I landed here on the runway when it was all Icey, and the whole plane almost went off the end of the runway. The pilot braked so hard we all got thrown into the seat in frontmof us
So if I'm not mistaken pilots called the 'pull up' voice in an F-16 'bitchin betty.' I wonder what lovely names you guys have come up with for the whiner at 0:15
Bring back good memories of my younger single days; Aspen was a favorite skiing destination. I couldn't afford to stay in Aspen, so would I stay in the nearby towns (Basalt, Glenwood Springs). I would drive by the airport (seeing the rows of private jets) thinking; someday with my own private jet, I will fly into Aspen.
Beautiful approach and landing. I read recently that one has to have a special qualification to operate a turbine aircraft into this airport. Is this correct?
muehr05 I read your comment about triangle. I wasn't going to comment, but then thought, what the hell? I've been into Aspen seriously over 500 times in my career. That day was clear wx, good plane. Crew was having fun flying over the hill that low.....I've done it many, many times.....NOT unsafe!!!!! PIC (I don't know him or her) NOT a loser.....And NOT a 'cowboy' technique in my opinion. There, I feel better now.
muehr05 I read your comment about triangle. I wasn't going to comment, but then thought, what the hell? I've been into Aspen seriously over 500 times in my career. That day was clear wx, good plane. Crew was having fun flying over the hill that low.....I've done it many, many times.....NOT unsafe!!!!! PIC (I don't know him or her) NOT a loser.....And NOT a 'cowboy' technique in my opionion. There, I feel better now.
when you're right "over the numbers", do you cut the throttle to 0, hit the spoiler, both, or neither ? How do you get the back wheels to sink so they hit the ground first ? I was decent at flying the 737 on fs98/2000 but I'd always land by killing the juice and using partial spoiler, but on the lear, when you hit the spoiler it does the opposite, it tilts way back ( or forth , I can't remember ). But on the '37 the spoiler just made you sink and slow down. pls explain
@digler99 Typically, you pull the throttle back when the voice says "50" as in 50 feet. The spoilers are armed to deploy when the weight on wheels switch detects weight or the wheels are spinning (depending on the serial number or modification). The spoilers on a Lear 60 will actually push the nose down. When you flare (pull the nose up on landing), it aerodynamically slows you down.
@digler99 well "digler", i can offer this, if nothing else: Spoilers are NEVER to be deployed while in the approach Phase, approaching the threshold, arriving at "minimum's, or "just above the numbers" , for the purpose of, "getting the wheels down" .... Ever. the idea is to Fly the Aircraft, Correctly, and having it "correctly configured" ( Devices out, Gear Down, Trimmed, etc...) down to the Runway, Set 'er down ( and that means knowing how to have 'er Settle) and land.
@digler99 (con'd") man, sure hate this 500 character thing.........Ok, so to continue digler, the Spoilers or "Lift Spoilers" as they are appropriately named, are soley for the purpose of "Dumping Lift" and are generally pre-set, then "Activated" as the Wheels depress the Squat Switch. ( weight on wheels- which, this system is tied to Many, Many Systems on a complex Jet Aircraft. whole other story..) that's it. we would NEVER want to throw Lift Spoilers out, IN THE AIR. STALL!!
@digler99 (con'd #2) Oh, sorry. got a bit wordy there, but......love full, complete explainations, when i can offer them. forgot to essentially get one notion across here: so once down on the Runway, and Lift Spoilers coming UP, what they're doing for us is, aiding in keeping our now, "Landed" airplane, that is maybe still rolling along at over 100 kts ( maybe more depending on Aircraft) ....ON THE GROUND. they Ruin Lift. thus helping us slow down, and, "Stay on the Runway"
Thanks drumdude. I learned two things, first I think I confused the notion of spoiler with airbrake. Thought spoilers were used during flight, based on commercial jets where you see the airbrake a lot on approach and see it go fully up on touchdown. I know of two things, one being the slats (not flaps) that come up briefly on final (in big jets) and the metal on the leading edge of the wing that can also come forward (spoiler?) . I'm not a real pilot - dont worry, just curious.
@digler' absolutely no sweat dude! lol! all good. nor am i a "real world Pilot". just an overly enthusiastic Hobbyist/Flight Simmer. to the point of kinda , Ridiculous! ha-ha! anyway, the "Slats" ARE the leading edge devices, so to speak. those are the Forward Drooping Sections that roll out a bit, and down, to extend the forward surface area of the wing, curving and directing more air, over the Top, than Underneath. that is Key! sounds like you've got your other stuff correct!
@digler99 Spoilers actually ARE used during flight. They make the ride a little rougher and a little louder, therefore are typically not used on a daily basis. That being said, you don't use them on an approach in a Lear. It is actually a limitation in the Airplane Flight Manual (the airplane bible) that you can't use spoilers and flaps at the same time in the Lear.
i've heard Lear's, for whatever reason, require a slightly "Faster than Usual" ( or, than some Other Biz-type Jets of this kind) Vref/Vapp speeds? Takeoff's Too. is this True? if it IS, Why? Wing Shape? Other Airframe Design Reasons? this guy appeared to be over the numbers at about 110? 115? any Thoughts "Lear" guys?
I was on the team that developed the M60. If memory serves me 20 years on, it stalls just north of 110 knots. Remember the wing is almost the same as that on the M31 weighing a lot less that the M60. Most of the Learjet folks around in the 90s consider the M60 to be the last "real" Learjet.
Over the wire should be 1.23 times Vstall, so, call it 135 KIAS as a minimum. More if heavy. Leokov was probably about right.
@muehr05 Those type of aircraft fly under IFR, which means (Instrument Flight Rules) They have set approach plates that they follow with set altitudes at certain distances. So,I assume he was at that height due to an assigned altitude for that airport approach. I have not seen that particular approach plate so I cannot say for sure. But I would hate to try that in cloudy weather if that was right!
very common occurrance in a high performance jet. the TAWS senses all kinds of "envelope" and Aircraft configuration Moments, and , from what i've heard, can be as much an annoyance as a helpful aid. you get used to it.
@drumdude46 Yeah it goes nuts on me in FSX when I do high altitude approaches like this. This is the first time I've seen a video of it happening though, also I'm not a pilot.
yup. it looked like his proximity to that "peak' or rising terrain at 0:10 simply triggered the TAWS to talk. that's all. that's what it's "Supposed to do" and i'm convinced that it's just commonly accepted that, a pilot WILL occasionally need to skim or point toward terrain in such a way, and surely only for flight path's sake, that it will cause the System to "do it's job" must be a little annoying but the only other option is to turn it OFF, and....that's not a good one. Lol! cheers!
If any of you want to compare the approach speed to a sea level approach watch "Landing at Palomar". The PNF (me) is clearly calling "ref". The 60 lands fast guys.
No it is not. There is no single pilot certification for the type under any circumstances. There is one Lear in the world that is single pilot certified and it is owned by Clay lacy and is a 20 series.
The Lear requires two pilots. Anyone who'd even think of flying something this "hot" (other than a military-trained fighter pilot - and it would still be illegal) would asking for trouble.
No, it is not. There are a few jets are are single-pilot aircraft such as the Cessna Citation 500 series (Citation I, II, S-II, and V), the Embraer Phenom, and the Citation Mustang. But none of the Lears are single-pilot aircraft.
You are almost entirely correct. Clay Lacy owns the only Lear on the planet single pilot cert. It is a 20 series. I do not recall all the details from it but it is fact. Otherwise your right on the money. Bill Lear tried to build the Lear to be compliant for single pilot initially and the FAA said no because it was a jet. A 30 series as someone stated above would never be able to meet any of the requirements to fly single pilot under any circumstances.
Those rules were revised after the movie "Airplane" was released. Now, LearJets, 30 and 40 series CAN legally flown by a single pilot, PROVIDED they are equipped with "Otto Pilot", and there is an FAA approved "Jive" (Ebonics) translator aboard!!
They should put the word "nevermind" in the computer's vocabulary. So after it gives a false "pull up" warning something along the lines of "oh wait, nevemrind."
Awesome video :) When we flew a premier into there a few months back it was notas pretty of a picture. It was still VFR but there were clouds and rain showers all over.
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I used to fly this approach every week. Now I sit at home furloughed. I hope all you pudknockers wake up and run back to mommy and daddy and let us jet jocks HAVE OUR FUCKING JOBS BACK!!
A typical approach speed in the learjet is 130-140 (Vref +10). When you consider the airport is at 7800 feet, although your approach speed is the same, your ground speed is about 10-15 knots faster due to the thinner air. You are movin' thats for sure.
I thought it looked fast, but this is a unique vantage point + he was right smack in the touchdown zone & reversed thrust nicely. Very comfy landing.
@klub77 That might have been due to the altitude. The higher you go, the less dense the air is therefore your speed over the ground during landing is higher. First time I experienced this in real life was in Reno NV at night in a 172M. Fun times!
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For all you idiots that truly do not understand the difference between IAS and TAS I will clarify.
1. IAS is just a reference indication.
2. The IAS does not indicate a higher airspeed as you ascend. Why you Microsoft Flight Simulator pilots may ask? Because the IAS is simply a speed where the airspeed indicator points.
IAS decreases with altitude gain. It's such a simple concept and most of you guys fuck it up.
Really? And what was this aircraft's indicated airspeed on this video? Also, for the conditions of the day (temp, PA, GW, etc.) what was the Vref for this particular approach? Methinks you're speaking out of your 4th point of contact!
whatever dude, a learjet 60 is light, its maximum GW is 20.200 lbs, and still at that weight it would be around 125(Vref speed) knots true airspeed, but you can clearly see in the video that the airspeed is waaaay higher than 125 knots.(at least 150) or is it just me?
Indicated airspeed (IAS) is indicated airspeed, PERIOD. At higher density altitudes, your True Airpspeed (point to point in space) will be HIGHER than your IAS. Take into account the ambient wind and you will get your groundspeed. Your Vref, which again is INDICATED, is predicated on the landing weight for your approach speed. Correct: Takeoff gross weight has NOTHING to do with your aircraft's LANDING Gross Weight. On many aircraft, these are two different numbers. Hope this helps!
It is. Indicated is higher because as you climb, the air is less dense, thus to create the same amount of lift the airplane must move faster. So your Ture Airspeed (TAS) (the speed at which you're actually moving through the atmosphere) rises in relation to maintaining the same indicated airspeed as you climb.
For some reason I don't see my original post that you replied to me on.
I was most likely commenting on the statement below which is false and makes no sense. I do know the difference between TAS and IAS. If anything at all, under constant power settings as you gain altitude the IAS lowers.
ensconced said...1. Indicated airspeed is much higher at higher density altitudes.
I understand what you're saying but its just a little inaccurate.
Let's say in a no-wind standard atmosphere day you are cruising along at 120kias close to sea level. The IAS points to 120kias. You climb to 15000 feet and the indicated altitude now says 90 kias. The indicated altitude is lower. It went from 120 kias to 90 kias. The true altitude however is most likely greater than 120 kias. Indicated altitude is just what you read off of the airspeed indicator.
@Cipry16 I'm typically not one to flame on here, but you should try getting your facts straight.
1: Max gross on the 60 is 23,500 pounds
2. Max landing weight is 19,500 pounds
3. 125 kts ref? No. You should never have a ref speed that low. You would need to be 15,000 pounds to get a ref speed that low. That means literally zero usable fuel.
4. V speeds (including ref) are done in indicated, not true, airspeed
GPWS is never turned off. I've never landed in Aspen, but I can only assume the approach charts would clearly state that high terrain is in the vicinity of the approach path and that GPWS warnings can be ignored.
That warning is just an indication that the aircraft is very close to terrain. If the pilots have visual reference to the ground and they anticipate Ground Proximity Warning alerts on approach, then there's no reason to follow GPWS warnings ("Pull Up" in this case).
Wow. It looks like you guys are coming in real hot, but what a textbook straight in approach and greaser. I've never flown in or out of high altitude airports, and the fastest bird I've ever flown is a Cessna 414 of which a 110kt landing seems like a 172 landing compared to this!
Yeah, its a bizarre thing to witness an airplane departing rwy 33, while you are on approach to rwy 15. However, this is the only way it can happen at Aspen. I've been flying Lear 35's and Citation 525's into Aspen for the past few years, and this is something you never quite get used to. What's equally strange is when you are climbing out from 33, and see another aircraft on final to 15. ATC will quickly get on your case if you do not make that left turn at 8700 ft.
HELP: Is there a website to teach me how to land a Learjet 45 in FSX? How do you use ILS? How do you reverse engine after touchdown? How do I use yaw using keyboard or mouse?
hey leokov,if ur good at aerodynamics cud u plz tell me if u know da different affects between learjet winglets n other types of winglets?or any other information bout learjet winglets plz..wud appreciate it if u cud help me out.cheers
All winglets do pretty much the same thing- They reduce induced drag- that's the drag created by the wing generating lift. Learjet was the first airplane to use a winglet on what they called their 'longhorn' wing, and has seen wide use since. Hope this helps :)
Yes well, you can hear the TCAS alert at 1:02. Also it's not a 172, its a BAE 146- a four engine jet! Opposite direction clearances happen here ALL THE TIME. Glad you liked the vid:)
aspen = sketchiest commercial airport in the world to fly in and out of, and im not just talking out of my ass, that's what the pilots say. i talked to one guy who regularly flies it from denver and he said it's worse than flying in and out of hot firebases in vietnam sometimes
he was the pilot of the plane i flew in on last time i was there, he wasnt saying it was as bad as getting shot at during takeoff and landing, he was just saying that flying a major commercial plane into aspen is the first thing that's raised the hair on the back of his neck since he was in vietnam
Awesome video. I guess in the summer you don't have to circle endlessly? ;) OK, you talked me in to it. Next time you go, you can give me a ride. God your pushy.
This is not quite true, he lost control of the plane while he tried to switch the fuel tanks. The switch was located at a hard reachable place . Since he bought the plane one day before the accident, and felt uncomfortable with the switch, he already told his mechanic to change the position of the switch. Bud bad luck hit first. Sad story.
Rudder pedals. The pedals input into a steering competer which then moves the nose gear. The range of nose gear movement is gradualy decreased as the ground speed increases, until about 80 kts at which point the nose steering completely disconnects.
lovely approach,
what a plane!
Iearjet 1 month ago
"Terrain!"..."Terrain!"..."Pull Up!"..."Pull Up!"... yep, sounds like flying into Aspen!
flightstudios 6 months ago 3
well, was there a plane which is comes head-on while approaching? am I wrong?
or was it on downwind?(actually,I don't think so)
thanks for sharing
hakan737 6 months ago
I landed here on the runway when it was all Icey, and the whole plane almost went off the end of the runway. The pilot braked so hard we all got thrown into the seat in frontmof us
oDAirborne 6 months ago
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orbits2 8 months ago
So if I'm not mistaken pilots called the 'pull up' voice in an F-16 'bitchin betty.' I wonder what lovely names you guys have come up with for the whiner at 0:15
darkling9109 8 months ago
Bring back good memories of my younger single days; Aspen was a favorite skiing destination. I couldn't afford to stay in Aspen, so would I stay in the nearby towns (Basalt, Glenwood Springs). I would drive by the airport (seeing the rows of private jets) thinking; someday with my own private jet, I will fly into Aspen.
I am still waiting on that dream. : ^ )
yhenry77 8 months ago
Nice vid, brought back memories of my 604 days in Aspen
steviep53 10 months ago
haha pull up i have a lear 60 and i was fling in mexaco to watch baja and it was doing the same thing
ThePastranafan101 1 year ago
Holy groundprox batman!
slgarrison 1 year ago
They should blast that mountain so that damn warning goes away.
sendmorebrains 1 year ago
at 1:18 is that another plane going opposite direction left side
Jmarks77 1 year ago
@Jmarks77 Jep, at 1:01 "traffic, traffic" I think it's the TCAS :D
philippvsmarco 1 year ago
@Jmarks77
yeah, you can see his shadow on the ground at 1:21
johnandhiscomputer 9 months ago
Does this airport have ILS or is it a visual approach?
pianomanmaestro 1 year ago
Beautiful approach and landing. I read recently that one has to have a special qualification to operate a turbine aircraft into this airport. Is this correct?
hotelgulf718 1 year ago
nice landing! What are some challenges landing at high altitude airports?
beatchildproductions 1 year ago
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muehr05 I read your comment about triangle. I wasn't going to comment, but then thought, what the hell? I've been into Aspen seriously over 500 times in my career. That day was clear wx, good plane. Crew was having fun flying over the hill that low.....I've done it many, many times.....NOT unsafe!!!!! PIC (I don't know him or her) NOT a loser.....And NOT a 'cowboy' technique in my opinion. There, I feel better now.
jdf6740 1 year ago
muehr05 I read your comment about triangle. I wasn't going to comment, but then thought, what the hell? I've been into Aspen seriously over 500 times in my career. That day was clear wx, good plane. Crew was having fun flying over the hill that low.....I've done it many, many times.....NOT unsafe!!!!! PIC (I don't know him or her) NOT a loser.....And NOT a 'cowboy' technique in my opionion. There, I feel better now.
jdf6740 1 year ago 4
@jdf6740 Well that cleared that up. I should have read this post prior to mine. Thanks.
oh8pony 1 year ago
Agreed. runway isn't very wide.
drumdude46 1 year ago
hmmmmm did someone forget to turn off the the yaw dampener before landing? :)
rexey5 1 year ago
Good landing... Every landing that ends up with the wheels down is a good landing...Great even if it is a simulator or not... Good Landing...
lejoeyoung 1 year ago
when you're right "over the numbers", do you cut the throttle to 0, hit the spoiler, both, or neither ? How do you get the back wheels to sink so they hit the ground first ? I was decent at flying the 737 on fs98/2000 but I'd always land by killing the juice and using partial spoiler, but on the lear, when you hit the spoiler it does the opposite, it tilts way back ( or forth , I can't remember ). But on the '37 the spoiler just made you sink and slow down. pls explain
digler99 1 year ago
@digler99 Typically, you pull the throttle back when the voice says "50" as in 50 feet. The spoilers are armed to deploy when the weight on wheels switch detects weight or the wheels are spinning (depending on the serial number or modification). The spoilers on a Lear 60 will actually push the nose down. When you flare (pull the nose up on landing), it aerodynamically slows you down.
Remember: FlightSim isn't the real thing.
BenGaut 1 year ago
@digler99 well "digler", i can offer this, if nothing else: Spoilers are NEVER to be deployed while in the approach Phase, approaching the threshold, arriving at "minimum's, or "just above the numbers" , for the purpose of, "getting the wheels down" .... Ever. the idea is to Fly the Aircraft, Correctly, and having it "correctly configured" ( Devices out, Gear Down, Trimmed, etc...) down to the Runway, Set 'er down ( and that means knowing how to have 'er Settle) and land.
drumdude46 1 year ago
@digler99 (con'd") man, sure hate this 500 character thing.........Ok, so to continue digler, the Spoilers or "Lift Spoilers" as they are appropriately named, are soley for the purpose of "Dumping Lift" and are generally pre-set, then "Activated" as the Wheels depress the Squat Switch. ( weight on wheels- which, this system is tied to Many, Many Systems on a complex Jet Aircraft. whole other story..) that's it. we would NEVER want to throw Lift Spoilers out, IN THE AIR. STALL!!
drumdude46 1 year ago
@digler99 (con'd #2) Oh, sorry. got a bit wordy there, but......love full, complete explainations, when i can offer them. forgot to essentially get one notion across here: so once down on the Runway, and Lift Spoilers coming UP, what they're doing for us is, aiding in keeping our now, "Landed" airplane, that is maybe still rolling along at over 100 kts ( maybe more depending on Aircraft) ....ON THE GROUND. they Ruin Lift. thus helping us slow down, and, "Stay on the Runway"
drumdude46 1 year ago
@drumdude46
Thanks drumdude. I learned two things, first I think I confused the notion of spoiler with airbrake. Thought spoilers were used during flight, based on commercial jets where you see the airbrake a lot on approach and see it go fully up on touchdown. I know of two things, one being the slats (not flaps) that come up briefly on final (in big jets) and the metal on the leading edge of the wing that can also come forward (spoiler?) . I'm not a real pilot - dont worry, just curious.
digler99 1 year ago
@digler' absolutely no sweat dude! lol! all good. nor am i a "real world Pilot". just an overly enthusiastic Hobbyist/Flight Simmer. to the point of kinda , Ridiculous! ha-ha! anyway, the "Slats" ARE the leading edge devices, so to speak. those are the Forward Drooping Sections that roll out a bit, and down, to extend the forward surface area of the wing, curving and directing more air, over the Top, than Underneath. that is Key! sounds like you've got your other stuff correct!
drumdude46 1 year ago
@digler99 Spoilers actually ARE used during flight. They make the ride a little rougher and a little louder, therefore are typically not used on a daily basis. That being said, you don't use them on an approach in a Lear. It is actually a limitation in the Airplane Flight Manual (the airplane bible) that you can't use spoilers and flaps at the same time in the Lear.
BenGaut 11 months ago
Excellent vid.
skydogz1 1 year ago
Nice! Winner!
leoinde12 1 year ago
i've heard Lear's, for whatever reason, require a slightly "Faster than Usual" ( or, than some Other Biz-type Jets of this kind) Vref/Vapp speeds? Takeoff's Too. is this True? if it IS, Why? Wing Shape? Other Airframe Design Reasons? this guy appeared to be over the numbers at about 110? 115? any Thoughts "Lear" guys?
drumdude46 1 year ago
@drumdude46 Just very high wing loading. Tiny wing on this bird. Over the numbers was likely around 140 kts or so.
leokov 1 year ago
@drumdude46 I think the small runway, high altitude, and camera make 140 knots look a lot faster than it really is.
skipplet 1 year ago
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mikeosborne83 3 months ago
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I was on the team that developed the M60. If memory serves me 20 years on, it stalls just north of 110 knots. Remember the wing is almost the same as that on the M31 weighing a lot less that the M60. Most of the Learjet folks around in the 90s consider the M60 to be the last "real" Learjet.
Over the wire should be 1.23 times Vstall, so, call it 135 KIAS as a minimum. More if heavy. Leokov was probably about right.
mikeosborne83 3 months ago
mmmmm. California, beautiful.
Cmon199 1 year ago
Nothing like Aspen!!!
aspentheseries 1 year ago
I'm supprised TCAS didn't sound at about 1:20 from the aircraft heading towards the Lear after taking off.
thatcameraguy85 1 year ago
Nice job, nice pass....
SHRIKE427 1 year ago
"pull up, pull up pull up!"
omarfaw 1 year ago
what a crummy looking runway...
youngfart40 1 year ago
Nice vid man! Been to aspen!
Trevorpilot123 1 year ago
The flight computer was actually referring to the pilot's pants. He had them down with his junk "hanging out"
ismasamov55 1 year ago
belli gli aspennini!
vaffanculo103 1 year ago
terrain terrain hold up hold up hold up hold up hold up hold up
Nitroboss2007 1 year ago
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No reason to be that low at Triangle! Loser
muehr05 1 year ago
@muehr05 You're right. I'll act differently from now on.
leokov 1 year ago 11
@leokov if you woundering why i am responding to a comment due 1 year later i justdo it cause i feel like it
FS98FSX 6 months ago
@muehr05 Those type of aircraft fly under IFR, which means (Instrument Flight Rules) They have set approach plates that they follow with set altitudes at certain distances. So,I assume he was at that height due to an assigned altitude for that airport approach. I have not seen that particular approach plate so I cannot say for sure. But I would hate to try that in cloudy weather if that was right!
oh8pony 1 year ago
GPWS inhibit, please.
LOL
kujo4242 1 year ago
nice landing
aloetz 1 year ago
very common occurrance in a high performance jet. the TAWS senses all kinds of "envelope" and Aircraft configuration Moments, and , from what i've heard, can be as much an annoyance as a helpful aid. you get used to it.
drumdude46 2 years ago
@drumdude46 Yeah it goes nuts on me in FSX when I do high altitude approaches like this. This is the first time I've seen a video of it happening though, also I'm not a pilot.
wompasdub 1 year ago
yup. it looked like his proximity to that "peak' or rising terrain at 0:10 simply triggered the TAWS to talk. that's all. that's what it's "Supposed to do" and i'm convinced that it's just commonly accepted that, a pilot WILL occasionally need to skim or point toward terrain in such a way, and surely only for flight path's sake, that it will cause the System to "do it's job" must be a little annoying but the only other option is to turn it OFF, and....that's not a good one. Lol! cheers!
drumdude46 1 year ago
0:07 Terrain Terrain , Pull up , Pull up , Pull up , Pull up , Pull up , Pull up , Pull up.
That is really annoying! I would punch the cockpit to shut up!
spanish111japan 2 years ago
one of the most beautiful approaches in the world
1mp4c7 2 years ago 4
its get along doesnt it
MrJamesb83 2 years ago
pretty impressive!
hot00head00red 2 years ago
I love the GPWS going off...lol
dingoklectos 2 years ago
If any of you want to compare the approach speed to a sea level approach watch "Landing at Palomar". The PNF (me) is clearly calling "ref". The 60 lands fast guys.
firstIanFaith 2 years ago
Its perfectly legal to fly a lear single pilot so long as your not flying for profit. I fly a 35 VFR all the time single.
2204Alpha 2 years ago
your making me jelous.. =P
radjafan 2 years ago
No it is not. There is no single pilot certification for the type under any circumstances. There is one Lear in the world that is single pilot certified and it is owned by Clay lacy and is a 20 series.
Learjetjock 2 years ago
Rules rules rules.There is theory (for the masses) and there is money (for a few). One day if you make it you'll understand.
AustraliaTwo 2 years ago
You're a stun-pilot...
gluthahia 2 years ago
1:15 traffic at 11 o'clock climbing! One way in one way out, awesome!
pdutube 2 years ago
Great landing! Back before I lost my pilots license I would (about 2-3 times a week) take a run from SAT to ASE with clients, really miss those days.
sethmac86 2 years ago
Is this a mile high from sea level.
TrainSounds 2 years ago
i fly single pilot in a 55 all the time. My copilot can never stay awake.
dsokoll 2 years ago 4
The Lear requires two pilots. Anyone who'd even think of flying something this "hot" (other than a military-trained fighter pilot - and it would still be illegal) would asking for trouble.
ROCKSTARCRANE 2 years ago
Is it possible for just one pilot to fly a learjet like they way its legal for one piolt to fly a cessna etc!
insectstorm0 2 years ago
No, it is not. There are a few jets are are single-pilot aircraft such as the Cessna Citation 500 series (Citation I, II, S-II, and V), the Embraer Phenom, and the Citation Mustang. But none of the Lears are single-pilot aircraft.
BenGaut 2 years ago
are you sure?
MikefromMadrid 2 years ago
You are almost entirely correct. Clay Lacy owns the only Lear on the planet single pilot cert. It is a 20 series. I do not recall all the details from it but it is fact. Otherwise your right on the money. Bill Lear tried to build the Lear to be compliant for single pilot initially and the FAA said no because it was a jet. A 30 series as someone stated above would never be able to meet any of the requirements to fly single pilot under any circumstances.
Learjetjock 2 years ago
@LearJetJock;
Those rules were revised after the movie "Airplane" was released. Now, LearJets, 30 and 40 series CAN legally flown by a single pilot, PROVIDED they are equipped with "Otto Pilot", and there is an FAA approved "Jive" (Ebonics) translator aboard!!
Outlaw1257 2 years ago
LMAO. Smartass.
Learjetjock 2 years ago
or, what the f... its over anyway
maggith98 2 years ago
They should put the word "nevermind" in the computer's vocabulary. So after it gives a false "pull up" warning something along the lines of "oh wait, nevemrind."
justinaurelius 2 years ago 32
HAHA!! That would be perfect!!
leokov 2 years ago 5
No, they should have the GPWS's computerized voice programmed to communicate in EBONICS!!
Outlaw1257 2 years ago
Comment removed
lnafziger1974 2 years ago
did any one else see that other plane in the left corner at 1:18.....thats a little close
taylorbapt19922008 2 years ago 3
Awesome video :) When we flew a premier into there a few months back it was notas pretty of a picture. It was still VFR but there were clouds and rain showers all over.
bearpilot17 2 years ago
Very nice video. Nice approach.
aceman213 2 years ago
Really cool video. Great shots of a really cool approach!
yankeesji 2 years ago
Fun Flight
coloradoattorney 2 years ago
Wow Lee. Its hard to believe some people get their kicks tearing youtube videos apart. maybe someday they'll be able to do it for a living :P
Joe Zerilli
capceo 2 years ago
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lol, it's like the jerk population of youtube got together and decided this is the video they'll all comment on
relax, flying a plane is easy, that's why even high school dropouts can get a pilots license
jaskaram 2 years ago
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I used to fly this approach every week. Now I sit at home furloughed. I hope all you pudknockers wake up and run back to mommy and daddy and let us jet jocks HAVE OUR FUCKING JOBS BACK!!
onetowatch111 2 years ago
Your mouth is a disgrace to the flying community. I am glad your furloughed. I wouldn't want you flying me around.
lvcyberpimpin 2 years ago 13
Flying isnt a job its a passion for being in the air
SweatyFunSeeker 2 years ago 4
Wow! Smartly done!
king7wood 2 years ago
Still one of the best flying videos on you Tube!
berndl 2 years ago
thanks!
leokov 2 years ago
about 35 feet over the threshold, touchdown near the fixed distance marker. This is an example of a perfect approach and landing.
dsokoll 2 years ago 3
it was a fast approach though
klub77 2 years ago
A typical approach speed in the learjet is 130-140 (Vref +10). When you consider the airport is at 7800 feet, although your approach speed is the same, your ground speed is about 10-15 knots faster due to the thinner air. You are movin' thats for sure.
dsokoll 2 years ago
I thought it looked fast, but this is a unique vantage point + he was right smack in the touchdown zone & reversed thrust nicely. Very comfy landing.
Jagermeister196 2 years ago
@klub77 That might have been due to the altitude. The higher you go, the less dense the air is therefore your speed over the ground during landing is higher. First time I experienced this in real life was in Reno NV at night in a 172M. Fun times!
mikeb172sp 1 year ago
what approach instruction was this?
joshr783 2 years ago
Nice video
tatakiboy 2 years ago
that was a very nice landing. Now I wanna go fly a jet.
pilotsrbest 2 years ago
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Stay out of the sky wannabe. People like you trashed the pilot profession with your johnny-come-lately attitudes and whining. DON'T COMPETE WITH ME!
onetowatch111 2 years ago
shit hot landing - awesome!
Jackson Hole (WY) is also a very nice approach! blue sky!
PilatusFlyer 2 years ago
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For all you idiots that truly do not understand the difference between IAS and TAS I will clarify.
1. IAS is just a reference indication.
2. The IAS does not indicate a higher airspeed as you ascend. Why you Microsoft Flight Simulator pilots may ask? Because the IAS is simply a speed where the airspeed indicator points.
IAS decreases with altitude gain. It's such a simple concept and most of you guys fuck it up.
SoCalFlya 2 years ago
Let me qualify that last post. Given a constant TAS the IAS decreases.
SoCalFlya 2 years ago
Wow dude, calm down.
leokov 2 years ago
beautiful view
babicherry93 2 years ago
1:16 - 1:23
anyone notice departing traffic?
baseballstud1414 2 years ago
Yes, but more importantly, did you notice that you can now click on the time stamp you wrote and the vid goes right to it?? Coooool!!!
leokov 2 years ago
Normal for ASE. One way in, one way out.
kciRsnurB 2 years ago
i think he approached too fast
Cipry16 2 years ago
Really? And what was this aircraft's indicated airspeed on this video? Also, for the conditions of the day (temp, PA, GW, etc.) what was the Vref for this particular approach? Methinks you're speaking out of your 4th point of contact!
kciRsnurB 2 years ago
whatever dude, a learjet 60 is light, its maximum GW is 20.200 lbs, and still at that weight it would be around 125(Vref speed) knots true airspeed, but you can clearly see in the video that the airspeed is waaaay higher than 125 knots.(at least 150) or is it just me?
Cipry16 2 years ago
Sorry dude, it's just you.
1. Indicated airspeed is much higher at higher density altitudes.
2. The lear 60 is a high wing loading airplane, which is far more important than the total weight in determining approach speeds.
3. You simply cant 'eyeball' what the speed is. There's way too many factors that throw your sense of speed off. That's why the instruments are used.
also max landing weight for the 60 is 19,500 pounds, but probably even less than that for a high altitude airport.
leokov 2 years ago
thank you for the info.
Cipry16 2 years ago
Indicated airspeed (IAS) is indicated airspeed, PERIOD. At higher density altitudes, your True Airpspeed (point to point in space) will be HIGHER than your IAS. Take into account the ambient wind and you will get your groundspeed. Your Vref, which again is INDICATED, is predicated on the landing weight for your approach speed. Correct: Takeoff gross weight has NOTHING to do with your aircraft's LANDING Gross Weight. On many aircraft, these are two different numbers. Hope this helps!
ensconced 2 years ago
Yes, you're correct, I did in fact mean true airspeed. Good eye.
leokov 2 years ago
I always thought that the indicated airspeed at higher altitudes is lower than true airspeed. Could you clear this up for me please?
SoCalFlya 2 years ago
It is. Indicated is higher because as you climb, the air is less dense, thus to create the same amount of lift the airplane must move faster. So your Ture Airspeed (TAS) (the speed at which you're actually moving through the atmosphere) rises in relation to maintaining the same indicated airspeed as you climb.
ajentjbob101 2 years ago
For some reason I don't see my original post that you replied to me on.
I was most likely commenting on the statement below which is false and makes no sense. I do know the difference between TAS and IAS. If anything at all, under constant power settings as you gain altitude the IAS lowers.
ensconced said...1. Indicated airspeed is much higher at higher density altitudes.
SoCalFlya 2 years ago
I understand what you're saying but its just a little inaccurate.
Let's say in a no-wind standard atmosphere day you are cruising along at 120kias close to sea level. The IAS points to 120kias. You climb to 15000 feet and the indicated altitude now says 90 kias. The indicated altitude is lower. It went from 120 kias to 90 kias. The true altitude however is most likely greater than 120 kias. Indicated altitude is just what you read off of the airspeed indicator.
SoCalFlya 2 years ago
Yeah I said indicated is higher...typo. I meant TAS does climb in relation to a constant power-climb as the air gets less dense.
ajentjbob101 2 years ago
@Cipry16 I'm typically not one to flame on here, but you should try getting your facts straight.
1: Max gross on the 60 is 23,500 pounds
2. Max landing weight is 19,500 pounds
3. 125 kts ref? No. You should never have a ref speed that low. You would need to be 15,000 pounds to get a ref speed that low. That means literally zero usable fuel.
4. V speeds (including ref) are done in indicated, not true, airspeed
BenGaut 1 year ago
Fantasic View
20bigal06 2 years ago
is our airport famous?
grabben123 3 years ago
Exactly what i meant!
Tks TopGunGB
tvkpeter 3 years ago
Why would the pilot pull up if he sees the terrain??? The GPWS is for IMC use. =)
tvkpeter 3 years ago
GPWS is never turned off. I've never landed in Aspen, but I can only assume the approach charts would clearly state that high terrain is in the vicinity of the approach path and that GPWS warnings can be ignored.
TopGunGB 3 years ago
PULL UP! PULL UP! PULL UP! r u deaf or something?
redshirt012 3 years ago
the captain's decision overrides all equipment, atc, etc..
JJ600RR 3 years ago
That warning is just an indication that the aircraft is very close to terrain. If the pilots have visual reference to the ground and they anticipate Ground Proximity Warning alerts on approach, then there's no reason to follow GPWS warnings ("Pull Up" in this case).
TopGunGB 3 years ago
You think that the pilot should have pulled up upon hearing the GPWS warning?
SoCalFlya 2 years ago
No, not really.
leokov 2 years ago
what was your glideslope or vertical speed
soxeyer 3 years ago
hey came in pretty fast
DNacIV 3 years ago
We need change!
anima13 3 years ago
coming in from the south..very nice!
N734NJ 3 years ago
My bad......another south POINTING arrival.....I guess one does get that close to the terrain for a 15 approach.
N734NJ 3 years ago
rw 15 is the only runway available for ifr approach. The GPS approach from the east is even worse.
darioandrade 3 years ago
does rw 15 have a ILS freq
soxeyer 3 years ago
AFIK, only VOR-DME and GPS approaches
darioandrade 3 years ago
Plenty of ripe opportunities to spread the metal around there!!
And this was in nice weather!!
Outlaw1257 3 years ago
Nice, descent. Wish I could do that :P
DalmationHuscky 3 years ago
OMGosh!!! I WANT ONE!!!
Ahhhhh... NICE LANDING!
I LovE IT!
5*s and SAVED AGAIN!!!
Thanks for sharing this!!!
The M
GirlTalkMD 3 years ago
how do you manage to land in such terrain?
benandemily 3 years ago
I am scared of flying and this video reassures me how good you pilots are, thank you.
0urGaia 3 years ago 3
U flyin?
foofylicious 3 years ago
Wow. It looks like you guys are coming in real hot, but what a textbook straight in approach and greaser. I've never flown in or out of high altitude airports, and the fastest bird I've ever flown is a Cessna 414 of which a 110kt landing seems like a 172 landing compared to this!
Nfarce 3 years ago
very nice
pinchecabron666 3 years ago
Yeah, its a bizarre thing to witness an airplane departing rwy 33, while you are on approach to rwy 15. However, this is the only way it can happen at Aspen. I've been flying Lear 35's and Citation 525's into Aspen for the past few years, and this is something you never quite get used to. What's equally strange is when you are climbing out from 33, and see another aircraft on final to 15. ATC will quickly get on your case if you do not make that left turn at 8700 ft.
JC10255 3 years ago
HELP: Is there a website to teach me how to land a Learjet 45 in FSX? How do you use ILS? How do you reverse engine after touchdown? How do I use yaw using keyboard or mouse?
westpolehard 3 years ago
hey leokov,if ur good at aerodynamics cud u plz tell me if u know da different affects between learjet winglets n other types of winglets?or any other information bout learjet winglets plz..wud appreciate it if u cud help me out.cheers
nashj4u 3 years ago
All winglets do pretty much the same thing- They reduce induced drag- that's the drag created by the wing generating lift. Learjet was the first airplane to use a winglet on what they called their 'longhorn' wing, and has seen wide use since. Hope this helps :)
leokov 3 years ago
Yes well, you can hear the TCAS alert at 1:02. Also it's not a 172, its a BAE 146- a four engine jet! Opposite direction clearances happen here ALL THE TIME. Glad you liked the vid:)
leokov 3 years ago
Nicely done. I give you around of applause. :)
Apollo580 3 years ago 2
aspen = sketchiest commercial airport in the world to fly in and out of, and im not just talking out of my ass, that's what the pilots say. i talked to one guy who regularly flies it from denver and he said it's worse than flying in and out of hot firebases in vietnam sometimes
expresshowitzer 3 years ago
I think your friend is prone to hyperbole.
leokov 3 years ago
he was the pilot of the plane i flew in on last time i was there, he wasnt saying it was as bad as getting shot at during takeoff and landing, he was just saying that flying a major commercial plane into aspen is the first thing that's raised the hair on the back of his neck since he was in vietnam
expresshowitzer 3 years ago
would this be the same type of plane that corey pavin owned.
benytink 3 years ago
would this be the same type of plane that corey pavin owned.
benytink 3 years ago
I live right near Aspen and love to watch the planes coming and going! Perfect shot from above! Very cool to see!
ashleighjacobs 3 years ago
traffic! u see that plane in the upper left corner just at 1:16, close!
gezelle007 3 years ago
Awesome video. I guess in the summer you don't have to circle endlessly? ;) OK, you talked me in to it. Next time you go, you can give me a ride. God your pushy.
steve29h 3 years ago
hmmm, terrain, terrain and pullup, pullup calls, eh?
AEPIKO 3 years ago
Nice video, thank you!
michaelking42 3 years ago
You're welcome ;)
leokov 3 years ago
thanx 4 clearing that up bobby65ny
benytink 3 years ago
was this the area that ended the life of john denver..i live in spain and heard he died in aplane crash.
benytink 3 years ago
Denver died off the California coast flying a LongEZ,an experimental kit plane,I believe he ran it out of fuel.
Bobby65NY 3 years ago
This is not quite true, he lost control of the plane while he tried to switch the fuel tanks. The switch was located at a hard reachable place . Since he bought the plane one day before the accident, and felt uncomfortable with the switch, he already told his mechanic to change the position of the switch. Bud bad luck hit first. Sad story.
Sturzi 3 years ago
i was curious...are lears ground taxied with the rudder pedals or do they have a tiller wheel
basketballplayer182 3 years ago
Rudder pedals. The pedals input into a steering competer which then moves the nose gear. The range of nose gear movement is gradualy decreased as the ground speed increases, until about 80 kts at which point the nose steering completely disconnects.
leokov 3 years ago
I meant "computer"!
leokov 3 years ago
thanks
basketballplayer182 3 years ago