Learjet Models

If you' re not an aeronautical specialist, you probably can't imagine every Lear Jet plane, so use this listing to find some favorite Lear Jet and helicopter that have been widely used throughout the course of time. Well, the shortlist includes Learjet 24 and Learjet 23.

These lists answer the question: "Which aircraft are built by Lear Jet?

What is your Learjet worth in today's world?

Today, the Learjet range is still highly regarded by corporate aviation enthusiasts and airlines - including the used fleet sale segment with a combined 246 used Learjet purchases across all models since January 2010. Currently, all post-production Learjet models presented in this paper are estimated bycraft Bluebook at an average of 306 to 408 flyinghours a year.

Learjet 31A is the smallest and Learjet 31A the highest one. Mean overall durations for each of the models at the point of creation were as follows: In the following we look at each of the models with its variations and give an overview of its actual state.

Today, two Learjet models are in Bombardier manufacturing - the Learjet 75 (with a listed cost of $13.8 million in 2018) and the Learjet 70 (with a listed cost of $11.3 million). Learjet 75 and 70 were launched as upgrades over Learjet 45 and 40. Some of the refinements offered by these models include new TFE731-40BR power plants, new vinglets and a three-screen Garmin G5000 AV console, which will be packed and sold as the Bombardier Vision Flight Decks.

The MGTOW of both models is 21,500 pounds, while the Learjet 70 is 2.6 ft less than the Learjet 75. A 2015 Learjet 75 is estimated at approximately 52% of its new value in relation to its salvage value, assuming a current sales value of $7.2 million. Learjet 60 was launched on the marked as the follow-up to Learjet 55 (below).

Driven by two Pratt & Whitney Canada PW305A PWs, the Genuine Learjet 60 is fitted with Full Authority digital engine control (FADEC) and features a Collins Proline 4 off-the-shelf aviation kit (with four-tube AFIS, tuner and Collins FMS-850 Flight Management System). Learjet 60SE followed the Learjet 60 and is fitted with the same engine as the regular Learjet, but has a 1,000 pound higher MGTOW (23,750 pounds).

Launched as a Special Edition, it includes an APU, the Collins TWR-850 Radar, the TCAS II, a new interiors and maintenance system, and an extended option set for newbuilds that could be up to $1 million at delivery time. Meanwhile, the Learjet S60XR is the same as a 60SE aircraft, except that the Aviation Suites have been updated to the Proline 21, Four-Tube EFIS-System.

In addition, the Learjet 80XR has a newly designed, extended kitchen cupboard and a greatly enhanced entertaining system. A Learjet 60 of the 2000 type currently has a remaining value of about 12% of the 2000 listed fare. For the Learjet 60 the following "Appraised Value Add-Ons" are for my own numbers, not those of the value leader:

There were three models in the Learjet 55 range. Originally the Learjet 55 contained a set of 3,700 lbs TFE731-3A-2Bs. Even though the subsequent Learjet 55B used the same engine, it also provided the operator with a raised MGTOW and a fully digitized flying confines. Eventually, the Learjet launched Delta Fins in the lower hull to increase tilt and straight line drivability, and one-point refuelling became the norm for this one.

A 1983 Learjet 55 currently has a salvage value of about 11% of its $6 listing value. 9 million in 1983 and its actual sales value is ~$730k. For the Learjet 55 the following "Appraised Value Add-Ons" are for my numbers, not for the value leader: At the time of its entry into the Bombardier Learjet 45 fleet, it was a clean-sheet plane.

The most important thing for the passenger was that first the inside of the cab was sketched, whereby the airplane was constructed around this room, all by computer modelling. was the Nose Landing Gear, which was the only one that was split with previous Learjet models. The Learjet 45 was fitted up to s/n52 with TFE731-20R power units, each with 3,500 lbst and FADEC.

According to s/n52, these motors were supplied in the -20AR configurations (with more rugged heat part parts and enhanced dependability through new coal seals). APU is an optional feature on the Learjet 45. Learjet Class 145XR distinguished itself from the mainstream aircraft by the integration of a further enhanced variant of the same TFE731-20BR engine, which enabled an upgrade of 1,000 pounds to MGTOW (21,500 pounds).

An APU is also included as default. A 2002 Learjet 45 currently has a salvage value of approximately 15% of the 2002 listing value ($13,209 million) and a sales value of approximately $2 million. For the Learjet 45 the following appraisal value add-ons are for my numbers, not those of the value leader:

Learjet 40 is two ft less than Learjet 45XR, but is driven by the same engine. In addition, the Learjet 40 is not fitted with an APU. Learjet 40XR provides about 650 lbs more MGTOW (21,000 lbs) than Learjet 40 and a longer cruising distance with greater tank capacities.

Remaining value of a 2006 Learjet 40 is currently approximately 18% of the 2006 listing value ($10,838 million), currently the sales value is approximately $1.9 million. Here are the appraisal value add-ons for the Learjet 40 for my numbers, not those of the value leader: All other Learjet models were manufactured and marketed by the Learjet 35 and the Learjet 36.

Originally the Learjet 35 had two different types of aerodynamics: The Learjet 34A was fitted as Standard with the company's own "Softflite" blade, while push reverse was an option on both models. Originally the Learjet 35 used a couple of TFE731-2-2-2A thrusters, but the -2B thrusters were selected for the Learjet 35A. On the Learjet 34A there were also two additional cabins and a raised 18,300 pound GTOW (compared to 17,000 pounds) compared to the Learjet 35.

Learjet 35A's 2B engine can be upgraded to the 2C model, which provides more rugged hotsection parts, enhanced dependability with new carbons, longer service life of compressors and longer blade scrapping time. Meanwhile, the Learjet 36 used the same power units as the Learjet 35, but with a hull fuel tank that reduces the length of the cab (two passengers are omitted), but provides an additional 500 nm outreach.

Meanwhile the Learjet 36A kept the same engine, but had a higher MGTOW than the Learjet 35A. A 1980 Learjet 34A currently has a remaining value of about 13% of the 1980 listing value, and its actual sales value is ~645,000 US dollars. For the Learjet 35/36 models the following "Appraised Value Add-Ons" are for my numbers, not for the value leaders:

Principally, the Learjet 31 is a Modell 34A which maintains the same engine but uses the Learjet 28 Longhorn wings (i.e. singlets instead of wingtip tanks). This also includes glider gliders such as the Learjet 55. Because of the lost tip tank the cruising distance was limited to 1.450nm (475nm less than Learjet 35A).

Learjet version 32A of the Learjet was upgraded from the Learjet version 31 by integrating Bendix-King/Honeywell electronics with EFIS, a new auto-pilot, radio and a universal FMS. Subsequent series models of the FADECs' Boeing 32A planes were supplied with FADEC. A 1995 Learjet 32A currently has a remaining value of about 14% of the 1995 listing value, and its actual sales value is about $940,000.

For the Learjet 31 the following appraisal value add-ons are for my numbers, not for the value leader: Years of manufacture of the individual models are as follows: