Learjet 100

... Originally the Learjet 60, a medium-size commercial aircraft with intermediate cabins and intermediate ranges, was launched in October 1990 to replace the Learjet 550C from which it was taken.

In October 1990, a proof-of-concept aircraft made its first flying test, while the first Learjet 60 made its debut in June 1991. Learjet 60 is the biggest of the Learjet certificated range and features fuel-efficient power plants, a broader, elongated hull than the Learjet 52C, a front cabin made of glas and a steer-by-wire nosewheel.

Reversersers and one-point refuelling were also part of the serial configuration, and the plane has a complete caboose and an eight-bed cloakroom. The Learjet 60 ceased to be manufactured in 2007 after 316 planes had been manufactured (including the Learjet 60SE manufactured from 2004). Delivered since 2007, the Learjet 60-XR provided Learjet 60 owners with a modernized cab, Rockwell Collins ProLine 21 Avionics Advanced Suites and three stainless stell disk brake systems.

The Learjet 60-XR ceased manufacturing in 2013. There are 316 Learjet 60 planes in service, of which 302 are still in service worldwide, of which 298 are 100 per cent Learjet 60 own. In the meantime 114 Learjet 60XRs have been built and the 112 is still in use worldwide. North America has the highest share of Learjet 60 aircrafts operating by continents at 80%, followed by South America (9%) and Europe (7%), which together account for 96% of the global fleets.

Of the Learjet 60''s in service today, 12% are owned by the fleets, and 6th is owned by the aircraft family. Three percent of the world's Learjet 1960s are rented. Of the Learjet 60-XRs in service, North America has the highest share (68%), followed by Asia (12%) and Europe (10%) with a joint 90% of the global aircraft population.

Nearly a fourth (24%) of the Learjet 60XRs in service today are fleets, and 6.2% of the world's Learjet 60XR fleets are leasing. From May 2018, the Learjet 60 marketed 10% of new aircraft versus 90% in use, while the Learjet 6XR marketed 25% of new aircraft versus 75% in use.

What will the Gulfstream G100 (pictured) look like compared to the Learjet 60/60XR? Out of the 302 Learjet 60's in service around the world, 143 (47%) have deployed ADS-B Out, so 53% of the aircraft still do not meet the requirements. Slightly more than half (55%) of the 112 Learjet 60XRs in service around the world are fitted out, so that 45% of the aircraft are not yet ready.

Table A shows that the available maximum fuel capacity (1,068 lbs or 944 lbs) of the Learjet 60 and the Learjet 60-XR is greater than that of the Gulfstream G100 (920lbs). Diagram A shows a cab section analysis with the Learjet 10 / 60 XR with more width (5. 92ft) than the Gulfstream G100 (4.75ft).

Also the Learjet 60/60XR (5. 71ft) is slightly higher than the Gulfstream G100 (5.6ft). The Learjet 60/60XR has a slightly longer 17 cm cab, which is not shown. The 67ft in comparison to the Gulfstream G100 is 17.1ft. The Learjet 60/60XR has a 47% higher overall cab interior than the Gulfstream G100 (447cu. et seq. versus 304cu.ft).

The Learjet 60/60XR has 24 cubic metres of interior and 24 cubic metres of exterior luggage storage, while the Gulfstream G100 has 9 cubic metres of interior and 55 cubic metres of exterior luggage storage. The Gulfstream G100 (2,910nm) shows more reach than the Learjet 60 (2,418nm) and the Learjet 60XR (2,398nm) as shown in diagram B with Wichita, Kansas as the starting point.

However, every single commercial airliner in the fleet provides sufficient coverage for the USA, Canada, Mexico and Central America. Please note: For corporate planes, "four available fueled passengers" means the airplane's long distance cruise with four manned occupant seating positions, with a minimum of four available mileage. Two PW305A 4,679lbst PW305A power units power the Learjet 60/60XR.

Meanwhile, the Gulfstream G100 features a Honeywell TFE 731-40R engine set of 4,250lb each. Total variable costs' as shown in graph C, which are derived from Conklin & de Decker, are the costs of fuel, maintenance personnel, planned part costs and other travel costs. Variable total costs for the Learjet 60 are 2,347 US dollars per hour, which at 2,222 US dollars per hour is higher than for the Gulfstream G100.

The Learjet 60XR ($2,168), however, has the least floating costs in this area of studies. Chart B shows the bandwidth of applied fares (per Vref) for each aeroplane. Conklin & de Decker report the mean speed and bands, while JETNET reports the number of aircrafts in service, the share'for sale' and the mean of aircrafts sales.

Learjet 60 has 12. 3 per cent of the "For Sale" fleets at the end of April 2018 and the Learjet 60XR 11.6 per cent. Based on the mean number of trades used per metre, the Learjet 60 has an annual mean of five, and the Learjet 60XR two, per metre, in comparison with the Gulfstream G100, which has sold less than one per metre on average over the last 12 metricons.

Diagrams A and B show the Learjet 60 and the Learjet 60XR, which represent and project the maximum available maximum conservation value according to aging. Maximum MMA was reached on the date the plane was phased out from manufacturing as it had no capacity utilisation for any MMA event.

This is the percentage of the maximum maintenance equity that an avarage airplane will have due to its age: Under the Modified Accelerated Cost Recovery System (MACRS), airplanes belonging to and operating companies are often subject to personal taxes. However, in certain cases aeroplanes cannot be eligible under the MACRS system and must be written off under the less favourable Alternative Amortisation System (ADS), where amortisation is calculated on a straight-line basis, which means that identical allowances are made in each year of the respective restoration years.

The taxpayer must consider a wide range of issues when deciding whether to depreciate an aeroplane and, if so, the right depreciating technique and the right restoration timeframe to use. Thus, for example, aeroplanes used for charters (i.e. part 135) are normally written off under MACRS over a seven-year horizon or under ADS over a twelve-year horizon.

Qualifying commercial jets, such as Part 91 services, are generally amortized under MACRS over a five-year or six-year grace period using ADS. Certain uses of the airplane, such as non-business travel, may affect the amount of allowed amortization available in a given year.

According to the new law, tax payers can subtract up to 100% of the costs of a new or used plane bought after 27 September 2017 and put into operation before 1 January 2023. The 100% accrual is a large incentive for airplane owners/operators. Thereafter, after 31 December 2022, the law reduces the annually available rate by 20% to write off qualifying corporate jet assets by 31 December 2026.

An example of the use of the MACRS timetable for a 2003 Learjet 60 corporate aeroplane in personal service (Part 91) and charters (Part 135) over a period of five and seven years is given in Annex C to this Regulation, based on a 2003 listing for a 2003 Learjet 60 variant of $2.15 million (per Vref leader).

Figure A shows an example of the use of the MACRS timetable for a Learjet 60XR 2013 under the assumption of a 2013 listing of $4.8 million. There are 38 "For Sale" planes in the Learjet 60 currently in use, of which 15 are offered at between $1.395 million and $2.95 million.

Altogether there are 13 Learjet sixty XRs'For Sale', which indicate bid values between $3.25 million and $4.55 million. Gulfstream G100 is currently showing "For Sale", one with an offer rate of $2 million. Naturally, the ultimate negotiation fee must be determined between the vendor and the purchaser before the purchase of an airplane is complete.

Diagram F shows the points centred on the same plane. While others may opt for other criteria, serious corporate jet purchasers are usually struck by pricing, range, speed and cabin size. The Learjet 60 and Learjet 60-XR also have a higher range of available payloads with maximum fuel, while the Learjet 60-XR has significantly lower hourly costs but a higher initial outlay.

Every aeroplane has its advantages and disadvantages, and carriers should carefully consider their operational needs when deciding which is the best for them. In the previous sections, we have addressed some of the attribute values valued by corporate jet carriers. Both the Learjet 60 and the Learjet 60-XR are still loved today.

If your airplane is not equipped with ADS-B Out, it cannot be put into service after December 31, 2019.