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Teterboro’s Circling Approach to Runway 1 Can Be Tricky

With strong winds out of the west, conditions that existed at the time of Monday’s Learjet crash, starting the turn to the runway early is crucial. ( 기타...

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Many years in that model. The safety margins, if not complied with, can be fatal. In particular, when bank angle limitations are exceeded & minimum speeds are not adheared to during circling maneuvers......

Truckee, CA: 2 fatal during circle
Palwakee, IL. 2 fatal during circle
Teterboro, NJ ?

The NTSB database is full of highly experienced, DECEASED, Learjet pilots.

It was always interesting to attend recurrent training in that model because it was manufactured with 7 different wings:

Century III
Mark 2, etc....

The ground instructors would separate us in class based on our aircraft serial numbers. Different serial numbers meant different wings & different performance charts altogeather. :/
I believe most 30 series Lears now have a Century III wing and the addition of SoftFlite ( full spanwise stall strips, wing fence and adding BLE's kinda of toned down the model. Still, nothing like flying Lear 24 with a straight wing from sea level to 41k in 9 minutes. I especially liked the 25G where you could cruise at .81M while the FF were the same as a 25B at .77M. The fun was flying for 2.5 hours at .81M with no AT, just your eyes and right hand.
bbabis 1
I loved it also and the 24 was my favorite ride of all time, but you failed to mention that the FF of the 25G@.81 and the 25B@.77 were the same as either of them on the ground @idle. They climbed so fast because they needed to.
True enough.
Good memories in the 20 series for me as well. The Lear 23, serial #9, was most interesting to me because of all the safety features it didn't have compared to a 24B lol! I miss the 358kt speed limit in the older models too. The 25B seemed gutless with its extra weight & lacking the improvements of the 25G.

bbabis 5
All circling approaches are tricky and that is one reason during every initial and recurrent training course for type ratings that they be satisfactorily demonstrated. For good reasons many pilots do not fly them between training sessions. If the ONLY way to arrive at a runway is through a circling maneuver, such as 01 at Teterboro, then your caution senses need to be at full alert because there will be a very good reason that a straight in approach cannot be flown to that runway with terrain, obstructions, and restricted airspace being the big three. At Teterboro strong winds will always be an additional factor for the 01 circle because if they weren't they would just land straight in 06.
This is an example of why the FAA long ago stopped allowing any FAR 121 airline from flying "circling approaches", now they are "circling maneuvers" with minimums no less than 1000ft ceiling and 3 mile visibility. (with accompanying type, and in many cases even the ATP itself, "circling VMC only" limitations) RNAV RNP approaches are perhaps a way to more safely bring these back but it will take an FAA mandate to require airlines to equip all the planes with the equipment and crews with the training.
I am the opposite. I have only flown the 35. But technically, I am Type Rated on the 31. At least in Australia, the Type Rating is Lear 31/35/36. This has always surprised me, given the very different config of the 31, simpler fuel system and presumably significantly different handling characteristics laterally. Apologies if this is getting slightly off topic. And thanks for the great comments...
bbabis 2
In the US LR/JET type rating covers the 23/24/25/28/29/31/35/36/55 models which is even crazier considering the differences between them.
Here it's good for the 23 24 25 28 29 31 35 36 55.
bbabis 1
Great minds think alike. LoL
You don't actually say what the w/x was that day, however if you were visual somewhere between 1500' and 760', you could have manuvered at that altitude during the circle approach, thereby giving a better view and depth perception to the approach. The take away from this is your two trips into KTEB is tha you gained valuable experience and will use it wisely when acting as PIC in the future or provide great CRM as SIC. The 20 and 30 series Lears are great airplanes to fly, but you have to fly "them". When they start to fly "you" trouble starts.
760 feet, they circling minimums, was irrelevant because it was a visual day. All pilots arriving on the ILS 6 circle to 1 approach are told to start their turn at TORBY. TORBY is the final approach fix at 1500 feet. Nobody has any business going to the circling minimums when they're told to turn at TORBY. It is likely that this Learjet continued past TORBY since we know the controller called them and ask when they were going to start their turn. Even if they stayed at 1500 feet, continuing past the final approach fix before turning leaves very little room for maneuvering made worse by a 30+ not wind from the west.
from a 150 to a 747
all metal birds fall out of the sky
when we violate their limitations
"Fate is the Hunter"
anecdote.......most Lears now have coffee cup holders. Good movie, though.


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