LR60 Initial Ground School

Weight & Balance and Performance

NOTICE
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either in their original form or after being incorporated into other items, without first obtaining approval from the U.S.
government or as otherwise authorized by U.S. law and regulations.

Revision 1.4
 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

LEARJET 60 INITIAL GROUND SCHOOL HANDOUT

WEIGHT AND BALANCE AND PERFORMANCE

TABLE OF REVISIONS

LOADING INSTRUCTIONS (LR-60 AFM PG 6-8)................................................... 01/15/93

AIRCRAFT LOADING FORM WITH SAMPLE PROBLEM..................................... 01/20/03

PAYLOAD MOMENTS - “FOR TRAINING ONLY".............................................. ORIGINAL

LEARJET 60 BRAKE ENERGY DISCUSSION........................................................ 06/10/96

TAKE-OFF / LANDING PERFORMANCE WORKSHEET................................... ORIGINAL

JEPPESEN FIELD DIAGRAM - "FOR TRAINING ONLY"...................................... 04/08/16

ASPEN CO. - PITKIN CO. (10-9 / 10-9A)

JEPPESEN SID DIAGRAM - “FOR TRAINING ONLY"........................................... 07/15/16

ASPEN CO - PITKIN CO/SARDY LINDZ EIGHT (10-3A)

ARTICLE “FLAT TIRE AWARENESS, DID YOU KNOW?”.. ORIGINALARTICLE: “WHO’S

BY LES LACOURT (ACCESSORY TECHNOLOGY - DATE UNKNOWN)

AIRCRAFT LOADING FORM - COMPLETE......................................................... ORIGINAL

Revision 1.4 FOR TRAINING PURPOSES ONLY 1-iii

 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

LOADING INSTRUCTIONS
It is the responsibility of the pilot to see that this aircraft is loaded within the weight and C.G . limits.
The loading form (figure 6-7) may be used.

1. Enter the aircraft's BASIC EMPTY WEIGHT and MOMENT from the current weighing record.

2. Enter the payload weights and moments (crew, passengers, provisions, baggage, etc.) using the
Payload Moments Charts provided in the aircraft's weight and balance data package.

3. Compute the ZERO FUEL WEIGHT and MOMENT (OPERATING WEIGHT values plus
Passenger and Baggage values).

4. Enter the fuel weights and moments using the Fuel Moments Charts, figure 6-10.

5. Compute RAMP WEIGHT and MOMENT (ZERO FUEL WEIGHT values plus fuel values).

6. Compute TAKEOFFWEIGHT and MOMENT (RAMP WEIGHT values minus Taxi Burnoff out
of wings) .

7. C
 ompare TAKEOFF WEIGHT and MOMENT with weight and C.G. limits from Weight-Moment-
C.G. Envelope, figure 6-8, or Center-of-Gravity Table, figure 6-9. If not within limits, reduce
weight or rearrange load as required to obtain weight and C.G. within limits.

8. LANDING WEIGHT and MOMENT may be calculated by adding the fuel weight and moment
remaining at the destination to the ZERO FUEL WEIGHT.

9. The formula to calculate the C.G. in % MAC is:

Fuselage Station
C.G. in % MAC = (Center of Gravity) — 365.085 x 100
80.09

FM-123 6-8
FAA Approved 1-15-93
Revision 1.4 FOR TRAINING PURPOSES ONLY 1-1
 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

AIRCRAFT LOADING FORM

WEIGHT F.S. MOMENT/1000 % OF MAC
BASIC EMPTY WEIGHT 14,400 5,441.72
Missing/Additional Equipment
Crew 360
Provisions - Galley & Storage 25
Provisions - Service Cabinet 50
Provisions - Vanity/Lavatory 40
Provisions - Toilet 32
Water 20
Miscellaneous

OPERATING WEIGHT EMPTY

Baggage - Cabin 50
Baggage - Tailcone 200
Passenger 1
Passenger 2
Passenger 3 120
Passenger 4 190
Passenger 5 110
Passenger 6 200
Passenger 7
Passenger 8

ZERO FUEL WEIGHT

Fuel - Fuselage Tank
Fuel - Wing Tanks
RAMP WEIGHT
Taxi Burnoff Out of Wings *
TAKEOFF GROSS WEIGHT

ZERO FUEL WEIGHT

Fuel - Fuselage Tank
Fuel - Wing Tanks
LANDING WEIGHT
* Fuel burnoff is approximately 3.7 pounds per engine per minute
Revision 1.4 FOR TRAINING PURPOSES ONLY 1-3
 FUS. STAT 144.6 170.6 170.6 188.7 224.7 224.7 261.7 3017 335.0 340.9 367.0 515.0
Revision 1.4

PILOT LH RH TOILET AFT CABIN TAILCONE

ITEM & SERVICE GALLEY & PASS PASS PASS PASS PASS PROVISIONS BAGGAGE BAGGAGE ITEM
WGT COPILOT CABINET STORAGE 1 2 3 4/5 6/7 VANITY 260# mAX 300# mAX WGT
10 1.45 1.71 1.71 1.89 2.25 2.25 2.62 3.02 3.35 3.41 3.67 5.15 10.
20 2.89 3.41 3.41 3.77 4.49 4.49 5.23 6.03 6.70 6.82 7.34 10.30 20.
30 4.34 5.12 5.12 5.66 6.74 6.74 7.85 9.05 10.05 10.23 11.01 15.45 30.
40 5.78 6.82 6.82 7.55 8.99 8.99 10.47 12.07 10.72* 13.64 14.68 20.60 40.
50 7.23 8.53 8.53 9.43 11.23 11.23 13.09 15.09 - 17.05 18.35 25.75 50.

60 8.68 12.24 10.24 11.32 13.48 13.48 15.70 18.10 - 20.45 22.02 30.90 60.

LEARJET 60
70 10.12 11.94 11.94 13.21 15.73 15.73 18.32 21.12 - 23.86 25.69 36.05 70.
80 11.57 1365 13.65 15.10 17.98 17.98 20.94 24.14 - 27.27 29.36 41.20 80.
90 13.01 15.35 15.35 16.98 20.22 20.22 23.55 27.15 - 30.68 33.03 46.35 90.
100 14.46 17.06 17.08 18.87 22.47 22.47 26.17 30.17 - 34.09 36.70 51.50 100.

110 13.01 - - 20.76 24.72 24.72 28.79 33.19 - 37.50 40.37 56.65 110.
120 17.35 - - 22.64 26.96 26.96 31.40 36.20 - 40.91 44.04 61.80 120.
130 18.80 - - 24.53 29.21 29.21 34.02 39.22 - 44.32 47.71 66.95 130.

INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

- 47.73 51.38 72.10 140.
FOR TRAINING PURPOSES ONLY

140 20.24 - - 26.42 31.46 31.46 36.64 42.24

150 21.69 - - 28.31 33.70 33.70 39.26 45.26 - 51.13 55.05 77.25 150.

160 23.14 - - 30.19 35.95 35.95 41.87 48.27 - 54.54 58.72 82.40 160.
170 24.58 - - 32.08 38.20 38.20 44.49 51.29 - 57.95 62.39 87.55 170.
180 26.03 - - 33.97 40.45 40.45 47.11 54.31 - - 66.06 92.70 180.
190 27.47 - - 35.85 42.69 42.69 49.72 57.32 - - 69.73 97.85 190.
200 28.92 - - 37.74 44.94 44.94 52.34 60.34 - - 73.40 103.00 200.

210 30.37 - - 39.63 47.19 47.19 54.96 63.36 - - 77.07 108.15 210.
220 31.81 - - 41.51 49.43 49.43 57.57 66.37 - - 80.74 113.30 220.
230 33.26 - - 43.40 51.68 51.68 60.19 69.39 - - 84.41 118.45 230.
240 34.70 - - 45.29 53.93 53.93 62.81 7241 - - 88.08 123.60 240.
250 36.18 - - 47.17 56.17 56.17 65.43 75.43 - - 91.75 128.75 250.

- 95.42 133.90 260.

- - 139.05 270.
- - 144.20 280.
- - 149.35 290.
- - 154.50 300.
* 32 LBS
NOTES:
•  his table presented for use with
T RH GALLEY & TOILET
Aircraft Loading Form. STORAGE

•  assenger weights should include

P
carry-on baggage stowed under 1 2 4 6
seats.
•  assenger moments based on
P
seats located against the seat stop 3 5 7
or index and facing as shown.
•  rew moments based on seats
C
1-5

being in the nominal position. LH SERVICE AFT

VANITY
FOR TRAINING PURPOSES ONLY CABINET BAGGAGE
 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

Learjet 60 Brake Energy Discussion. . . . . . . . . . . . . . . . . . . 10 June 1996

The Lear AFM mentions three levels of brake energy, and they will be listed here. In the following,
assume an 18,000 pound aircraft at 80° F with an 8000 ft pressure altitude.

1. TURN AROUND LIMITS. The AFM lists this limit on page 1-13 of the limitations and page 3-32
of emergencies. It states that if the turn around weight limit for brake energy as determined from the
applicable LANDING WEIGHT LIMIT chart is exceeded during a landing or a rejected takeoff; you
must park the aircraft for a minimum of 20 minutes before the next takeoff attempt can be made and you
must accomplish a visual inspection of the main gear tires, wheels, and brakes. The turn around limit
can be determined by the dashed lines on the Landing Weight limit charts on AFM pages 5-90, 90-1 or
from the checklist on P-35. For the aircraft conditions mentioned above, the TURN AROUND LIMIT
is 15,400 pounds.

2. LANDING WEIGHT LIMIT. This limit is mentioned in AFM pages 1-2, 3-32 and 4-52. If a
landing or rejected takeoff is made at a weight above this limit, wheel fuse plugs may release and the
High Energy Stop Inspection in Chapter 5 of the Learjet 60 Maintenance Manual is required. This limit
can be determined from AFM pages 5-90, 90.1 as the solid line or in the checklist on page P-35. For
this example, the LANDING WEIGHT LIMIT is 17,400 pounds.

3. TAKEOFF BRAKE ENERGY. This limit is listed in AFM pages 1-2 and 4-52. This limit of brake
energy is the highest mentioned in the AFM and represents the absolute limit on brakes. It is interesting
to note that on AFM page 4-52, the discussion states that if this limit is 11approached, 11 the possibility
of wheel well fire and some brake fade due to the energy absorbed by the brakes exists. This limit can
be determined by using the charts in the AFM: pages 5-51 through 5-54 for flaps 8° and pages 5-65
through 5-68 for flaps 20° . The same limit is shown on checklist pages P-5 (P-5.1 not incorporating
SB 60-8-1) and P-8 (P-8.1 not incorporating SB-8-1). In this example, using 8° flaps, the TAKEOFF
BRAKE ENERGY LIMIT is 20,700 pounds.

It is important to note that all these limits assume maximum brakes used to a complete stop without use
of reverse thrust. Although a full stop using maximum effort braking to a complete stop is remote, it is
important to understand these limits listed and how to apply them. Techniques such as not exceeding
approach speeds on landing and using the full length of the runway for landing or takeoff will assist in
not approaching any of these limits. Brake energy is cumulative; the braking energy used during taxi and
stopping is added to the landing or rejected takeoff brake energy. Therefore, this should be considered
during all subsequent operations.

Revision 1.4 FOR TRAINING PURPOSES ONLY 1-7

 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

TAKE OFF PLANNING WORKSHEET*

Flaps 8° Flaps 20°
Page Limit Page Limit
Maximum Certified Sect
23,500 23,500
1

Certified Climb
5-51 5-65
Gradient 2.4%
Maximum Brake Energy
5-51 5-65

Runway Available 5-55 5-69

5-56 5-70

Net Climb Grad for

5-64 5-78
Obstacle Clearance

Turn-Around Brake
5-90 590
Energy

LANDING PERFORMANCE WORKSHEET*

Page Limit
Maximum Certified Sect
Landing Weight 19,500
1

Certified Approach
5-90
Climb Gradient 2.1%
Maximum Landing
Brake Energy 5-90

Maximum Land Weight 5-94

Runway Available 5-95

Approach Climb for

5-88
Obstacle Clear. >2.1%

* NOTE: These pages represent a standard configuration. For different

configurations, such as spoilers on or off, APR, Anti-skid, refer
to the appropriate ajacent tables.

FOR TRAINING ONLY

Revision 1.4 FOR TRAINING PURPOSES ONLY 1-9

 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

KASE/ASE JEPPESEN ASPEN, COLO

Printed from JeppView for Windows 5.3.0.0 on 26 Apr 2017; Terminal chart data cycle 08-2017; Notice: After 04 May 2017, 0000Z, this chart may no longer be valid
7838'
Apt Elev 8 APR 16 10-9 -PITKIN CO/SARDY
N39 13.3 W106 52.1
ATIS (ASOS when Twr inop) *ASPEN Clearance *Ground *Tower

120.4 123.75 121.9 CTAF 118.85

*ASPEN Departure (R) DENVER Center (R)
UNICOM 122.95
123.8 125.35 when Dep inop.

106-52

09^E
39-14 39-14

11551^
Elev 7680'

A1

HS1 A2 Control Tower

A3 HS2
800

A
6'

A4

Terminal
A5

RUNWAY INCURSION HOT SPOTS A6

39-13 HS1 39-13
A
See 10-9A for description of Hot Spots
READ BACK ALL HOLD SHORT INSTRUCTIONS
A7
A8

Runway extension only used

for take-offs to the North.
HS3
B8 A9
B B9 Elev 7838'
Feet 0 500 1000 1500 2000 2500
33331^
Meters 0 200 400 600 800

106-52

CHANGES: Hot spot 3. | JEPPESEN, 1999, 2016. ALL RIGHTS RESERVED.

Revision 1.4 FOR TRAINING PURPOSES ONLY 1-11

 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

KASE/ASE JEPPESEN ASPEN, COLO

Printed from JeppView for Windows 5.3.0.0 on 26 Apr 2017; Terminal chart data cycle 08-2017; Notice: After 04 May 2017, 0000Z, this chart may no longer be valid
8 APR 16 10-9A -PITKIN CO/SARDY
GENERAL
Birds and other wildlife on runways.
Airport closed 2300 LT to 0700 LT daily.
Fixed base operator requires 2 hrs advance notice for staging aircraft prior to departure.
Only aircraft with wingspan of 95' or less are permitted to operate from KASE.
Due to poor visibility in valley, use landing lights in traffic pattern.
Hang gliders, para gliders, hot air balloons & glider operations in vicinity of airport up to 18000' MSL.
Airport located in high mountain valley with mountainous terrain from 12500'-14000' MSL in near
proximity to airport, numerous unlighted obstructions.
Terrain will not allow for normal traffic patterns. High rates of descent may be required due to
terrain & local procedures.
All adverse weather situations magnified in the mountains. Unless ceilings are at least 2000' above
highest terrain & visibility is 15 miles or more; mountain flying is not recommended.
Operations during periods of reduced visibility discouraged for pilots unfamiliar with area.
For all general aviation operations between 30 minutes after sunset to 2300 LT the following applies :
aircraft equipped as required under FAR 91.205(D) for instrument flight, pilot is instrument rated,
VFR pilot-in-command has completed at least one take-off or landing in the preceding 12 months at
KASE. IFR: execute approach/departure procedures with ATC clearance.
Unique VFR departure procedures exist, call airport manager or fixed base operator for more
information.
Noise abatement procedures in effect. Contact airport operations.
Noise abatement required, fly ATC assigned heading or standard departure procedure. If no heading
or departure procedure is assigned; turn right noise abatement heading of 360^ for 2 miles before
proceeding on course.
Take-off not authorized on Rwy 15 without written permission from airport manager.
Uncontrolled traffic on the ramp. Rwy 33 run-up area not visible from the tower.
Pilots are responsible for passengers in ramp area. Pedestrians and vehicles cannot enter taxiways
without ATC clearance. Stay on the solid side of the red boundary marking line.
Rwy 33 right traffic pattern.

ADDITIONAL RUNWAY INFORMATION

USABLE LENGTHS
LANDING BEYOND
RWY Threshold Glide Slope TAKE-OFF WIDTH
15
1
MIRL 2 MALSF 23 PAPI-L (angle 3.50^) 4 7006' NA
100'
33 MIRL 2 REIL 7006'

1 Grooved.
2 Activate 118.85 when Twr inop.
3 PAPI unusable beyond 4 NM from runway threshold and beyond 7^ right of runway centerline.
4 Last 1000' not available for landing distance computations.

RUNWAY INCURSION HOT SPOTS

(For information only, not to be construed as ATC instructions.)

HS1 Twy A2. Short taxi distance from ramp to runway.

HS2 Twy A3. Short taxi distance from ramp to runway.
HS3 Rwy 33 and Twy A9. Non typical location for Rwy holding position marking.

TAKE-OFF
Rwy 15 Rwy 33

1&2
Eng
3&4
NA USE SARDD DEPARTURE
Eng

FOR FILING AS ALTERNATE

RNAV (GPS)-F
VOR DME-C LOC DME-E
A
B
2400-2 A
M
NA E
C 2400-3 N
D
D NA 8
CHANGES: Hot spot 3. | JEPPESEN, 2005, 2016. ALL RIGHTS RESERVED.

1-12 FOR TRAINING PURPOSES ONLY Revision 1.4

 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE
Revision 1.4 FOR TRAINING PURPOSES ONLY 1-13
 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

consequences of operating with To Illustrate this an experiment

Accessory Technology under-inflated tires. Most of us was conducted using a Boeing
think only of abnormal or rapid 757 tandem-bogie main gear.
FLAT TIRE tire wear with the only drawback This operator uses a standard
AWARENESS being higher maintenance costs
due to early tire replacements.
175 points in its 757 fleet's main
wheels. If the pressure is found
Manufacturers tests show that to be no less than 155 pounds,
Did you know? a properly inflated tire, when the tire may be re-inflated and
paired with a tire that is under- continue in service. However,
By Les LaCourt inflated by as little as 15 percent, if the pressure is found to be
In a recent fatal accident can reach critical temperature 154 pounds or less, both the soft
involving a DC-8, 261 people on during takeoff and landing; as in tire and its axle mate must be
board crashed while attempting this case, when the #1 tire failed replaced.
to return to the airport. There first as a result of being paired As photographs demonstrate,
were no survivors. with the underinflated #2 tire. when the tire is deflated to
The underlying reason for this It was determined by inspection a pressure of 154 pounds,
accident was that maintenance of tire remnants found on the it's impossible to see yet
personnel failed to replace or runway that the temperature in critical enough to be cause for
re­inflate a soft tire and it was the body of the #1 tire reached replacement of both tires on
unnoticed by the flight crew nearly 500° F prior to its failure. the axle. At 154 pounds, the
during their walk-around. Tire heat damage is cumulative. measured side wall deflection
The soft tire was reported to The nylon cords begin to melt was only 1/32 inches more than
be at 160 pounds instead 0of 185 and weaken and each successive a fully ser viced tire (nearly
pounds and in the #2 position takeoff and landing weakens impossible to see). When deflated
on the left main gear. During them further until the tire to a pressure of 50 pounds, which
the 1c:1Keoff roll the #1 tire, structure fails. is a flat tire, measured side wall
which was overloaded, rapidly This cumulative damage is deflection was only 3/32 inches
overheated and failed, followed why the maintenance manual and more than a fully serviced tire.
immediately by failure of the #2 typical air1ine procedures and At 150 pounds the tire footprint
tire. paperwork spell out a complete is somewhat larger and makes the
Remnants of both tires were schedule for tire re-inflation, tire look soft when viewed from
burning when the landing gear replacement, and double tire the side. But remember this is a
was retracted. A serious f ire replacements. These pressures flat tire.
developed tn the wheelwell. vary with different aircraft and The moral of the story here
Evidence indicates this f ire operators but generally are in the is that you need to use a tire
involved tires, hydraulic fluid, 15 to 30 percent range. pressure gauge to check tire
magnesium alloy, and fuel. The Fuse plugs located in the inflation pressures. Cuts, wear,
fire caused loss of pressurization, alloy wheels melt due to high flat spots, and other damage is
loss of hydraulics, structural temperature of the wheel. This is obvious and can be seen with
damage and finally complete loss usually caused by hot brakes. An t h e n a ke d eye , - but no
of control. Witnesses reported over1oaded tire will heat up to a underinflated tires.
a significant Increase in smoke critical temperature long before
and fire during the final stages of the rubber can conduct the heat
the approach. This is believed to to the wheel and fuse plug.
have been caused by bum­through All mechanics and pilots walk
of the center fuel tank. At this around and look at tires everyday.
point, the aircraft rolled and But even on a single axle main
dived to crash 1 and 3/4 miles landing gear, ifs very hard to see
from the runway. a 15 percent under-inflated tire.
As the investigation progressed, On a tandem-bogie main gear Ifs
interviews with a cross-section impossible to see this critical loss
of airline personnel revealed a of pressure.
general lack of awareness of the
Revision 1.4 FOR TRAINING PURPOSES ONLY 1-15
 LEARJET 60 INITIAL GROUND SCHOOL WEIGHT & BALANCE AND PERFORMANCE

AIRCRAFT LOADING FORM - COMPLETE

WEIGHT F.S. MOMENT/1000 % OF MAC
BASIC EMPTY WEIGHT 14,400 377.89 5,441.72 15.99
Missing/Additional Equipment
Crew 360 52.06
Provisions - Galley & Storage 25 4.26
Provisions - Service Cabinet 50 8.53
Provisions - Vanity/Lavatory 40 13.644
Provisions - Toilet 32 10.72
Water 20 6.82
Miscellaneous

OPERATING WEIGHT EMPTY 14,927.00 370.99 5537.75 7.37

Baggage - Cabin 50 18.35
Baggage - Tailcone 200 103.00
Passenger 1
Passenger 2
Passenger 3 120 26.96
Passenger 4 190 49.72
Passenger 5 110 28.79
Passenger 6 200 60.34
Passenger 7
Passenger 8

ZERO FUEL WEIGHT 15,797.00 368.74 5,825.11 4.56

Fuel - Fuselage Tank 1,100 485.48
Fuel - Wing Tanks 2,898 1,135.15
RAMP WEIGHT 19,795.00 376.09 7,445.74 13.74
Taxi Burnoff Out of Wings * -98 -39.78
TAKEOFF GROSS WEIGHT 19,697.00 375.93 7,405.96 13.54

ZERO FUEL WEIGHT 15,797.00 5,825.11

Fuel - Fuselage Tank
Fuel - Wing Tanks 1,500 575.78
LANDING WEIGHT 17,297.00 370.05 6,400.89 6.2

Revision 1.4 FOR TRAINING PURPOSES ONLY 1-17