How do I land the Learjet 45 in FSX, and at what speed?

For the default Learjet 45 in FSX and FSX: Steam Edition, target 130–135 KIAS on stabilised final with full landing flap, then cross the threshold around 125–130 KIAS at a normal landing weight. Adjust for weight and gusts, reduce thrust near the flare, and touch down on the main wheels first.

What approach speed should you use?

Use 130–135 KIAS on final as a practical starting point for the stock FSX Learjet 45, with full flap selected and the gear down.

These are simulator handling targets, not one fixed Vref for every load. Use KIAS from the primary flight display rather than groundspeed. At a high-elevation airport or with a tailwind, the indicated target remains similar, but the higher groundspeed increases the required descent rate and landing distance.

How should weight and wind change the landing speed?

A heavier Learjet needs more approach speed, while a lightly loaded aircraft can use the lower end of the range. If the aircraft is close to its simulated maximum landing weight, favour 135 KIAS on final and approximately 130 KIAS at the threshold. A modest five-knot additive is usually enough for ordinary FSX gusts; carrying an unnecessary extra 15 knots will produce a long float.

The stock panel is not a full performance computer, so do not assume a speed marker has been recalculated for your exact weight. Check the Kneeboard reference and checklist pages, especially if an add-on has replaced the original flight model. Our explanation of how landing weight changes reference speed and flap selection covers the underlying relationship.

A common FSX mistake is loading 100% fuel for a short flight. That leaves the Learjet unnecessarily heavy at destination, raises its safe approach speed and lengthens the rollout.

Learjet 45 landing procedure

The most reliable technique is to finish slowing and configuring before short final rather than forcing the aircraft down while fast.

1. Prepare before the approach. Check runway length, wind, altimeter setting and fuel load. Set the correct NAV frequency or visual runway alignment, and review the flap limits shown in the aircraft reference material.
2. Slow and configure in stages. Select flap progressively rather than all at once. As the aircraft approaches roughly 150 KIAS, lower the landing gear and use flaps 20°. Select full flap only after slowing below its stated extension limit, then retrim.
3. Stabilise the final. Hold 130–135 KIAS with small thrust changes and use pitch to remain on the glide path. On a three-degree approach, 130 knots groundspeed requires roughly 650 feet per minute of descent. Be stable by about 1,000 feet above the runway in poor visibility or 500 feet in visual conditions.
4. Cross the threshold correctly. Aim to pass approximately 50 feet above the threshold at 125–130 KIAS. Look towards the far end of the runway rather than staring at the airspeed indicator.
5. Flare gently. At roughly 30–40 feet, begin reducing thrust and make a small nose-up pitch change. The Learjet needs less flare than a light piston aircraft; hauling the nose upwards causes a balloon and risks a tail strike.
6. Complete the rollout. Touch down on the main wheels, allow the nose wheel to settle and deploy the spoilers if they have not deployed. Once firmly on the runway with the throttles at idle, use reverse thrust and wheel braking as required. With the standard FSX keyboard mapping, holding F2 moves the throttles into reverse.

If the aircraft is fast, badly out of trim, descending excessively or still changing configuration below 500 feet, go around. Trying to rescue an unstable approach usually ends in a hard landing or runway overrun.

Why does the Learjet 45 float or land hard?

The Learjet 45 normally floats because it crosses the threshold too fast or retains thrust during the flare; hard landings usually come from getting slow, closing the throttles too early or flaring too high.

• Long float: arrive nearer 125–130 KIAS, reduce thrust smoothly and avoid adding speed merely for reassurance.
• Sudden sink: carry enough thrust to the flare and correct a low-speed trend before reaching the threshold.
• Balloon: use a smaller pitch change. Do not push the nose down after a large balloon; add power and go around.
• Aircraft will not slow: begin the descent and deceleration earlier. Do not rely on a steep dive or aggressive speedbrake use close to the runway.
• Repeated sideways touchdowns: correct drift with aileron and align the nose with rudder before touchdown rather than landing while still fully crabbed.

For practice methods that isolate speed control, sight picture and flare timing, use our stabilised-approach and smoother-landing drills.

If the stock aircraft still stalls or floats at implausible speeds after checking payload, wind, controller calibration and an unmodified aircraft.cfg, an optional package with revised Learjet 45 flight dynamics and reference files is available. Back up the original aircraft folder and follow the speeds supplied with that package, because modified flight dynamics can invalidate stock handling targets.

Can the FSX Learjet 45 autopilot land the aircraft?

The default Learjet 45 autopilot can track an ILS localiser and glideslope, but it does not provide a complete autoland with automatic flare and rollout.

The stock aircraft also requires the pilot to manage landing thrust. While learning, disconnect the autopilot by about 500 feet above the runway and hand-fly the flare. If the aircraft will not capture the approach, verify the NAV1 frequency, course, NAV/GPS selector and that the glideslope is being intercepted from below; our FSX ILS setup and capture procedure covers those steps.