BeechTalk - BT

Username Protected · **Posted:** 01 May 2025, 08:47

Username Protected wrote:

So a compressor stall actually damages the engine on a turbojet?

Or is a damaged turbojet engine more inclined to compressor stall?

Username Protected · **Posted:** 01 May 2025, 09:54

Anyone else on here have experience selling 20 series Lears? Was it common to take them up to 430 or 450 to see if the engines had issues?

I never liked being that high in a Learjet, remember this was about the time of the Payne Stewart crash.

I’m certainly no fan of 500 in a 650, in fact when he posted that I was like “wait, what? I thought the service ceiling was 450?” But, it turns out it’s 450 on the III and VI, but increased to 510 on the VII.

Username Protected · **Posted:** 01 May 2025, 10:12

Username Protected wrote:

Anyone else on here have experience selling 20 series Lears? Was it common to take them up to 430 or 450 to see if the engines had issues?

I never liked being that high in a Learjet, remember this was about the time of the Payne Stewart crash.

I’m certainly no fan of 500 in a 650, in fact when he posted that I was like “wait, what? I thought the service ceiling was 450?” But, it turns out it’s 450 on the III and VI, but increased to 510 on the VII.

Flew our 25D in the mid 40's routinely, never seemed to be a big deal. I can also claim a brief stint at 510 in our 55, but, that was in the era before cell cams for proof. :shrug:

One of our other pilots lectured me about no reason to be up there......uh, I was with the boss, and I was young and dumb, what did I know to say otherwise???

Username Protected · **Posted:** 01 May 2025, 10:40

Username Protected wrote:

Anyone else on here have experience selling 20 series Lears? Was it common to take them up to 430 or 450 to see if the engines had issues?

I never liked being that high in a Learjet, remember this was about the time of the Payne Stewart crash.

I’m certainly no fan of 500 in a 650, in fact when he posted that I was like “wait, what? I thought the service ceiling was 450?” But, it turns out it’s 450 on the III and VI, but increased to 510 on the VII.

Flew our 25D in the mid 40's routinely, never seemed to be a big deal. I can also claim a brief stint at 510 in our 55, but, that was in the era before cell cams for proof. :shrug:

One of our other pilots lectured me about no reason to be up there......uh, I was with the boss, and I was young and dumb, what did I know to say otherwise???

Username Protected · **Posted:** 01 May 2025, 10:59

Username Protected wrote:

I swear, I post something I think it’s fairly innocuous and you’d think that I posted that we flew into the stratosphere!

Uh, that is literally what you did.

Quote:

Stratosphere:
The stratosphere is the layer of the atmosphere above the troposphere, extending from about 10 to 50 kilometers (6 to 31 miles) above the Earth's surface

Username Protected · **Posted:** 01 May 2025, 11:10

Username Protected wrote:

I swear, I post something I think it’s fairly innocuous and you’d think that I posted that we flew into the stratosphere!

Uh, that is literally what you did.

Quote:

Stratosphere:
The stratosphere is the layer of the atmosphere above the troposphere, extending from about 10 to 50 kilometers (6 to 31 miles) above the Earth's surface

Username Protected · **Posted:** 02 May 2025, 00:49

When I was a much younger man I knew two tail numbers - 20 series Lears - N23AM and N25AM. Anyone know those planes? I hope N25AM still lives somewhere - N23AM did the big smoking hole thing.

Username Protected · **Posted:** 02 May 2025, 06:32

Username Protected wrote:

Anyone else on here have experience selling 20 series Lears? Was it common to take them up to 430 or 450 to see if the engines had issues?

I never liked being that high in a Learjet, remember this was about the time of the Payne Stewart crash.

I’m certainly no fan of 500 in a 650, in fact when he posted that I was like “wait, what? I thought the service ceiling was 450?” But, it turns out it’s 450 on the III and VI, but increased to 510 on the VII.

This is incorrect. It’s 510 on all 650s. Have thousands of hours in them and still fly a late 3 and one of the last 7s.

Craig

Username Protected · **Posted:** 02 May 2025, 07:42

Username Protected wrote:

Anyone else on here have experience selling 20 series Lears? Was it common to take them up to 430 or 450 to see if the engines had issues?

I never liked being that high in a Learjet, remember this was about the time of the Payne Stewart crash.

I’m certainly no fan of 500 in a 650, in fact when he posted that I was like “wait, what? I thought the service ceiling was 450?” But, it turns out it’s 450 on the III and VI, but increased to 510 on the VII.

This is incorrect. It’s 510 on all 650s. Have thousands of hours in them and still fly a late 3 and one of the last 7s.

Craig

Username Protected · **Posted:** 02 May 2025, 07:47

Username Protected wrote:

When I was a much younger man I knew two tail numbers - 20 series Lears - N23AM and N25AM. Anyone know those planes? I hope N25AM still lives somewhere - N23AM did the big smoking hole thing.

N25AM flew south, she was sold from CPN to a guy in Venezuela, December 2012, I don’t have any notes or activity after that.

Username Protected · **Posted:** 07 May 2025, 13:49

Username Protected wrote:

Beautiful picture. Had you looked up you might have seen a Lear going past you at FL 510.

Edit:

Lears used to use this capability to get above controlled airspace which used to be FL450, then they could go direct to wherever they wanted to go without needing an ATC clearance, but with the top of Class A now at FL600 that ended that

While in college I worked as a data reduction technician in the experimental flight test department at Gates Learjet from 1976 to 1981. Lear did the 51,000 ft. altitude certification during that time and I flew on many test flights as part of that certification. I took video data of yarn tufts taped to the wing to study airflow characteristics at that altitude and mach. Learjet had “510” lapel pins made which stood for FL 510 and were given to those who had been to 51,000 ft. as part of the publicity for the higher altitude certification.

Username Protected · **Posted:** 09 May 2025, 08:48

Username Protected wrote:

Learjet had “510” lapel pins made which stood for FL 510 and were given to those who had been to 51,000 ft. as part of the publicity for the higher altitude certification.

That is very cool and a great idea.

Chip-

Citation 650 to FL500