Learjet 55

zip="mw-headline" id="Development_and_design">Entwicklung und Design[edit]/span>

Learjet 55 "Longhorn" is an US commercial aircraft made by Learjet. In 1977, the Learjet 50 range was first presented at the Paris Aviation Exhibition with bigger staterooms than the current Learjets[1] The range was to have three versions, the Learjet 54, 55 and 56, but only the Learjet 55 was built[1] The Learjet 55 was a low-wing Canadian monopoly with NASA-developed single jets, the single jets nicknamed Longhorn.

It has a T-tail and is propelled by two Garrett TFE731 turbo fans installed on each side of the aft fuselage [1] It has a retractable three-wheel chassis and a closed cab for up to ten occupants, as well as a flight deck for the two crew members[1] Construction of the Learjet 55 began in April 1978 after comprehensive tests and work on the wings originally designed by the Learjet 25.

This Learjet 55 was first flown on 19 April 1979. From 18 March 1981, the first serial airplanes were made. Fourteen-seven Learjet 55 planes have been shipped. The Wikimedia Commons has published reports related to the Learjet 55.

Bombardier Learjet 55 to sell

Bombardier's Learjet 55 was designed with a bigger cab (for up to 10 passengers) than the previous 20 and 30 modeleries. Driven by TFE731-3AR thrusters, this mid-range aircraft provides a max reach of 2,040 nm and a higher full load capacity at full engine power and MTOW than its forerunners. Normal Cruise Speed KTAS:

Load capacity - Full LBS fuel: Range - Seats Full N.M.: Floating costs per hour $: LBS useful fuel: What is the fare for a Bombardier Learjet 55? Priced down to $495K - Owner wants to be next to selling! 12/12000 years/12000 hourly test with May 2006 6000 chassis test with June.....

The Cessna Citation IIl vs. the Learjet 55.

Mike Chase is comparing two favorite used corporate jet aircraft this past month to rate the Cessna Citation II for selling. One 1991 Citation III has a listed value of approximately $1 million...... Actual and prospective markets for the Citation III compared to the Learjet 55/55B/55C will be taken into account, including payload/range, cruise control velocity and cabinsize.

Short History The Citation III II Accelerator presented several landmarks in Cessna's Citation series. It was Cessna's entrance into the high performance medium sized business aviation aircraft segment. This was also the first Citation engine to use Garrett motors (now Honeywell) as distinct from P&WCs. The launch of the Citation III also marked a shift from the initial structure designs of all predecessor aircraft, providing a completely new body with a super-critical arrowed fin and T-tail.

Today, 179 hundred percent Citation II aircrafts are in service around the world and a further eight Citation III aircrafts are in the possession of a global fleet of 187 aircrafts. Load capacity & range The figures in Table A are included in the May 2015 edition of B&CA, but are also from Conklin & de Decker.

At 1,071 quid, the Citation lll'Available Payload with Maximum fuel is less than the Learjet 55/55B (2,495 lbs) and the Learjet 55C (1,788 lbs) with load capacity. The table A also shows the consumption of individual aircrafts. At 227 gallons per hour (GPH), the Learjet 55 is the most economical, while the Citation II l (248 GPH) is the most expensive, according to the airplane cost calculator.

According to Conklin & de Decker, the Citation II cubicle has a 422 cu. font capacity and a length of 18 cubic meters. The Learjet 55 is smaller in stateroom capacity with 403 cu. feet and smaller in length (16. 7 feet). A further remarkable distinction between the two airplanes is the gradation in the gear for the Citation III in comparison to a Learjet 55 model.

Comparison of ranges As shown in Diagram B and with Witchita, Kansas as the starting point, the Citation III shows a lower cruising distance than the Learjet 55 model, both achieving all lower 48 states, Canada and Mexico, non-stop per ACC. Please note: For jet and turboprop applications, the'Seats Full Range' indicates the plane's long distance cruise IR RANGE, with all passengers manned.

Engine details As already noted, the Citation II is driven by two Honeywell TFE 731-3B Honeywell TFE 731-3B thrusters, each with a power of 3,650 lbs. Honeywell also powers the Learjet 55 serie - two TFE 731-3ARs, each with slightly more power and an engine power of 3,700 lbs. Costs per Mile Based on the information provided in the B&CA Planning and Purchasing Manual of May 2015 and the B&CA Operations Planning Guide of August 2015, we will be comparing our aircrafts.

Countrywide Jet-A mean gasoline prices used since the August 2015 issue were $5.25 per gal at the date of going to print, so we will present the figures as reported for comparative purposes. Diagram C shows the per-mile charge and compared the Citation III with its competitors, taking into account the immediate charge and where each plane flies a 1,000nm flight with a load capacity of 800 pounds (four passengers).

At $5.12, the Citation II shows the highest costs per navigational miles in comparison to $4.52 for the Learjet 55/55B and $4.58 for the Learjet 55C. The " total variable costs " shown in graph D are the costs for fuel costs, maintenance personnel costs, planned part costs and other travel costs.

Total variable costs for the citation III are calculated at $2,161 per lesson, which is 7.7% more than the Learjet 55C ($2,007) and 15. 8 percent more than the Learjet 55/55B ($1,866). Plane Comparison Table C contains the used fares from the Vref Pricing Guide for a 1986 scale of each plane (and a 1990 scale Learjet 55C).

Conklin & de Decker provided the mean speeds, cabins and payloads, while JETNET provided the number of operating planes and the selling rate. At present, the Citation III has 16% of its navy "for sale", while the Learjet 55/55B has 17% for sales. The Learjet Club has the highest proportion "for sale" with 30.

At 3.8 per month, the mean number of transaction (sold) used per months for the Citation III is higher than for the Learjet 55/55B at 2.3 per months. Aircraft belonging to and operating by companies are often depreciated under the Modified Accelerated Cost Recovery System (MACRS).

MACRS allows tax payers to speed up the amortization of asset values by making a higher deduction rate in the first years of each restoration cycle (see Table D). 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.

For the most part, the recoveries under ADS are longer than the recoveries available under MACRS. 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. As an example, aeroplanes used for charters (i.e. part 135) are normally amortised under MACRS over a seven-year horizon or under ADS over a twelve-year horizon.

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

An example of the use of the MACRS timetable for a 1991 Citation III jet in residential (Part 91) and commercial (Part 135) operation over a period of five and seven years at an assumed sales value of $1 million per Vref price leader is shown in Figure 1. shows a value and demand card for the used Citation II, inclusive the Learjet 55 planes.

There are 29 "For Sale" planes on the present second-hand Citation III planes exchange rate, 10 of them with an offer prices, so that we have drawn them in. Thus the markets for the Citation IIl used react to at least four characteristics: Captain, the max altitude for all planes in this survey is 51,000 feet.

The dots in graph F are centred on the same airplane. Full load capacity and available refuel reach; 2. long-range cruising speeds to reach this reach; 3. available passenger and facility cabins. While others may opt for other criteria, serious corporate jet purchasers are usually struck by price, cruising distance, cruising speeds and size of cabins.

Considering price, reach, speed and size of the cab, we can say that the Citation II has a fair level of efficiency. Favourite features of the Citation III are a greater cab interior space in comparison to the Learjet 55-Serie and lower purchase prices on the used plane markets. Even so, the per mille and per hours price for the Citation III is higher, and it has less payload capacity and reach than potential entrants on the used equipment part.

Abstract In the previous sections, we have addressed some of the attribute values valued by corporate jet carriers. Nowadays the Citation III is still well known. Carriers that explore the prefabricated aeroplane related aviation industry should consider the previous comparisons useful. We expect that the Citation III, which began delivery in 1983 and ended manufacturing in 1991, will hold its own in the used goods sector for the time being.