Stabilize VREF prior to 50 ft
BEFORE-LANDING rate
CHECKLIST”
Rotate
Figure 1 - 5
Entry • “SELECTED 50 ft
• Clean, 180 kt or below FLAPS 8°”
• “APPROACH CHECKLIST • “INDICATING “FLAPS DOWN”
Touch-and-Go Landing
COMPLETE” FLAPS 8°” VREF +10°
After landing
• Reset flaps 20°
• Reset elevator trim to takeoff
• Check EICAS
Speed check • Power set
Selected for indicating flaps down
Abeam touchdown zone
• “SPEED CHECK”
• “SELECTED FLAPS 20°” PF
• “INDICATING FLAPS 20°” PNF
L60XR_SOP_015
• “HOLDING AT FLAPS DOWN” “ ” CALL RESPONSE
1-47
- Check thrust levers in the T/O detent

- Call, “Rotate”
After liftoff, the PF calls, “Gear up and Flaps 8°.” It is recommend to leave the
flaps set at 8° for transition to downwind. Reduce thrust to avoid an extremely
nose-high attitude and high rate of climb. Use the trend vector as a helpful tool.
Enter the downwind leg at approximately 160 KIAS. Complete the After Take-
off, Approach, and Before Landing checklists.
After Landing and Clearing Runway
After clearing the runway, the After Landing/Clearing Runway checklist is ini-
tiated. The engines should idle for at least one minute prior to shutdown. Upon
shutting down an engine, the master CAUT lights flash, and new annunciators
appear. Confirm all indications are appropriate for the configuration before
canceling the flashing master CAUT lights. Monitor hydraulic pressure when
taxiing to the ramp area. If the hydraulic pump fails on the operating engine,
the Emergency/Parking Brake should be used to stop the aircraft.
Before shutting down an engine while taxiing to the parking area, some factors
need to be considered. The runway and taxiway may be clear of ice, snow or
slush, but the parking area might still be contaminated. Do not shutdown an en-
gine until the condition of the parking area is known. With one engine operat-
ing on a slippery surface, the aircraft may turn in one direction easily and be
difficult to taxi straight. If this situation is encountered, consider shutting down
completely and towing the aircraft or restarting the other engine and resuming
taxiing.
Chock the main gear when the aircraft is parked. If strong winds are expected,
all wheels should be chocked. Install the control lock, even for short periods.
High winds may suddenly develop or jetblast/helicopter rotorwash may dam-
age the controls. If a control lock is not available, buckle the seat belts around
the controls. If the seat belt is used, set the stabilizer to nose down and install
a tail stand, if one is available. Before securing the aircraft, ensure all hot bus
items are off, particularly the emergency, baggage, and entrance lights. Set all
switches to off, remove all power from the airplane, and close the access doors.
1-48 MP-137
CHAPTER 2
This section focuses on operations with the Learjet 60XR aircraft in instrument
conditions. More specifically, precision, nonprecision, circling approach pro-
cedures and techniques are reviewed. Procedure turns, missed approach, and
holding procedures are also discussed.
Instrument Approach Considerations
Several factors must be considered prior to commencing an approach. In addi-

tion to basic knowledge required for a flight (departure and destination weath-
er, airport information, runway conditions, NOTAMS, etc.), the crew must
also have a thorough understanding of the aircraft. More specifically, the crew
should know what resources are available in the aircraft avionics package and
how to effectively use them. The enroute and initial descent phases of flight
are where flight crews should prepare, brief, and make decisions on what in-
strument approach procedures to execute. Study the respective approaches and
procedures carefully.
Published approaches for Category C aircraft have a height above touchdown

(HAT) in excess of 600 ft requiring only one mile of visibility. For example, in
moderate or heavy rain there would be much less than a mile before the runway
is seen if the aircraft is much higher than it should be (approximately 300 ft)
to make a normal landing with normal maneuvers. Additionally, consider a
normal straight-in approach with 600 ft HAT and 1 mi visibility required. If the
approach speed is 135 KIAS the aircraft is moving along at 2.25 NM per
minute. Optimally, the runway comes into sight 1.5 NM out, requiring an av-
erage descent rate of 1000 fpm to make the touchdown point. Any delay in es-
tablishing visual contact and/or starting a descent worsens the problem. If the
aircraft is not in a position to make a normal descent to landing, execute a
missed approach or visual pattern, if possible. Consider going to the filed al-
ternate.
MP-137 2-1
The visibility reporting system can sometimes work against the crew. If the
visibility is reported as 1 mile, it is 1 statute mile which equates to 0.87 NM.
This is enough of a difference to increase the descent required for the approach
to more than 1100 fpm. If the ceiling and visibility is less than published min-
imums, the approach should not be attempted.
In different conditions, it may be advantageous to plan a circling approach. If

so, ensure published circling approach minimums are being reported. Refer to
the Airman’s Information Manual (AIM) for visibility and radius distance min-
imums for Category D aircraft. If the airplane is to remain within this radius,
precise airspeed and bank control are essential. Lower airspeeds result in a de-
creased turn radius. It is also easy to lose sight of the airport if circling ap-
proach speed is too high or bank is too shallow. Circling approaches are
discussed later in this section.
After evaluating all the weather factors, flight crews may find the destination
approach situation to be marginal. If so, seriously consider proceeding to a
suitable alternate before descending out of the high altitude structure.
When descending out of 18,000 ft or when within 50 NM of the terminal area

for landing, call for and complete the Descent and Approach checklists. Com-
pute VREF and VAPP and set the airspeed bug to help anticipate approach
speeds. Slow the aircraft early to avoid requiring rapid configuration changes
and increasing the risk of falling behind the aircraft.
For perspective, if 10 NM is flown at 250 kt ground speed, it takes 2 minutes

and 24 seconds to cover the distance. If 10 NM is flown at 200 kt ground speed,
it takes 3 minutes to cover. If the ground speed is 150 kt, it takes 4 minutes.
Note how many miles are allowed for each published procedure turn. Two hun-
dred knots keep the aircraft within 10 NM provided the wind is calm, the tim-
ing outbound is no more than 60 seconds, and a 30° bank is promptly initiated
for 180° turns. In this case, the aircraft flies approximately 8 NM at the further-
most point in the procedure turn.
At major airports with busy terminal environments with a lot of airline traffic,
flying a final approach at VREF (unless minimum conditions exist or instructed
to do so by ATC) would be unrealistic. The aircraft offers flexibility to change
speeds and configurations easily. However this manual makes recommenda-
tions on how to fly the aircraft in optimal speeds and configurations and/or in-
strument approach procedures for the lowest published instrument conditions
combined with a short runway.
Fly the aircraft at minimum maneuvering speeds for each approach and land-
ing configuration. Flying the recommended minimum maneuvering speeds al-
2-2 MP-137
lows more time to plan ahead. Course intercepts are smoother and cleaner.
Crews also have more time on final approach, allowing slower descents and
enabling the aircraft to remain within the confines of circling approach areas.
Recommended maneuvering speeds are shown in Table 2-1:
Table 2-1: Recommended Maneuvering Speed
Flap Setting Airspeed
Flaps 0° VREF + 40 kt
Additional Instrument Systems
Additional instrument systems, such as a radio altimeter and an altitude alerter,

are navigational safety devices installed on the aircraft. These systems contrib-
ute to a safe instrument approach if used properly. However, becoming so in-
volved in setting and resetting these devices compromises safety. The
following is a brief review of some of these aids:
- RA/BARO Minimums Bezel - Before executing an instrument approach,

set the MDA or DA on the BARO of the PF’s PFD. The HAT should be
set on the RA of the PNF’s PFD
- Altitude Select Knob - Before takeoff, the initial leveloff altitude should
be set. When climbing or descending, the altitude preselect should be set
to the next leveloff altitude. Once established on the final approach fix
(FAF) inbound, the missed approach altitude should be set in the altitude
preselect, unless there are stepdown altitudes inside the FAF. Generally,
since the PNF accomplishes the radio communications, the PNF also has
responsibility for resetting the ASEL knob. Whether the ASEL knob is a
function of the PF or the PNF is up to the crew, as long as it is clear who
is responsible so that an altitude assignment is not missed
- Navigation Radios - Navigation and communication radios should be
assigned to one crewmember. Ensure there is an understanding as to who
changes and identifies frequencies, as well as who sets the approach head-
ings. Neither pilot should change a navigation or communication
frequency or bearing without informing the other pilot of their intentions
MP-137 2-3
Holding
Whether holding is accomplished enroute for ATC delays or as part of an ap-

proach procedure, the techniques are similar. If holding takes place in the en-
route phase of the flight, we recommend holding speeds in compliance with the
AIM (Table 2-2).
When holding as part of an instrument approach (Fig. 2 - 1), we recommend

holding at speeds published in the pilots manual. In icing conditions, the crew
should consider higher holding speeds and higher power settings. Slow the air-
craft to holding speed within three minutes prior to reaching the holding fix.
Do not hold in icing conditions with the flaps down. The initial outbound leg
should be flown for 1 minute, or 1.5 minutes, whichever is appropriate for al-
titude. Timing of subsequent outbound legs should be adjusted as necessary to
achieve proper inbound leg time (Table 2-3).
If the holding procedure is used as a procedure turn for an instrument ap-

proach, start slowing the aircraft 3 minutes prior to the IAF to arrive over the
IAF at 180 KIAS and flaps 8°. When crossing the IAF, initiate the holding pro-
cedure, start timing when abeam the IAF, start descent to procedure turn alti-
tude (if cleared), and maintain 180 KIAS. At 60 seconds, turn back toward the
inbound course and intercept the course inbound. When on course inbound,
follow the same procedures as stated in the applicable precision or nonpreci-
sion approach procedures.
Table 2-2: Maximum Holding Airspeeds
Civil Turbojet Maximum Airspeed
6000 ft or below 200 KIAS

6000 ft – 14,000 ft 230 KIAS
Above 14,000 ft 265 KIAS
Table 2-3: Holding—Inbound Leg Timing
At or Below 14,000 ft MSL Above 14,000 ft MSL
1 minute 1.5 minutes
2-4 MP-137
MP-137
Holding Pattern
Entries – Review
Learjet 60XR
Nonstandard Standard
(left turns) (right turns)
T T
P P
70° 110°
110° 70°
D D
180° 180°
Figure 2 - 1
Entries–Holding Pattern
To Determine Entry:
1. Set heading cursor to outbound heading
of holding pattern
2. Cursor location determines entry
• T – Teardrop entry
• P – Parallel entry
• D – Direct entry
APPROACHING HOLDING FIX
2-5
L60_SOP_034
Precision Approach
If possible, the aircraft should be slowed to 180 KIAS within 10 NM of the out-
er marker (Fig. 2 - 2). Within 3 to 5 miles of the outer marker, the PF slows the
airplane to VREF + 20 and calls “Flaps 20°, gear down, Before Landing check-
list.” The PNF completes the Before Landing checklist to the flaps 40° item.
Just prior to glideslope intercept (approximately one dot), for a two-engine ap-
proach, the PF calls for flaps 40°, slows the airplane to VREF, and begins a de-
scent at the glideslope intercept. The PNF also confirms the COM/NAV radios
are set properly, checks the flight instruments, airspeed bugs, preselect altitude
display, BARO (DA - displayed on the PF’s PFD), and RA (DH - displayed on
the PNF’s PFD). The PNF then reports “Before Landing checklist complete,
no boxed items,” and repeats the last ATC clearance. After passing the outer
marker, the PNF begins looking for visual references outside the airplane. The
PNF also monitors the instruments and calls out significant deviations such as
one dot or more deflection on the localizer or glideslope and/or airspeed vari-
ations greater than ±5 kt of VREF. If the PF does not respond to the callout, the
PNF repeats the deviation. If the PF does not respond to the second callout, the
PNF must assume the PF is incapacitated and assume control of the airplane.
The PNF makes altitude callouts at 1000, 500, 200, and 100 ft above DA. The
PNF reports any visual contact with the ground or when the runway environ-
ment is in sight. Approaching minimums or missed approach point, the PF
continues cross-checking outside the aircraft for visual references. When sat-
isfied visual references are adequate for landing, the PF announces, “Going vi-
sual,” or “Going outside.” At this point, the PNF transfers attention inside the
airplane, while cross-checking outside, and calls airspeeds, descent rates, and
altitudes. The purpose is to verbally provide the PF, the same information as if
still flying instruments. A missed approach should be initiated at the missed
approach point, if necessary.
2-6 MP-137
MP-137
Precision Approach
Two Engines Approaching initial approach fix (IAF) for procedure turn
• Gear and flaps up
Learjet 60XR
• Airspeed VREF + 30 kt (minimum), approximately 180 kt

5 NM
“FLAPS 20°, GEAR DOWN,
FAF One dot prior to BEFORE LANDING CHECKLIST”
glideslope capture
“FLAPS DOWN”
Vector to final
• “APPROACH CHECKLIST” “SPEED When cleared for
• Airspeed 180 kt CHECKS, approach
Figure 2 - 2
• “FLAPS 8°” if desired SELECTED • Arm APPR mode
FLAPS DOWN, 5 NM • Check missed
approach altitude
Precision Approach
INDICATING
FLAPS DOWN”
Completed Speed checks
approach • Selected flaps 20°
briefing • Indicating flaps 20°
“BEFORE • Gear selected down
LANDING • Gear indicating down
CHECKLIST
• Speed checks COMPLETE”
• Selected flaps 8°
• Indicating flaps 8° 8-10 NM
“APPROACH
PF
CHECKLIST COMPLETE”
PNF
2-7
Nonprecision Approach
If the weather is close to or at published minimums, it is sometimes impractical

or impossible to complete a nonprecision approach successfully. This is due to
the mathematical relationship of the minimum descent altitude (MDA) versus
the minimum visibility combined with the approach speed (Fig. 2 - 3 and
Fig. 2 - 4).
These items occasionally combine to require an intolerable descent for land-

ing. To continue the approach to landing after arrival at MDA, the runway en-
vironment must be in sight and the aircraft must be in a position from which a
normal landing can be accomplished. A 3° approach calls for being at approx-
imately 300 ft AGL for each mile from the runway.
For nonprecision approaches with no published visual descent point (VDP), it

is recommended that a “time to see” (the runway) point be calculated. Divide
the HAT or HAA by 10. The result is the number of seconds the runway should
be seen before arriving at the missed approach point (MAP). For example, if
the HAT/HAA is 400 ft, divide by 10 (400/10 = 40). Forty seconds prior to the
expiration of the time from FAF to MAP, the crew should be at MDA and have
the runway environment in sight to accomplish a normal visual approach. Con-
sequently, it is desirable to descend to the MDA before arriving over the VDP.
A descent rate to accomplish this should be calculated accordingly.
If possible, the aircraft should be slowed to 180 KIAS within 10 miles of the
FAF. Within 3 to 5 miles of the FAF, the PF slows the airplane to VREF +20 and
calls “Flaps 20°, gear down, Before Landing checklist.” The PNF completes
the Before Landing checklist down to the flaps 40° item. Just prior to the FAF,
for a two-engine approach, the PF slows the airplane to VREF and calls for flaps
40°. Descent is started at the FAF (at least 1000 fpm) and the approach timing
initiated. The PNF also confirms the COM/NAV radios set properly, checks the
flight instruments, airspeed bugs, preselect altitude display, and MDA displays
on both PFDs. The PNF then reports “Before Landing checklist complete, no
boxed items,” and repeats the last ATC clearance. After passing the FAF, the
PNF begins looking for visual references outside the airplane, while monitor-
ing the instruments and calling out significant deviations such as one dot or
more deflection on the CDI, and airspeed variations greater than ±5 kt of VREF.
If the PF does not respond to the callout, the PNF repeats the deviation. If the
PF does not respond to the second callout, the PNF must assume the PF is in-
capacitated and assume control of the airplane. A missed approach should be
initiated at the missed approach point, if necessary.
The PNF makes altitude callouts at 1000, 500, 200, and 100 ft above MDA and
also gives approach timing updates in reference to the VDP. The PNF also re-
2-8 MP-137
ports any visual contact with the ground or when the runway environment is in
sight. Approaching minimums or the missed approach point, the PF continues
cross-checking outside the aircraft for visual references. When satisfied visual
references are adequate for landing, the PF announces, “Going visual”, or “Go-
ing outside.” At this point, the PNF transfers attention inside the airplane,
while cross-checking outside. The PNF calls airspeeds, descent rates, and alti-
tudes. The purpose is to verbally provide the PF the same information as if still
on instruments.
MP-137 2-9
2-10
Nonprecision Approach–Straight In
Two Engines Approaching initial approach fix (IAF) for procedure turn
5 NM
“FLAPS 20°, GEAR DOWN,
FAF BEFORE LANDING CHECKLIST”
One mile prior to FAF,
“FLAPS DOWN”
MD
A
DME, time,
DA (GPS),
Vector to final or VDP When cleared
• “APPROACH CHECKLIST” “SPEED for approach
• Airspeed 180 kt CHECKS, • Arm APPR mode
Figure 2 - 3
• “FLAPS 8°” if desired SELECTED • Check missed
FLAPS DOWN, 5 NM approach altitude
INDICATING
FLAPS DOWN”
Completed Speed checks
“BEFORE • Gear selected down
LANDING • Gear indicating down
CHECKLIST
• Speed checks COMPLETE”
“APPROACH
PF
PNF
MP-137
Learjet 60XR
L60_SOP_019
MP-137
Nonprecision Approach–Circling
Two Engines
Learjet 60XR
Establish final
approach speed
(VREF) For turn to final approach,
adjust bank angle as necessary
(do not exceed 30° of bank)
90° to active runway
Figure 2 - 4
Begin descent from the
MDA when a normal rate
of descent will result in a
landing in the touchdown
zone of the runway
Nonprecision Approach–Circling
• Flaps 40° down • Begin 45° turn approximately
• Gear down 2 mi prior to runway
• Use 30° bank angle
• VREF + 10 KIAS Use 30° of bank turning base
• MDA + 100 to - 0 ft
2-11
L60_SOP_024
Procedure Turns
When a procedure turn is required, the instrument approach procedure speci-

fies the outbound and inbound courses, the distance within which the proce-
dure turn shall be completed, and the side of the inbound course on which the
turn should be made. Unless otherwise specified or restricted, the type, rate of
turn, and the point at which the turn is begun is left to the discretion of the crew.
When a holding pattern is depicted in lieu of a procedure turn, it must be exe-
cuted within the one-minute limitation or published leg length.
A teardrop procedure/penetration turn may be specified. Its purpose is to per-

mit an aircraft to reverse direction and lose considerable altitude within reason-
ably limited airspace. This procedure works best when approaching the IAF
from a direction requiring less than a 45° turn to the selected (or depicted) tear-
drop course. When depicted, this type turn must be executed. In some cases,
the approach is made directly or via an Arc procedure from a specified inter-
mediate fix to the final approach fix. If a procedure turn is desired when “No
PT” is specified, special arrangements must be made with ATC. Other notes,
symbols or ATC restrictions which limit a procedure turn, are noted on the ap-
proach charts.
For published instrument approaches with no procedure turn restrictions, most

pilots elect the Jeppesen depicted 45°-type procedure turn. Other acceptable
types of procedure turns are teardrop, 90°/270°, and racetrack (holding pattern
type). Abiding by the following guidelines assures the aircraft stays within the
procedure turn maneuvering airspace:
- 45°-Type Procedure Turn — Within 3 minutes of the initial approach fix

(IAF), slow the aircraft to arrive over the IAF at 160 KIAS and flaps 8°.
When crossing the IAF outbound, start timing and intercept the outbound
course. Also, start descent to procedure turn altitude (if cleared) and main-
tain 160 KIAS. At 60 seconds (on course outbound), turn 45° as depicted
and start timing for 45 seconds. If 160 KIAS is not maintained, the timing
outbound should be adjusted accordingly. At expiration of 45 seconds or
20°-track change, turn 180° and leveloff at procedure turn altitude as
required. Intercept the inbound course with FD and/or raw data as
required. Lead the turn as necessary to roll out on the inbound course.
When on course inbound, follow the same procedures as stated in the
applicable precision or nonprecision approach procedures addressed ear-
lier in this chapter
- Teardrop-Type Procedure Turn — Within 3 minutes of the initial
approach fix, slow to arrive over the fix at flaps 8° and 160 KIAS. When
crossing the initial approach fix outbound, start timing (one minute for a
30° teardrop), turn to a heading to intercept the course outbound, and start
descent to procedure turn altitude (if cleared). At expiration of time, turn
2-12 MP-137
toward the inbound course and maintain procedure turn altitude (if appli-
cable). Intercept the inbound course with the FD and/or raw data, as
required. Lead the turn as necessary to roll out on the inbound course. Ide-
ally, completion of the teardrop turn places the aircraft on course inbound.
When on course inbound, follow the same procedures as in the applicable
precision or nonprecision approach procedures
- 90°/270°-Type Procedure Turn — Within 3 minutes of the initial
approach fix, slow to arrive over the fix at flaps 8° and 160 KIAS. When
crossing the initial approach fix outbound, start timing over or abeam the
IAF, turn to a heading to intercept the outbound course within 60 seconds,
maintain 160 KIAS, and start descent to procedure turn altitude (if
cleared). At expiration of 60 seconds and on course outbound, turn 90° to
the maneuvering side and immediately reverse the direction of turn for
another 270° and maintain procedure turn altitude (if applicable). Inter-
cept the inbound course with the FD and/or raw data, as required. Lead the
turn as necessary to roll out on the inbound course. When on course
inbound, follow the same procedures as stated in the applicable precision
or nonprecision approach procedures addressed earlier in this chapter
Circling Approach
A circling approach can be one of the most challenging of the instrument ap-
proach procedures (Fig. 2 - 5, Fig. 2 - 6, Fig. 2 - 7, and Fig. 2 - 8). Turbulence,
strong winds, poor visibility, and low maneuvering altitude can add to the chal-
lenge. Maintain proficiency and skills practice to minimize the high-risk ma-
neuvering required for executing a circling approach. Advanced approach
planning and briefing also add to the success of a circling maneuver. Airspeed
control is extremely important and the handling characteristics and stability of
the aircraft at slower speeds help flight crews reduce the high risks of these
procedures even more.
A circling procedure itself is not difficult. The key is to stay within the pre-
scribed distance from the airport. Depending on the configuration and aircraft
weight, the aircraft is operated as a Category C aircraft. Under normal circum-
stances, the aircraft falls into Category D for circling approaches, thus having
a circling radius of 2.3 NM from the runway end.
Whenever possible, the circling approach is made to the left to make it easier
for the PF to maintain visual contact with the intended runway (Fig. 2 - 8). The
PNF monitors the flight instruments calling out excessive deviations in airspeed
(±10 kt), altitude (+100 ft, –0 ft), and bank angle (±5°). If the situation calls for
executing the circle to the right, the PNF is better able to maintain visual contact
with the intended runway. The PF should fly the airplane primarily on instru-
ments and follow the timing and heading directions as the PNF calls them out.
MP-137 2-13
2-14
Circling Approach (1 of 4)
Two Engines On course inbound
• Flaps 20°
• VREF + 20 kt
• Gear down
• Before landing checklist
• Complete to flaps 40° “SPEED CHECKS”
• “FLAPS SELECTED 20°”
• “FLAPS INDICATING 20°”
IAF outbound
• Flaps 20° Approaching IAF
• VREF + 20 kt • 3 min out 160 kt
• Descend as required • Flaps 8°, gear up
“SPEED CHECKS” • Approach checklist complete
• “GEAR SELECTED
DOWN”
• “GEAR INDICATING “SPEED CHECKS”
DOWN” • “FLAPS SELECTED DOWN”

Final approach fix • “FLAPS INDICATING DOWN”
• Flaps down “BEFORE LANDING CHECKLIST COMPLETE”
• VREF + 10 kt
Figure 2 - 5
90°
15 SEC
Final approach
• Flaps 40° VREF
15 SEC
PF
PNF
MP-137
Learjet 60XR
L60_SOP_037
MP-137
Two Engines
Learjet 60XR
Entering crosswind
• Flaps 40°
• Gear down
• VREF + 10 kt
Crosswind to downwind • Start timing (15 sec)
• At 15 sec, turn to
downwind leg
• Use 30° bank angle
NDS
ECO
15 S
"SPEED CHECKS"
• "FLAPS SELECTED DOWN"
• "GEAR SELECTED DOWN"
• "FLAPS INDICATING DOWN"
• "GEAR INDICATING DOWN" Final approach
“BEFORE LANDING • VREF
Figure 2 - 6
CHECKLIST COMPLETE” 45°
i
m
19
1.
1.53 mi
Abeam end of runway

• Start timing (15 sec)
• Initiate base leg turn (30° bank)
• Begin descent at 45° point 15
SE
CO
ND
S
PF
PNF
2-15
L60_SOP_038
2-16
Two Engines
Commencing circling maneuver

• Flaps 40° “SPEED CHECKS”
• Gear down • “FLAPS SELECTED DOWN”
• VREF + 10 kt • “GEAR SELECTED DOWN”
• Begin 45° turn approx. 1 mi • “FLAPS INDICATING DOWN”
from runway • “GEAR INDICATING DOWN”
• Start timing upon completion “BEFORE LANDING
of rollout on heading CHECKLIST COMPLETE” Final approach
30 SECONDS
• VREF
Figure 2 - 7
Entering crosswind
nm
• Initiate turn to
3
downwind (30° bank)
1.
1.57
nm
Abeam end of runway

• Start timing (15 sec), then
• Initiate base leg turn (30° bank) 15
• Begin descent at 45° point SE
CO
ND
S
PF
PNF
MP-137
Learjet 60XR
L60_SOP_039
MP-137
Two Engines
Learjet 60XR
Final approach
“SPEED CHECKS” • VREF
• “FLAPS
SELECTED DOWN”
Figure 2 - 8
• “GEAR SELECTED
DOWN”
• “FLAPS INDICATING DOWN” nm
• “GEAR INDICATING DOWN” 3
1.
“BEFORE LANDING
Commencing circling
maneuver
1.57 nm
• Flaps 40°
• Gear down
• VREF + 10 kt
• Begin 270° turn to 15
downwind SE
Abeam end of runway CO
ND
• Start timing (15 sec), then S
• Initiate base leg turn (30° bank)
• Begin descent at 45° point
PF
PNF
2-17
L60_SOP_040
Missed Approach
A missed approach is accomplished when at DA, the MDA when the time pe-
riod is expired, the set distance is reached, sight of the intended landing runway
is lost, or when in a position from which a normal visual landing approach can-
not be accomplished. Other situations could also warrant the initiation of a
missed approach.
If a missed approach is necessary, the PF calls, “Missed approach.” At this

point, select FD go-around mode on the left throttle, reposition the command
bars to 9° noseup, and disengage the autopilot. Set power to the T/O detent and
initiate a climb. The PF calls for flaps 8°, gear up (after a positive rate of climb
is established), climb at VAPP, and checks spoilers retracted. The PNF sets or
confirms flaps 8°, calls out the direction of turn if one is required, and call out
the missed approach heading and altitude.
At relatively light gross weights, the aircraft quickly accelerates to VAPP with
the combination of 15° noseup and takeoff thrust. After climb and desired
speed are established and when clear of all obstacles, reduce thrust as neces-
sary to establish approximately 2000 fpm rate of climb. The trend vector is a
helpful tool in accomplishing this. The PNF also notifies ATC of the missed
approach. Perform the Go-Around checklist. Initiate the Approach, and Before
Landing checklists if another landing is attempted.
2-18 MP-137
CHAPTER 3
ABNORMAL/EMERGENCY
PROCEDURES
The handling of abnormal/emergency procedures in this aircraft is no different

than any other aircraft. The key is to apply the basic principles of crew resource
management (CRM). As always, the overriding consideration in any unusual
situation must be to maintain aircraft control, analyze the situation, and take
the proper action.
Master Caution Inhibit
The master caution/warning system alerts the crew of aircraft system

malfunctions. As mentioned in Chapter 1, there are phases of the flight where
distraction needs to be minimized. The master caution inhibit prevents amber
and white annunciators from activating the master caution system until after
takeoff. Once the master caution inhibit is deactivated, the master caution light
can illuminate. The inhibit master caution does not inhibit master warning
annunciations or warning tones.
The master caution inhibit feature is enabled when one master warning/caution
switch light is pressed and held for three seconds and the other master warning/
caution switch light flashes. The master caution inhibit is deactivated ten
seconds after the squat switch relay box reverts to air mode.
Takeoff Emergencies
The takeoff is a very critical phase of any flight. The crew takeoff briefing
should leave no questions as to crew actions during the takeoff sequence (see
Chapter 1: Pretakeoff for the suggested crew takeoff briefing). Although there
can be no clearly defined briefing to cover every contingency, there should be
no question as to what each crewmember expects. The pilot not flying (PNF)
should have full abort authority up to a given point, generally 90 kt. Takeoff
aborts should normally not be attempted after the V1 call. Required field length
versus runway available is a large part in the takeoff decision process.
Prior to takeoff, the flight crew should discuss go versus abort scenarios. For
example, a go decision may be the better decision at V1 minus 10 kt for a main
gear blown tire. Remember the calculated required field length is based on four
properly inflated main tires. If a tire is blown on takeoff, the calculated
required field length lengthens considerably and is no longer valid. If takeoff
MP-137 3-1
is aborted due to a blown tire, most likely the other tire will blow and the
brakes will be damaged by tire FOD, in addition to other areas of the aircraft
that may receive FOD damage. Should the decision to go or stop be influenced
by a critical required field length for a fire indication at V1 minus 5 kt? These
are questions the flightcrews and flight department need to consider for crew
takeoff briefings. We recommend both crew members be involved in the
briefing process.
Directional control is the primary goal. If directional control is lost, then there
are no decisions to be made; the takeoff should be aborted. Nothing replaces
good judgment and the final decision rests with the pilot in command (PIC).
But knowing what to expect, what the parameters are, and the expected
reaction makes everything much easier.
The brakes are the primary means of stopping the aircraft if a takeoff abort is
initiated. The aircraft brakes are very effective. Upon initiating the takeoff
abort, the procedure calls for maximum braking immediately. This brake
application should be even and firm while simultaneously retarding the thrust
levers to idle. If the aircraft starts to deviate from the centerline, apply rudder
and differential braking to compensate. During training, flightcrews should not
execute consecutive multiple rejected takeoffs. The brakes should be allowed
to cool between rejected takeoffs. Turnaround/landing brake energy limits and
procedures must be observed.
ENGINE FAILURE BELOW V1 SPEED
Prior to 90 kt, a takeoff should be aborted for any abnormality. If an engine

failure, fire, or a loss of directional control occurs after 90 kt and before V1
(Fig. 3 - 1), either pilot may identify the abnormality and call “Abort! Abort!
Abort!” The PF then applies the brakes, retards the thrust levers to idle, and
verifies spoilers fully extend. Thrust reversers may be used, however, reverse
thrust beyond idle may result in directional control problems. This is
particularly true on contaminated runways and in crosswinds. Maximum
braking must be used until reaching a full stop.
3-2 MP-137
MP-137
Abort or Rejected Takeoff
Engine Failure Below V1 Speed
Learjet 60XR
Problem recognized
prior to V1 (either pilot)
• Brakes – apply and hold, maximum effort

• Thrust levers – idle
• Spoilers – extended
• Thrust reversers – deploy as required After turning clear of runway
• “CLEARING RUNWAY CHECKLIST”
If required, perform
emergency evacuation
Figure 3 - 1
Normal takeoff “CLEARING RUNWAY
procedures CHECKLIST COMPLETE”
Engine Failure Below V1 Speed

NOTE:
If turnaround brake energy weight
or landing maximum brake energy
weight was exceeded, refer to the
AFM for further disposition.
“ABORT, ABORT, ABORT” “TOWER, LEAR XXX

(either pilot) HAS ABORTED
THE TAKEOFF
Problem recognized ON RUNWAY XX”
prior to V1 PF
PNF
3-3
L60_SOP_003
ENGINE FAILURE ABOVE V1 SPEED
If an engine fails at or above V1, keep the nosewheel on the runway until VR
and track the centerline. At VR, rotate the aircraft and continue to apply rudder
to maintain track. The coordination indicator (above each PFD) should be
centered. With a positive rate of climb, select the gear up, and pitch the aircraft
to a noseup attitude to maintain V2 (approximately 9° to 15° noseup). Maintain
V2 until 1500 ft AGL or obstacle clearance altitude and accelerate to V2 + 20,
which should be marked by the airspeed bug, and retract the flaps. Call for the
checklist. The aircraft is a very stable platform with one or both engines
running, therefore, loss of an engine at or above V1 is a very straightforward
exercise.
Use the following procedures to continue the takeoff (Fig. 3 - 2). When the
airplane starts to yaw due to engine failure or other causes, apply a small
amount of forward pressure on the control wheel. This keeps the nosewheel on
the runway. Use rudder for directional control. Do not attempt to return to
centerline; maintain parallel motion.
When the VR “Rotate” call is made, smoothly rotate to the calculated pitch
attitude and maintain airplane control. Do not rotate until the airplane is under
control on the runway. When a positive rate of climb is established, call for
“Gear up” and increase pitch to maintain V2.
Both pilots ensure climb speed is attained and pitch attitude maintained so the
airplane satisfies all obstacle clearance requirements. When the airplane is
stable, the rudder trim may reduce rudder pedal pressure. When the airplane is
at 1500 ft and clear of obstacles, accelerate to V2 + 20, call for flaps up, and
then call for the After Takeoff and Engine Failure Above V1 checklists.
Increase the airspeed to 200 kt and continue the enroute climb if necessary. As
airspeed increases, the need for full rudder deflection decreases. Takeoff/APR
thrust is limited to five minutes. Reduce the thrust levers to MCT within 5
minutes of takeoff.
Both pilots positively identify which engine is not operating. The PF should
guard the operating engine, while the PNF slowly retards the nonoperating
engine to IDLE then CUTOFF. Nothing should change. Upon completing all
checklist items, select a suitable airport for a single-engine landing. An engine
restart may be attempted if conditions warrant.
During takeoff roll, the PNF devotes his attention primarily to the engine
instruments, annunciator panel, and airspeed indicator. This should allow any
malfunction to be recognized and confirmed in the shortest amount of time.
Callouts to the PF should be exactly as briefed. The PF should have primary
focus on the aircraft, using peripheral vision to backup the PNF inside. Late
3-4 MP-137
• Continue climb at
MP-137
Engine Failure (Above V1 Speed) 200 KIAS, if necessary
1500 AGL and • Reduce thrust to MCT
Takeoff Continued clear of obstacles
• Accelerates airplane to Keep skid indicator centered using
Learjet 60XR
V2 + 20 kt (minimum) rudder or rudder trim
• “FLAPS UP”
• “ENGINE FAILURE
ABOVE V1
SPEED
CHECKLIST”
Rudder and ailerons
as required for Initial climb
directional control • V2 speed
takeoff
“GEAR UP” flaps
(pitchup to
maintain
V2 speed)
Initial takeoff roll VR rotate
airplane “V2 + 20”
(standing or rolling
to 9°
Figure 3 - 2
takeoff procedures)
noseup
pitch attitude Clear of obstacles/1500 AGL
V1 release
thrust levers
Engine Failure Above V1 Speed

“POSITIVE RATE”
(when a positive rate of climb is established)
“ROTATE”
(VR)
NOTE:
Directional control improves
Engine if nosewheel is kept on the
“V1” failure runway (with forward pressure
on the control wheel) until VR
PF
PNF
3-5
L60_SOP_004
takeoff abort decisions after V1 are notoriously unsuccessful for all turbojet
aircraft. Know what is critical and stick with the decision made in the crew
takeoff briefing. There should be no doubt by either crewmember as to what is
expected during takeoff.
Cruise Emergencies
Malfunctions at altitude require the same thought process as those on takeoff.

Maintaining aircraft control is the number one priority. Someone should
always be flying the aircraft. For example, if an emergency descent is
necessary, the primary crew concern should be to don the oxygen masks, if not
already donned. At altitudes above FL 410, the time of useful consciousness
(TUC) decreases significantly without supplemental oxygen (Fig. 3 - 3).
Pilots always put on their oxygen masks first, before dropping the passengers’
masks. The emergency descent memory items on the checklist are necessary to
learn and accomplish. Checklist memory items in the flow below are
represented in bold type. Only the memory items are required action.
The following flow accomplishes the checklist items.
PF—Suggested pilot actions:
1. Crew Oxygen Masks .................................. DON & SELECT 100%

2. Thrust Levers............................................................................. IDLE
3. Autopilot....................................................................... DISENGAGE
4. Spoilers ................................................................................ EXTEND
a. Pitch 10 to 12° nose down.
5. Descend at MMO/VMO.
6. NORM MIC/OXY MIC sWITCH ........................................OXY MIC
7. Accomplish Emergency Descent checklist, when able.
PNF—Suggested copilot action:
1. Oxygen Masks............................................. DON & SELECT 100%

2. NORM MIC/OXY MIC Switch............................................OXY MIC
3. Look down aisle ............................................. CHECK PASSENGERS
4. Notify ATC ......................... INFORM OF EMERGENCY DESCENT
a. Request a minimum safe altitude in this area and a current altimeter
setting.
3-6 MP-137
Emergency Descent
MP-137
Checklist recognition
• Crew oxygen masks
• Thrust levers idle
Learjet 60XR
CABIN ALT HI light on,

cabin altitude • Autopilot disengaged
warning horn activates, • Spoilers extended
or cabin altitude • Establish approximately 10 to 12°
exceeds 10,100 ft nosedown pitch attitude Descent
• Descend at MMO/VMO • Maintain pitch attitude until
reaching MMO/VMO
• Adjust pitch attitude to
maintain MMO/VMO – trim
MAINTAIN PRESENT HEADING • Accomplish Emergency
Descent checklist when able
• Use of autopilot is optional
Notify ATC of
emergency descent
• Ask for minimum
Figure 3 - 3
Level off at altitude
safe altitude in not requiring the mask
this area and • Spoilers retracted
Emergency Descent
current altimeter • Power as required
setting Look aft in cabin to maintain safe speed
to check on passengers
PF
PNF
L60_SOP_014
3-7
Cruise Abnormalities
For cruise abnormalities that might involve the hydraulic or environmental

systems of the aircraft, the following notes are summarized from the AFM:
- With Mach trim and pitch trim lights illuminated, autopilot must be
engaged or speed must not exceed .77 Mi
- Maximum differential pressure is 9.8 psi
- With amber and white ENG CMPTR lights illuminated, be alert for abnor-
mal engine operation. Selecting A or B channel may result in degraded
engine operation
- With loss of the pressurization indicator, maintain altitude of 41,000 ft or
below
- If oxygen quantity is low or unavailable, maintain altitude below FL 250
(applicable to all turbojet aircraft operated under 14 CFR Part 91)
- If L/R HYD PRESS lights illuminate or hydraulic system pressure is low,
maintain at or below FL 380 due to loss of spoilers for emergency descent
ENGINE FIRE WARNING
The following indications are given:
- The master WARN lights flash

- FIRE (red and flashing) annunciates inside the EIS ITT indicator of the
affected engine
- Affected engine red FIRE T-handle flashes
Pulling the FIRE T-handle causes the following actions:
- Closes the respective engine fuel shutoff valve

- Closes the respective hydraulic shutoff valve
- Closes the bleed-air shutoff valve on the respective engine
- Solenoid valve in HFCU shuts off fuel to respective engine causing imme-
diate shutdown
- Both engine EXT ARM lights illuminate arming the extinguishing system
DUAL GENERATOR FAILURE
A dual generator failure is indicated by a red L/R GEN FAIL annunciator lights
plus additional collateral indications (zero amps, less than 28 volts, etc.). If this
is observed, initiate the Dual GEN FAIL checklist (Emergency Procedures).
3-8 MP-137
Completing the checklist results in moving the EMER bus switch to the EMER
BUS position. All caution and warning systems are operative.
Battery duration in this configuration is 1 hour. This time duration is predicated

on:
- Fully charged ship’s batteries (lead acid)

- Minimum equipment for night IFR flight
- EMER bus selected at time of both generator failure and not returned to
normal
- See AFM for list of operative equipment
Any deviation in these conditions could significantly reduce the battery

durations. Once the main batteries are depleted, the emergency battery
provides power to the emergency bus services and the following conditions
exist:
Operative equipment
- ESIS standby attitude display, airspeed, altimeter, and lighting

- RTU with engine display: N1, N2, OIL temperature, oil pressure, fuel
flow, landing gear position, flap position, and HSI navigation display
- Pressurization, use MANUAL rate control
- Nacelle heat fails on
- Normal brakes (no antiskid)
- Landing gear operation
- Pilot communication, navigation, transponder and FMS may be operative
if provided on #3 emergency battery
Inoperative equipment
- Primary displays
- Pitch, aileron, and rudder trims
- Flaps
- Spoilers/spoilerons
- Probe heats
- Wing/stab and windshield heat
- External lights
- Nosewheel steering
- Stall warning system
- Thrust reversers
MP-137 3-9
Under these conditions, land as soon as possible. At the end of the L/R
GEN FAIL checklist, the crew is referred to Abnormal Landings,
Normal Electrical System Failure (Abnormal Procedures).
If only one generator is lost, an amber L or R GEN FAIL annunciator is

illuminated along with the respective collateral indications. Automatic
load shedding occurs with the loss of freon air, cabin power bus, pilot
floor board heating, and baggage heat.
Approach/Landing Emergencies
Losing an engine in the enroute, approach, or landing phase is a fairly

straightforward event because of the stability of the aircraft (Fig. 3 - 4,
Fig. 3 - 5, and Fig. 3 - 6). Call for the checklist; it covers the entire
sequence to landing. For a single-engine approach, the procedure is the
same as with both engines running, except it is recommended that the
flaps remain at 20° and the airplane slowed to the flaps 20° single-engine
landing speed. The remainder of the single-engine approach and landing
can be flown with flaps 20°. When landing with flaps 20°, the landing
distance need only be increased by 20% over the distance required for
landing with flaps 40°.
3-10 MP-137
MP-137
Landing
One Engine
Learjet 60XR
Entry leg
• Gear up
• Flaps up
• Airspeed 180 kt
• Single-Engine
Landing checklist
accomplished up to
gear down Final approach
Downwind leg • Flaps 20°
• “FLAPS 8°” • Landing speed VREF +6 kt
• Airspeed 180 kt
Figure 3 - 4
Midfield downwind
• “FLAPS 20°”
• Gear down
Single-Engine Landing
• Airspeed 160 kt
• “SPEED CHECKS”
• “SELECTED FLAPS 8°”
• “INDICATING FLAPS 8°”
• “SELECTED FLAPS 20°”
• “INDICATING FLAPS 20°”
• “GEAR SELECTED DOWN”
• “GEAR INDICATING DOWN”
“SINGLE-ENGINE PF
LANDING CHECKLIST PNF

COMPLETE”
3-11
L60XR_SOP_041
3-12
Precision Approach
Single Engine Approaching initial approach fix (IAF) for procedure turn
• Airspeed 180 kt
• “SELECTED 20°”
“SINGLE- • “INDICATING 20°”
ENGINE • “GEAR SELECTED DOWN”
FAF LANDING • “THREE GREEN, NO RED,
CHECKLIST HYDRAULIC PRESSURE
COMPLETE” CHECKED”
Vector to final
• “SINGLE-ENGINE
LANDING CHECKLIST”
Capture
(accomplish up to glideslope
gear down) When cleared for
approach
• Airspeed 180 kt
Figure 3 - 5
• Arm APPR mode
• “FLAP 8°” if desired • Check missed
approach altitude
5 NM
Complete “FLAPS 20°”
approach “GEAR DOWN”
briefing Airspeed 160 kt
Precision Approach–Single Engine

• “SELECTED 8°”
• “INDICATING 8°” 8-10 NM
PF
PNF
MP-137
Learjet 60XR
L60XR_SOP_031
MP-137
Single Engine Approaching initial approach fix (IAF) for procedure turn
Learjet 60XR

5 NM
FAF “FLAPS 20°, GEAR DOWN”
MD
A
DME, time,
Vector to final DA (GPS),
• “SINGLE-ENGINE or VDP When cleared
LANDING CHECKLIST” for approach
• Airspeed 180 kt • Arm APPR
Figure 3 - 6
• “FLAP 8°” if desired mode
5 NM • Check missed
“SINGLE-ENGINE approach altitude
LANDING
CHECKLIST
Completed COMPLETE” Speed checks
• Gear selected down
Nonprecision Approach–Single Engine

• Gear indicating down
• Speed checks
PF
PNF
3-13
L60_SOP_032
An important key to handling any approach/landing malfunction is selecting

the appropriate configuration for the given abnormality and maintaining the
appropriate speed. The aircraft has two types of final approach speeds. The
most familiar is VREF. There is also VLND, which is defined as the speed for
an abnormal flap configuration. The benefit of VLND is the crew has
performance data available for landing at various flap settings. The Approach
Speeds - Abnormal Landings Chart can be found in the AFM Abnormal
Procedures section. All the abnormal landing checklists reference the
Approach Speeds and Abnormal Landing (Gear Down) chart (Table 3-1).
Table 3-1: Approach Speeds and Abnormal Landing

(Gear Down)
1.3 VS – KIASa
Valid at 4000 Ft & Below
Flap Weight – 1000 lbsb
Position 15 16 17 18 19 19.5 20 21 22 23
UP – 0° 139 144 148 151 155 157 158 161 165 168
8° 136 140 144 148 151 153 155 158 161 164
20° 131 135 139 142 146 147 149 152 155 158
a. From Learjet 60XR Pilot Checklist speed chart.
b. Shaded figures are above the maximum certificated landing
weight.
Knowledge of the emergency checklists (especially the memory items) and

aircraft limitations is important in successfully navigating an emergency
situation. Also, keep the passengers informed on the progress of the
emergency. Overall, good CRM is one of the best tools in an emergency
situation. The objective in any emergency is to protect the passengers and
safely land the aircraft. Depending on the type of emergency, there are
situations when it is better to enter a holding pattern, sort things out, and then
proceed with the approach and landing (See Fig. 3 - 7 and Fig. 3 - 8).
3-14 MP-137
MP-137
No-Flap Landing
Two Engines
Learjet 60XR
Entry leg
• Gear up
• Flaps up
• Airspeed VLND0 + 10 kt
• Accomplish Partial Flap Landing checklist Final approach
up to gear down • Airspeed VLND0
Figure 3 - 7
No Flap Landing
“SPEED CHECKS”
• “GEAR SELECTED DOWN”
• “GEAR INDICATING DOWN”
“PARTIAL FLAP
LANDING CHECKLIST
COMPLETE”
Midfield downwind
• Gear down
• Continue Partial Flap
Landing checklist
• VLND0 + 10 kt
PF
PNF
3-15
L60_SOP_042
3-16
Partial-Flap Approach
• Brakes apply
• Spoilers extend
• Maintain normal rate
At 50 ft, thrust levers of descent to landing
to idle (~800 fpm)
• Reduce speed to 1.3 VS
Maximum
Abeam bank – 30°
opposite end
of runway
Figure 3 - 8
• Partial Flap checklist
started
• Approach briefing
completed
Midfield
Partial-Flap/No-Flap Approach
• Gear down
• 1.3 VS + 10
• Complete Partial Turning base
Flap Landing checklist • Start descent
~800 fpm
APPROACH REVIEW • Bank 30°
• Review weather Flaps up
• Review approach and go-around procedures • 1.3 VS + 10
• Reset bug to final approach speed that is
1.3 x VS for 0° flap
• Complete Descent checklist
• Landing distance 1.2 x normal
MP-137
Learjet 60XR
L60_SOP_030
WINDSHEAR
The enhanced ground proximity system (EGPWS) with windshear detection is

an excellent tool to help detect windshear.
The EGPWS installation is integrated with sufficient aircraft sensors so that

the EGPWS provides windshear alerts (cautions/warnings). This EGPWS
Mode 7 provides windshear caution or warning alerts if inertial accelerations
versus air mass accelerations (along the flight path and perpendicular to the
flight path) exceed established threshold values. Windshear alert annunciation
is provided on the PFD. The alerts are active when signalled by the EGPWS
computer.
Windshear caution and alerts are displayed on the bottom of the ADI in block
letters accompanied by an aural warning. If increasing performance is
detected, a yellow “WIND SHEAR” alert appears at the bottom of the ADI
along with a voice alert “CAUTION WINDSHEAR.” If decreasing
performance is detected, a red “WINDSHEAR” warning appears along with a
voice warning “WINDSHEAR.”
If extreme windshear is encountered, we recommend the FAA technique of

flying the attitude indicator, using full power, and climbing at stick shaker, if
necessary until a safe altitude is reached. Do not rely on pressure instruments
to confirm sustained climb until after exiting windshear conditions.
Be alert for windshear reports and conditions. Study approach weather and
wind conditions carefully. Be prepared to use thrust if a sudden sustained
airspeed loss on final approach is encountered. Conversely, if the aircraft
suddenly picks up too much speed, deliberately and carefully decrease thrust.
If the increase in airspeed was caused by a sudden increase in headwind
component, the ground speed may not significantly change immediately.
MP-137 3-17
3-18 MP-137
CHAPTER 4
General
In addition to evaluating normal operational skills and procedures, certain

training and testing maneuvers are required to pass the type checkride. The fol-
lowing discussion focuses on a few of the maneuvers required by the FARs.
Training Maneuvers
All airwork is accomplished with the flight director off. Fly the airplane using
only the PFD raw data (FPA may be used). The following maneuvers are flown
at an altitude of 10,000 to 15,000 ft:
- Steep bank turns
- Approach to stall—clean configuration
- Approach to stall—takeoff/approach configuration
- Approach to stall—landing configuration
- Unusual attitude recovery
STEEP BANK TURNS
These maneuvers are accomplished at 45° of bank turning in both left and right di-
rections of 180 or 360°, 250 kt, and a constant altitude (Fig. 4 - 1).
Stabilize the airplane at 250 kt in level flight. This should yield a pitch attitude
of approximately 3° with 72% N1. Before rolling into the turn, add 4% addi-
tional power to maintain 250 kt airspeed at 45° of bank. While rolling into the
turn, maintain a pitch of approximately 4° to maintain altitude. Trim nose up
to reduce the yoke pressures and help control altitude.
Start the rollout approximately 10º prior to the desired heading. The airplane
response is quick, and it rapidly rolls out on the selected heading. If turning the
opposite direction, no pause is necessary. Continue the turn, rolling into an op-
posite direction 45° bank. Very little trim correction is required.
MP-137 4-1
In preparation for the stall maneuvers in the aircraft, FAA guidelines state the
airspeed should decrease 1 kt per second during approach to stall maneuvers.
Smooth throttle technique can move the airspeed trend vector to approximately
10 kt below the airspeed indicator and the pilot can easily control entry into the
stall regime. At normal weights, the power required for a clean stall maneuver
is flight idle and for a flaps 20°/gear down stall maneuver N1 should be approx-
imately 55%. In landing configuration, power should be set at 65% N1 after
flaps are set to 40º. Recovery is initiated at the first indication of stall, which
could be airframe buffet or stall-warning indications (stick shaker or aural
warning). Recovery from stalls should be accomplished using maximum avail-
able power (T/O detent) and maintaining the pitch angle established at the ini-
tial stall indication until out of the stall condition.
4-2 MP-137
MP-137
Steep Bank Turns
180° of Change Each Direction (360° optional)
Learjet 60XR
Increase power 4% N1
• Bank – smoothly roll to 45°
• Altitude – maintain
• Trim – as required
• Pitch – to maintain altitude
Clean configuration
• Power – 70 to 72% N1
• Airspeed – 250 KIAS
• Remove command bars
• Altitude 12,000 to 15,000 ft
Figure 4 - 1
Steep Bank Turns
PTS parameters
Altitude ±100 ft
Airspeed ±10 kt
Bank ±5°
Lead rollout by 5 to 10° bank angle

• Wings – smoothly roll level
• Trim – as required
• Pitch – as required
• Power – decrease 4% N1
4-3
L60_SOP_027
• Maintain 250 KIAS

APPROACH TO STALL—CLEAN (FLAPS 0°)
The approach to stall – clean is accomplished with no flaps extended and the
gear retracted (Fig. 4 - 2). Initially, stabilize the airplane at 180 kt using about
55% N1. Place the thrust levers at IDLE and hold the existing altitude. As air-
speed decreases, increase the pitch to maintain altitude (up to approximately
13° pitch).
At the first indication of stall warning or buffet, increase power to takeoff (the
third detent). Reduce the angle of attack. This allows the airplane to regain air-
speed and fly out of the stalled condition quicker. A small altitude loss may re-
sult. As the airplane accelerates, recover to the original altitude and heading,
and reduce thrust to 180 kt or an airspeed directed by the instructor.
APPROACH TO STALL—TAKEOFF OR APPROACH CONFIGURA-

TION
Prior to approaches to stalls, compute and set the airspeed bugs at VLND20 and
VAPP for weight and configuration (Fig. 4 - 3). Ensure that the ignition switch-
es are on and the engine synchronizer is off. While slowing the aircraft, use the
pitch trim to reduce control forces; however, discontinue trim before reaching
the computed VLND20 + 10 kt.
Initially, stabilize the airplane at 180 kt using approximately 55% N1. Config-
ure the airplane with flaps 20°, landing gear extended. Roll into a bank of be-
tween 15 to 30°. Leave the thrust set at 55% N1. Increase the pitch to maintain
altitude and allow the airspeed to decrease. All aircraft configuration changes,
including pitch trim, are made prior to VLND20 + 10 kt.
At the first indication of stall warning or buffet, roll wings level and increase
power to takeoff (the third detent). Reduce the angle of attack. This allows the
airplane to regain airspeed and fly out of the stalled condition. This may result
in a small loss of altitude. Do not change configuration when airspeed is below
VLND20. As the airplane accelerates above VLND20, call for flaps 8°. When a
positive rate of climb or increase in airspeed is indicated, call for gear retrac-
tion. When airspeed increases above VAPP + 20, call for flaps up. Return to the
original altitude and heading. Reduce thrust to recover to 180 kt or an airspeed
directed by the instructor.
4-4 MP-137
MP-137
Approach to Stall–Clean
Flaps 0°
Learjet 60XR
Before entry Use trim to relieve At first indication of stall, simultaneously:

• Flaps 0° pressures to 1.3 VS • Reduce angle of attack
• Altitude 12,000 (green line) • Thrust lever to takeoff power
to 15,000 ft • Level wings and accelerate out of stall
Figure 4 - 2
Entry
• Reduce power to idle
• Maintain altitude as speed decreases Recovery
• Adjust pitch attitude to maintain altitude
as airspeed increases
• Adjust airspeed to 180 kt or as directed
Approach to Stall–Clean (Flaps 0°)
4-5
L60_SOP_011
Approach to Stall–Takeoff or Approach Configuration

Figure 4 - 3
4-6 MP-137
APPROACH TO STALL—LANDING CONFIGURATION
Prior to approaches to stalls, compute and set the airspeed bugs at VREF and
VAPP for weight and configuration (Fig. 4 - 4). Ensure the ignition switches are
on and the engine synchronizer is off.
While slowing the aircraft, use pitch trim to reduce control forces; however,
discontinue trim before reaching the computed VREF +10 kt.
Stabilize the aircraft on an altitude and at an airspeed of 180 kt, approximately

55% N1. Compute and set the VR and V2 airspeed bugs to VREF and VAPP. Es-
tablish the airplane to the landing configuration, gear extended and flaps down.
Maintain the assigned heading and altitude. Adjust the thrust levers to approx-
imately 65% N1. Lower the pitch to simulate a normal 3° descent and descend
500 ft, then level off by holding an altitude until the first indication of stall
warning or buffet.
At the first indication, maintain or level the wings while advancing the thrust
levers to takeoff (third detent). Reduce the angle of attack. This helps the air-
plane regain airspeed and fly out of the stalled condition quicker. This may re-
sult in a small loss of altitude. Do not change configuration below the indicated
airspeed of VREF. When the airspeed increases above VREF, call for flaps 8°.
When a positive rate of climb is attained, call for gear retraction.
Recover to the starting altitude and heading. When the airspeed increases to
VAPP + 20, call for flaps up. When established on the original heading and al-
titude, reduce the thrust to maintain 180 kt or an airspeed directed by the in-
structor.
MP-137 4-7
4-8
Approach to Stall
Landing Configuration
At first indication of stall or buffet:

• Lower pitch attitude to reduce angle of attack
Before entry • Thrust levers to takeoff power
• Gear down • Level wings and accelerate out of stall
• Flaps down Maintain heading and altitude
• Altitude 12,000 increase airspeed to 180 kt
to 15,000 ft “FLAPS 8°” clean or as directed
“GEAR UP”
“FLAPS UP”
Figure 4 - 4
Return to
original altitude
“VREF + 20”
Entry
• Set to 65% N1
• Maintain altitude until at VREF,
then descend 500 ft below “POSITIVE RATE”
existing altitude and level off –
do not add power
Approach to Stall–Landing Configuration

As airspeed increases
above VREF (1.3 VS green line)
“ABOVE GREEN LINE”
PF
PNF
MP-137
Learjet 60XR
L60_SOP_013
Unusual Attitude Recovery
It is important to maintain positive control of the aircraft by recognizing the

airplane flight condition. This is normally accomplished with reference to the
altitude, airspeed, and attitude of the airplane. During a sudden or unknown
change to an unusable/unusual attitude, verify the aircraft attitude using all
available indicators. Use these references to make the proper recovery.
NOSE HIGH—AIRSPEED SLOWING
Once the nose high, airspeed slowing, increasing altitude indications are con-
firmed, roll the wings toward the nearest horizon using approximately 60º of
bank, while simultaneously applying power to counter the decreasing airspeed
(Fig. 4 - 5). Allow the nose of the airplane to pass through the horizon. Roll
wings level and return the airplane to level flight. Then adjust power to main-
tain the desired airspeed.
NOSE LOW—AIRSPEED INCREASING
Once the nose low, airspeed rapidly increasing and altitude decreasing condi-
tion is confirmed, rapidly place the thrust levers to idle and roll wings level to
the horizon (Fig. 4 - 6). Before adding elevator pressure, make sure the wings
are level. Use elevator pressure to return the airplane to level flight and adjust
the power to maintain the desired indicated airspeed.
MP-137 4-9
4-10
Nose High–Airspeed Slowing
Lower pitch attitude if necessary
Pitch and roll attitude determined.

Simultaneously roll into bank, or
roll wings level and advance power When sufficient airspeed is

as required – maintain angle-of-attack regained, roll wings level
indicator in green area and adjust power to maintain
desired airspeed and altitude
Figure 4 - 5
Confirm airplane
attitude and airspeed
Nose High–Airspeed Slowing
MP-137
Learjet 60XR
L60_SOP_006
MP-137
Nose Low–Airspeed Increasing
Learjet 60XR
Confirm airplane
attitude and airspeed
Figure 4 - 6
Rapidly place thrust lever
to idle and simultaneously
roll wings level (before applying
elevator pressure, ensure airplane
wings are level with horizon)
Nose Low–Airspeed Increasing

NOTE:
Cross-check opposite or standby instruments
for any uncertainty or confusion about
proper attitude, speed, or altitude. Lower
the landing gear to help stabilize the airplane
and determine the proper airplane position.
(Do not retract gear in this situation – limit speed
to 260 KIAS)
4-11
L60_SOP_007
4-12 MP-137
CHAPTER 5
FLIGHT MANAGEMENT SYSTEM
General
The Collins FMS 5000 is a fully integrated flight management system (FMS)
composed of a control keyboard, LCD display, navigation computer, and the
integral 12 channel GPS sensor. It is a multisensor navigation computer,
capable of being operated by GPS only. Short-range navigation uses the DME
and VOR provided by the Collins radio sensor system (RSS).
Air Data Interface
The Colllins FMS 5000 receives its digital air data information from the air
data computer (ADC) via the integrated avionic processing system (IAPS).
Data used and displayed by the FMS 5000 includes barometric-corrected
altitude, true airspeed, and static air temperature. The Collins Pro Line 21
configuration uses dual ADCs. The FMS 5000 defaults to using the onside bus
with the onside ADC data unless an ADC failure occurs. In the case of an ADC
failure, cross-side ADC data can be selected with the ADC reversion switch.
AHRS
Dual attitude heading reference system (AHRS) systems provide magnetic

heading, pitch angle, and roll angle. The FMS defaults to the onside bus for
heading and attitude information. In the event of an AHRS failure, the cross-
side AHRS can be selected with the AHRS reversion switch.
Basic Functions
ENROUTE NAVIGATION
The FMS 5000 is interfaced to the Collins flight guidance computer using
digital roll command steering for enroute, terminal, and approach operations.
FMS steering is selected by the NAV/APP function on the flight control panel
(FCP). Pressing the NAV/APP button engages the onside FMS. The autopilot
can be coupled to either the left or right side by selecting the XFR button on
the FCP.
MP-137 5-1
In addition to flight plan navigation, the FMS 5000 provides direct to, pseudo
VOR, and selected crosstrack operations. Airways, SIDS, STARS, approach
transitions, and missed approach segments can be programmed from the
database.
APPROACH AND TERMINAL NAVIGATION
An FMS approach programmed into the FMS 5000 activates within 2 NM of

the FAF. TERM annunciation changes to GPS APP (white) on the PFD display,
signifying that the FMS scaling is changing to approach scaling and the
approach is active. Push the APP and VNAV buttons on the FCP to couple to
the autopilot. The VNAV glidepath scale is located to the right of the ADI on
the same scale used by the ILS glideslope. The VNAV glidepath advisory is
depicted by a white snowflake symbol; a VNAV vertical speed advisory is
shown by a magenta donut on the VSI indicator.
RADIO TUNING
The FMS 5000 is interfaced with the Pro Line 21 so that it is capable of tuning
both onside and offside radios. This includes COM1 and COM2, NAV1 and
NAV2, ADF1 and ADF2, and ATC. This function can be performed from
either unit.
VNAV
The FMS 5000 allows for multiple VNAV waypoints in the descent profile.
Vertical speed required to attain the programmed altitudes is computed and
displayed on the FMS 5000. With input of a target vertical speed, the top of
descent (TOD) point is calculated and displayed. The ‘Vertical To’ feature is
available to bypass altitude restrictions, if so desired. Two minutes from the
top of descent, a TOD warning is activated, which annunciates and flashes for
15 seconds on the PFD. The TOD annunciation activates for 15 seconds prior
to crossing every VNAV waypoint that is programmed.
To enable the coupled enroute VNAV, push the VNV button on the FCP. A
white snowflake glidepath advisory and magenta vertical speed advisory is
depicted on the PFD.
CAUTION When a crossing restriction is programmed and an ap-

proach is added after the crossing restriction, ensure that
the VNAV still reflects the original crossing restriction.
Unless navigating directly to the crossing restriction way-
point, the approach vertical waypoints may overwrite the
5-2 MP-137
original VNAV waypoints. The VNAV calculates descent

rates based on current speed. It does not assume slow-
down buffers. Consider leading the VNAV, or padding it
to allow for slow downs.
DATABASE
The FMS 5000 contains a dual cycle database. The dates of each database are
displayed during the boot up process. A worldwide customer selected database
is loaded every 28 days. The database cannot be loaded in flight.
The FMS 5000 database is available for download on the Collins website. It
can be loaded using a laptop computer accessing a serial port on the step
leading into the cockpit. With a dual cycle database, the new database may be
preloaded before its activation date. At 0900Z on the day the database becomes
active, the FMS 5000 automatically begins using the new database.
The FMS 5000 has enough storage capacity to hold precision and non-
precision approaches, SIDS, STARS, airways, intersections, VORs, NDBs,
and RNAV waypoints. In addition, the pilot can build waypoints, routes, and
approaches that can be added to the flight plan.
FUEL AND PERFORMANCE DATA
The FMS 5000 provides an extensive advisory fuel management function.

With digital fuel flow inputs from the IAPS, automatic input of fuel flow and
fuel onboard data is accepted by the FMS 5000. The automatic input can be
manually overridden, if desired.
With input of empty weight, fuel on board, passenger and cargo weights, the
FMS 5000 calculates gross takeoff weight. Once this is done, the FMS 5000
takes the remaining data required from the ADCs (avionics masters must be
ON) and calculates V1, VR, and V2 speeds, based on the selected aircraft
configuration. In addition, the FMS 5000 provides automatic calculation of the
landing speeds, VREF and VAPP. The FMS 5000 calculated performance
numbers can be directly input to the ADI by selecting the REFS menu on the
DCP and from the CDU using the Send key on the FMS. APU fuel burn is not
reflected in the FMS.
Fuel predictions and flight plan requirements are available before flight on the
planning summary page. Airborne, the FMS 5000 provides real-time
predictions of fuel conditions, landing weights, range, endurance, and specific
fuel consumption.
MP-137 5-3
The FMS defaults to the onside bus for total fuel and fuel flow data, but reverts
to the remaining bus for data from both engines if an onside bus fails.
CONFIGURATION OPTIONS
There are several pilot configurable options in the FMS 5000. Aircraft weight
can be changed to reflect either empty weight or basic operating weight.
Passenger weights can be changed through the menu option to reflect a
standard weight of the pilot’s choice. The SYNC function can be selected to
transfer data to the cross-side FMS.
Operational Considerations
The FMS 5000 can be powered from the main aircraft batteries, but this is not
advisable. Whenever possible, use a ground power unit or an APU. If power is
inadvertently removed from the aircraft after the FMS is programmed, it
retains the programmed information for approximately seven minutes. To
obtain full capacity of the FMS to calculate performance data, the avionics
masters also must be selected ON.
New Users
New pilots on the aircraft should receive basic instruction on the FMS 5000
during the initial type rating course. A new pilot should be able to initialize the
FMS, obtain a takeoff gross weight, program a flight plan, and link a SID,
STAR, and/or approach. These functions are more than adequate for a new
pilot whose primary goal is to become familiar with the airplane.
The FMS should never replace judgment or the ability to revert to non-FMS
navigation within a moment’s notice. Flight management systems have come
a long way in accuracy and ability to find themselves, but they are only as good
as the programmer.
One crewmember should always keep a heads-up discipline. This cannot be

overemphasized. It is not uncommon to occasionally find both pilots looking
down and no one looking outside. Avoid programming in critical phases of
flight or low level altitudes. If the flight crew is unsure of which approach will
be assigned, program one approach in one FMS and the second approach in the
other. This enables quick SYNC to the assigned approach for the other FMS
without being heads down for a length of time.
5-4 MP-137
GPS RAIM Prediction Requirements
Anytime the GPS is used as the principal navigation source for an approach or
crossing the North Atlantic, a receiver autonomous integrity monitoring
(RAIM) prediction must be run (FAA Notice N8110.60). For GPS approaches,
this is automatically done by the FMS 5000. A manual check can be done using
the MFD data key on the CDU, but it is not required. RAIM prediction for
oceanic crossings may be done in advance with the UNS flight planning
program and a current download of the almanac.
Communications, Weather Information, Enhanced Maps,

and (Optional) Approach Charts Interface
The Rockwell Collins Pro Line 21 and FMS 5000 systems include a file server
unit (FSU) that provides electronic charts, uplinked graphical weather images,
and enhanced map features compared to traditional map displays (e.g., rivers,
lakes, and national boundaries). The FSU is connected to an ethernet-capable
MFD that provides a control interface to these enhanced features using a cursor
control panel (CCP). The following provide a general overview of the
advanced features.
- Geographic data—Lakes, rivers, and political boundaries

- Airways—Low altitude and jet routes
- Airspace depictions
- NEXRAD radar and TOPS
- Satellite weather
- Jeppesen approach charts
- Weather depiction
- Turbulence
- Icing
- Winds and temperature aloft
- METAR, TAF, AIRMET, and SIGMET
Data graphical weather images are requested for uplink via the CDU. They are
uplinked to the airplane via the ACARS (VHF) system. Once the image file is
stored in the FSU, it may be requested for display by manipulating the
graphical weather menu interface on the MFD. This menu interface allows the
pilot to select from the uploaded graphical weather image files in the FSU for
display on the MFD.
MP-137 5-5
5-6 MP-137
Glossary
A
ACARS Aircraft Communication Addressing and
Reporting System
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Deviation Indicator
AFISCOM VHF Communications Link (Global Data)
AFM Airplane Flight Manual
AGL Above Ground Level
AHRS Attitude Heading Reference System
AIM Airman’s Information Manual
AIRMET Airmen’s Meteorological Information
ALT Altitude
AP Autopilot
APP Approach
APU Auxiliary Power Unit
ARINC Aeronautical Radio Inc.
(Data Interface Format)
ASEL Altitude Preselect
ATC Air Traffic Control
ATIS Automatic Terminal Information Service
AV MSTR S/I Avionics Master Switch/Indicator
B
BARO Barometric
BC Back Course
BFL Balanced Field Length
C
CCP Cursor Control Panel
CDI Course Deviation Indicator
COM Communication (Radio)
CRM Crew Resource Management
CSDB Commercial Standard Databus
CWP Crew Warning Panel
MP-137 G-1
1/23/07
Glossary (Cont.)
D
DA Decision Altitude
DCP Data Control Panel
DH Decision Height
DME Distance Measuring Equipment
DOS Disk Operating System
DTO Direct To; direct route or course
E
EIS Engine Indicating System
ENT Enter
F
FAA Federal Aviation Administration
FAF Final Approach Fix
FCP Flight Control Panel
FD Flight Director
FGS Flight Guidance System
FL Flight Level (e.g., FL 250)
FLC Flight Level Change
FMS Flight Management System
FOD Foreign Object Debris
FPA Flight Path Angle
FPL Flight Plan
FSU File Server Unit
FWSOV Fire Wall Shutoff Valve
G
GA Go Around
GPS Global Positioning System
GS Glideslope
H
HAA Height Above Airport
HAT Height Above Touchdown
HDG Heading
HSI Horizontal Situation Indicator
G-2 MP-137
1/23/07
Glossary (Cont.)
I
IAF Initial Approach Fix
IAPS Integrated Avionic Processing System
ILS Instrument Landing System
ITT Interstage Turbine Temperature
J
JAA Joint Airworthiness Authority
J-AID Jeppesen listing of FARs and airports
K
KIAS Knots Indicated Airspeed
L
LCD Liquid Crystal Display
LOC Localizer
M
MAP Missed Approach Point
MCR Maximum Cruise Rating
MCT Maximum Cruise Thrust
MDA Minimum Descent Altitude
MEA Minimum Enroute Altitude
METAR Meteorological Aviation Report
MFD Multifunction Display
MHA Minimum Holding Altitude
MSA Minimum Sector Altitude
MSG Message
MSL Mean Sea Level
N
N1 Engine Fan Speed
N2 Engine Turbine Speed
NAV Navigation (Radio)
NDB Nondirectional Beacon
NEXRAD Next Generation Radar
NM Nautical Miles
No PT No Procedure Turn
NOTAMS Notices to Airmen Service
MP-137 G-3
1/23/07
Glossary (Cont.)
P
PF Pilot Flying
PFD Primary Flight Display
PIC Pilot in Command
PNF Pilot Not Flying
R
RA Radio Altimeter
RAIM Receiver Autonomous Integrity
Monitoring
RMU Radio Management Unit
RNAV Area Navigation
RSS Radio Sensor System
S
S/I Switch /Indicator
SIC Second in Command
SID Standard Instrument Departure
SIGMET Significant Meteorological Format
SOP Standard Operating Procedure
SPD Speed
STARS Standard Terminal Arrival Routes
T
TAF Terminal Aerodrome Forecast
TCAS Traffic/Collision Avoidance System
TCS Touch Control Steering
TERM Terminal
TOD Top of Descent
TR Thrust Reverser
G-4 MP-137
1/23/07
Glossary (Cont.)
V
V SPEEDS Calculated Velocities
V1 Takeoff Decision speed
V2 Takeoff Safety Speed
VAPP Approach Climb Speed
VLNDX Landing Approach Speed for Abnormal
Operations with Flaps Not Fully Down
(X = Flap Deflection)
VR Rotation Speed
VREF Landing Approach Speed, Flaps Down
VDP Visual Descent Point
VHF Very High Frequency
VNAV Vertical Navigation
VNV Vertical Navigation Selection on the
Guidance Controller
VOR VHF Omnidirectional Range
VS Vertical Speed
VSI Vertical Speed Indicator
X
XFR Transfer
Y
YD Yaw Damper (Switch Identifier)
Numerics
14 CFR Part 91 Code of Federal Regulations Volume 14
Part 91
MP-137 G-5
1/23/07
G-6 MP-137
1/23/07

Recommended Operating Procedures and Techniques LJ60XR

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LIST OF EFFECTIVE PAGES

Dates of issue for original and revised pages are:

Original.......................................... O ..................................................... Jan 2007

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Climb and Cruise Procedures ............................................... 1-35

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This manual offers recommendations and standardized procedures for pilots

The objective of Bombardier Aerospace with the Learjet 60XR aircraft is to

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Standard operating procedures (SOPs) supplement the information in the Air-

The pilot-in-command (PIC) is designated by the company and is responsible

Efficient crew coordination is an absolute necessity for operating the aircraft

Flight crews should use a challenge-response method to execute any checklist.

If the checklist was overlooked, good cockpit resource management requires

Some checklist procedures call for the movement or manipulation of controls

Any checklist action pertaining to a specific control, switch, or equipment that

For normal procedures, a flow pattern is an efficient method for accomplishing

Radio Tuning and Communication

The PNF accomplishes navigation and communication radio tuning, identifi-

Advising of Aircraft Configuration Change

A crewmember about to make an aircraft control or configuration change

Critical Malfunctions in Flight

In flight, the observing crewmember positively announces an indication of a

Noncritical Malfunctions in Flight

Procedures for recognizing and verifying a noncritical malfunction or impend-

The predeparture briefing includes a discussion of abnormal or emergency

- Who controls the aircraft?

Crewmembers must make every effort to confirm and identify a malfunction

Deviations During Flying

proach phase of flight: “Drifting left of course.” These announcements should

- Courses – left or right ±5°

Engine Indicating and Annunciator Panel

- Warning (red) annunciators—Red annunciators indicate immediate action

indicate a pilot selection, backup system mode, or lower level of fault.

When annunciators are displayed, always consider collateral indications. For

Flight Guidance System/Flight Director

VNV Mode—Pushing the VNV button accepts armed/captured vertical navi-

HDG Mode—When the HDG button is pushed, the FD computer is command-

7. Nonprecision approach - When cleared for the approach, select the

Training Airspeeds and Power Settings

The following table is a typical airspeed/N1 setting in standard atmospheric

Pilot Takeoff Briefing

Action: Brief all the following applicable items:

Cleared for takeoff

Call: “APR armed”

Call: “Runway Lineup checklist

Call: “Climb - 10,000 ft/

Call: “Out of ______ altitude

Call: “Descent checklist”

Prior to 50 nm from destination or below FL180

At DH and no runway environment in sight

Approach planning and briefing should be accomplished during the

At MAP and no runway environment in sight

The importance of crew coordination during takeoff cannot be over empha-

Do not transmit radar energy if personnel are within 15 ft (5 m) radially from

Takeoff procedures, such as a standing spoolup versus a rolling takeoff should

control, obvious engine failure, or TR deployment. A fire warning can be in-

A rolling takeoff may be accomplished when actual runway length is at least

To standardize normal operations, unless the PF requests otherwise, the PNF

Takeoff procedures are straightforward. See “Takeoff Procedures–Standing/

- Trim (elevator, aileron, or rudder) out of takeoff range