ILS Approach into Teterboro in a Learjet 35A | ATC Audio | Pilot Perspective

Come along on the ILS 19 approach into Teterboro, New Jersey, after returning from Houston, Texas.

[@francisschweitzer8431]

Damn…. That’s some busy airspace

[@georgiaflyer8702]

One of the few channels on youtube now that doesn’t put out full on movie productions for a flying video, and I love it! No fancy music, no fancy production, this style of video is exactly what i’ve been looking for. Love the videos and keep up the excellent work!

[@austinevplab7167]

Geez ATC’s working his butt off!

[@lbowsk]

Every day in the NE.

[@brianb5594]

Great approach! I like the cockpit audio as you can hear the engine sounds. Lear 35 is one of my favorite airplanes. Thanks for sharing!

[@s4aviator804]

Thanks Brian! Unfortunately the 35A doesn't have an intercom, so you really can't hear what we're saying to each other. The only time you get mic sidetone is when the mic is keyed, hence why you can hear the other guy talking on the radio, but its really tough to hear us talk to each other. I'm working on figuring out a solution to this, but other than using two external audio recorders and a clipped mic, I'm a bit stumped.

[@asacrj50]

Great Video! Brings back memories of when I flew charter in the late 90's in the Lear 35, 25 and 24. Spent a lot of time in the pilot lounge at Jet Aviation in Teterboro.

[@scotabot7826]

Nice landing guys! Beautiful camera position as well. Great perspective from the 1st officer position.

[@flyingdutchman700]

FSX -Steam Lear 35A pilot. Love the operational simplicity of this complex jet. Took me 6 months to start flying it about 65/70% right way. Still at the end of the learning curve.

[@brucebrink4067]

Homesick, my office years ago

[@540chevhell9]

As a non-flier with 0 experience behind the helm of a plane it always amazes me how you guys fly for a prolonged period through thick cloud but always (well almost always) pop out in the right place to land!!! I find that very impressive. Was this landing in low cloud stressful at all or just like parking your IROC-Z in the garage?? Subbed.

[@vinpar4228]

Great professional job men!

[@etherjoe505]

Man that is heavy radio traffic ...

[@rocket862]

I love this approach, things happen fast. I thought the most interesting thing was watching you work the throttles, when the requested a speed change, throttles were pulled all the way back until the new speed was established? This is coming from a Bonanza A36 pilot. Like the videos!

[@s4aviator804]

That's right! In the terminal area, you try to make speed changes a bit more quickly, since the reason they're asking is for spacing. You don't have to worry about shock cooling in a jet engine, so when you're doing 250 indicated, and they ask for 180, pulling the thrust levers back to idle is the fastest way to get the job done. That 70 knot deceleration still takes about 30 seconds. Another everyday practice in jets that is totally apart from flying recips, is actually ADDING power after you stop a descent. If you're descening at 2500fpm at 250 knots, when you level off, you'll need to add a pretty significant amount of power to maintain 250. Thanks for the comment! Glad to have you aboard on the channel!

[@MonkPetite]

Nice video well done , To add some info to the engine handeling These engines can handle a power increase with in 2 sec. Idle to 100. % its done at a test cell. So on a aircraft it’s more managed by a small computer. You can really slam it forward. My experience on a Lear is that you really have to joggle the powers settings to stay on top of the plane and speed when manoeuvring the plane. Unfortunately this is adding micro cycles to the engine what is stored in the small computer. For sample, 10 micro cycles is a normal cycle. What is deducted from engine life time. Also taxing around having multiple power inputs means engine wear. In this video it’s carefully managed. ( well done) Just a personal note : Do I like a Learjet ? .. not at all. They fly like streamlined brick compared to others.

[@s4aviator804]

@@MonkPetite Not sure how much time you've got in the 30 series Lear, but I think most with a significant amount of time in them (me) would disagree. The power management in this airplane is super predictable. As far as it flying like a streamlined brick, I totally disagree. It's a really nice flying airplane with good, responsive handling qualities. Also, I'm not sure what you're going on about with these "micro cycles," but I've never heard of such a thing. Our computers don't record anything like this, and what you're suggesting makes no sense. So what, every 10 power changes gets logged as an engine cycle? Nonsense. You'd be logging 10 engine cycles per flight.

[@MonkPetite]

S4 Aviator , check your DEEC .. if your plane has one, hu two ;-) , Honeywell trained me on those systems. The Lear 30 fly’s better than a 60 , I hated that thing. Obviously I don’t really fit well in the lears except the 60. But still most Lears do not impress me, a matter of flavour I think. I’m more of a Hawker guy. And I put a lid on it, I love propeller planes. So I don’t fly jets any more “jets are for kids” .. I’m over 50 , got my self a nice c337 and some other 75 year old warbird beast. Good luck and happy landings

[@virginiafry9854]

I liked the fact that this aircraft was a medevac flight! Lears are cramped but fast!

[@ricogerard]

Nice ride down the ILS to the breakout.

[@lbowsk]

Welcome to NY. Competently hand flying a Lear in IMC. No AT. No AP. NICE. Happy to share a cockpit with him any day.

[@beausc]

Outstanding approach!

[@TheSubversive1]

Another great video. Nice approach too

[@earnedwings5206]

Great approach! Nice straight to the point true aviation video. Keep up the great work.

[@NoelJacobs]

Wow that Lear is retro, but that's a good thing!

[@s4aviator804]

I agree!

[@buckbuchanan5849]

Wicked! Lot going on during that approach. Nice job!

[@s4aviator804]

Buck Buchanan Thanks Buck! Typical afternoon in the NY metro airspace :)

[@michaeldundee8300]

Wow nice to see it done right... just viewed the Lear 35A crash analysis for Asi. Pilots broke all the rules and paid with their lives.

[@derrickddub]

This was recommended right after I watched that as well.

[@MrSixstring2k]

Glad to see a new video from you, keep them coming.

[@JKPilot]

Great video, thank you.

[@FlyingWildAZ]

Love the new stuff! Hope you are doing well!

[@s4aviator804]

Thanks Tim! Hopefully we can collab and go flying together some time!

[@FlyingWildAZ]

When you come out to TUS or PHX we got to get together, did you get my email I sent you back in June? I know you said you go out to TUS for Flight Safety.

[@jerseyshoredroneservices225]

There it is, the ground. What a welcome sight ❤️ In these conditions you couldn't land the other way, on runway 10, could you?

[@RobMR3]

Came over from Billinga. I hope you're able to post more videos!

[@georgiaflyer8702]

Cool stuff man! When is the next video coming out? I am an aspiring Lear 35 pilot and these videos are great!

[@s4aviator804]

Next video will be here soon enough I hope. Been super busy lately. Gotta get the cameras going again!

[@aviator_z9188]

Amazing video

[@tonybrry9618]

Great ILS Flying !

[@garyowen9044]

Sweet!

[@Pilotalphapapa]

Nice keep the vids coming!

[@s4aviator804]

A P Thanks! Will do!

[@Heli4213]

Awesome make more videos!!!!!!!!!!!!!!

[@royderouin7510]

Seamless,......

[@lumixenz]

8:28 not this time baby

[@stevencamp549]

Damn😂

[@siennacody5057]

Wish I was a hero like you!!! HAHA....Nice work bud!

[@Spymell]

Cool!

[@alpinepilot]

makes me remember my learjet days... why full GS deviation at the end?

[@ostapbendervan7874]

The way to do it

[@reed_1446]

Nice approach and landing! How do you fly 4 hr flights in those without a real bathroom?

[@s4aviator804]

Reed _ Its a technique I like to call, “fluid intake management” :)

[@reed_1446]

@@s4aviator804 I thought perhaps a truckers bottle may come in handy! No matter how much intake management I could do... 4 or 5 hrs just to much! haha. Can a 6'5 or 6'6 guy fly a 35?

[@s4aviator804]

@@reed_1446 Someone that tall would have a real issue flying a 35. If you're that tall, a 55 is for you!

[@reed_1446]

@@s4aviator804 I know the 55 cabin is much taller... but is there more leg room up front for the pilots?

[@lbowsk]

Depends.

[@Mr.Codebot]

Assuming I’ve received my PPL what’s the next step to start flying these?

[@GNX157]

Do you have any Lear approach circle to land into Teterboro? Was your yaw damper on all the way to the flare?

[@s4aviator804]

GNX157 I disconnect the yaw damper at 8:29, although with the FC530 you can leave it on all the way to the ground if you really want to. Haven’t gotten a circling approach on camera yet, but it’s on my list of vids to make!

[@paulbickley658]

Pretty awesome video, I was curious about one thing! Why was the co-pilot flying & landing the plane? Why was it getting landed in the right seat, you come in downwind like most approaches do! You have an better view of short final in the left seat? It's nerve racking & scary enough in the left seat in a fog or clouds, did he need training in the right?

[@MrBecas22]

49% of the landings of airline flights are done by the co-pilot. The pilots are qualified the same way, trained the same way, both know the same things.

[@s4aviator804]

Hi Paul. Bernardo hit the nail on the head. While I am a first officer, I was trained and type rated as a captain. Most people split the flying, so the captain will fly one leg, and the first officer will fly the next. Each pilot gets half the flying, subject to the captains discretion. Flying the airplane from the right seat is no different than flying it from the left. I regularly fly the airplane from both seats, and there’s really no difference or transition involved. Most of our approaches are instrument procedures, and thus don’t begin on a downwind leg. As far as fog and clouds, makes no difference left or right seat. The airplane has the exact same set of flight instruments on both sides of the cockpit. I get the same information and presentation of data in both the left and right seat. Thanks for watching!

[@GNX157]

Would your pilot/seating scenario change if it was a circle to land approach?

[@marka8947]

It was probably his leg to fly pic.

[@PatrickHeinrichPilot]

Why does the Pilot Flying extend the spoilers? You probably have 2-3 seconds more reverse thrust if the Non Flying Pilot extends the spoilers. And at high speed you want the reversers deployed..

[@s4aviator804]

Patrick Illner PF extending the spoilers is what’s in our approved 135 SOP’s, and it’s how FlightSafety teaches the airplane. The extra 2-3 seconds you’re talking about is meaningless, because the airplane has a limitation that TR’s cannot be deployed unless the nosewheel is on the ground anyways. More than anything else, you want the brakes to become effective as soon as possible at high speeds, and until the spoilers extend and drop the weight onto the main gear, the brakes are surprisingly ineffective. Most instances of a blown main on an LR-JET series airplane are the result of braking prior to extending the spoilers, despite the anti-skid. Honestly, of all the stopping devices on the airplane, the TR’s are the least effective, and they’re optional. Plenty of 35’s don’t even have them. Not to mention that all of your book landing data assumes that the TR’s are not used. They have a relatively small impact on your landing performance on a dry runway. The Aeroncas would be the exception to the rule if you have them. They work super well when the come out. But the Dee Howard’s really don’t do much. And if you have Aeronca’s they take like 6 full seconds to deploy anyways :)

[@PatrickHeinrichPilot]

Thanks for your detailed response. You do not have to worry about hiting the brakes before the spoilers are extended having the PNF extend them. As soon as you touch they are extended. When the PNF extends them you probably have one second more usage of them:) Don't know about blown tires. We operate our four 35`s around 1000hrs a year per aircraft and one blown tire is a lot during this period. I fly two 35's without reversers and two with the Dee's and they reduce our Actual Landing Distance by 20%. Thats by my own testing. Maybe someone else can even increase this number. On a short runway I am glad to have them and on a long runway I can reduce brake wear. I can think of two more pros letting the PNF extend the spoilers. First, you share the workload. Secondly, If I were to use your technique I am pretty sure on one or two landings I would forget to extend the spoilers, especially when flying in rough conditions where you are being kept busy controlling the aircraft after landing (Not saying you do, would happen to me:)). But our technique has one serious downside as well. It happened to me once that the Co-Pilot who was PNF extended the spoilers at 10-15ft AGL. Believe me, you hit the runway hard, mind you, the gear was fine. The aircraft went into the shop anyway, but no pleasant experience at all. So, interesting to see different procedures in use:) Do you have a reference to the limitation that TR's cannot be deployed unless the nosewheel is on the ground? Checked my books, nothing in them.. And make sure to check out my Channel:)

[@gavinsingh4450]

​@@PatrickHeinrichPilot There's so such limitation.

[@alexandertoshich765]

Sweeet. Listen and learn.

[@joshuaowens4797]

What is the wing number on this 35A?

[@gavinsingh4450]

N604GS

[@dl7281]

Pilots are goddesses. Just sayin’.

[@SIRTEDD]

IMC conditions

[@swamprat69er]

Thanks for the flip!