Learjet 75 Specifications
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Learjet 75 Specifications Price (typically completed and equipped) $13.793 million Honeywell TFE731-40BR, Engines (2) 3,850 pounds thrust each Avionics Bombardier Vision (Garmin G5000) Passengers (typical) 8 to 9 Range (w/NBAA reserves, 2,040 nm 100-nm alternate, four passengers) High-speed cruise 465 ktas Long-range cruise speed 432 ktas Pilots of older-generation Learjets will find a user-friendly Garmin-based Bombardier Vision avionics suite where they are used to seeing avionics from Rockwell Collins or Honeywell. Fuel capacity 6,062 lb Max payload w/full fuel 1,548 lb lines. It is so nice to know that, multiple pages and as an overlay controls are crisp and respon- Ceiling (certified) 51,000 ft instead of always trying to trust on moving maps. The flight level sive, they are somewhat heavy Cabin altitude at ceiling 8,000 ft a piece of paper.” change feature on the autopi- at higher speeds. We spent some lot was limited to above 10,500 time trying various settings on Max takeoff weight 21,500 lb Time To Fly feet. And a landing gear audio the avionics, then turned around Balanced field length at mtow 4,440 ft I had the opportunity to fly callout could be heard while the and popped the variable spoil- (sea level, standard) the first production Learjet 75 gear was retracting. ers at Mach 0.80 and descended Landing distance at mlw 2,660 ft in late September. Eastburn and With four on board, we were toward Hutchinson, Kan., at (sea level, standard) I flew 2.1 hours, from Learjet carrying 4,180 pounds of fuel, 4,500 fpm. Steep turns at 15,000 Length 57.6 ft headquarters at Wichita’s Mid- about two-thirds of a full load, feet later on felt pretty much Wingspan 50.9 ft Continent Airport west toward for a takeoff weight of less the same, a little more solid or Dodge City for some airwork, than 19,000 pounds. Mtow is maybe I was just getting more Height 14.13 ft then to back to Hutchinson for 21,500 pounds. used to the feel of the controls. by Matt Thurber Cabin an Rnav approach and then We took off from Mid-Con- Eastburn is an excellent demo Volume 620 cu ft Wichita for two landings. tinent’s Runway 19R, and while pilot because he patiently let me It still seems unusual to climb flat-rated to ISA +23 degrees NBAA IFR range, 100-nm alter- The wind was gusting to the push in the back once the do as much button pushing as Learjet 75 at One-yard Line for Certificate Width 5.12 ft into the cockpit of a sophisti- C, “the highest flat-rating of nate), while being able to take more than 30 knots, which was power is set to the takeoff detent possible on the Vision/G5000 any business jet,” according to off using 600 fewer feet of run- Learjet “start[ed] the delivery process” of its new Learjet 75 in a cere- Height 4.92 ft a good test of the Learjet 75’s isn’t the furious rush of an older avionics, which is the only way mony last month. The first aircraft went to entrepreneur Louis Beck and his cated modern jet like Bombar- Mathieu St-Cyr, manager of way, making strips shorter than Length (cockpit divider to aft lav bulkhead) 19.75 ft high wing loading compared and lighter Learjet 20 series, the to get used to a new system. I company, Speedbird. Beck, present at the blessed event, expressed satis- dier’s rejuvenated Learjet 75 and sales engineering for Bombar- 5,000 feet quite usable. Takeoff Baggage capacity 50 cu ft, 500 lb (heated, unpressurized) with that of the Phenom 300 larger Learjet accelerated quickly dialed in the Rnav (GPS) 22 at dier Business Aircraft. distance at mtow is 4,440 feet, faction with the acquisition. He is a long-time Learjet owner and said he had and CJ4, according to St-Cyr. to rotation speed and climbed Hutchinson and we flew the full find a Garmin suite instead of a Bombardier delivered 133 and landing distance at max never heard a pilot complain about Speedbird’s previous aircraft, a Learjet 45. FAA certification (FAR Part 25) Due fourth quarter 2013 “The ride on the Learjet 70 and swiftly. I did have to trim the nose procedure, including the hold- panel full of Honeywell or Rockwell Learjet 40/40XRs and 453 landing weight is 2,660 feet. “There’s also the unmistakable sex appeal that is Learjet,” he added. 75 will tend to sit the aircraft down after liftoff, something that ing pattern so I could see how Collins avionics. It isn’t hard to Learjet 45/45XRs before pro- The winglet design (inter- The second delivery, of five Learjet 75s, went to Canadian charter operator positioned below the center mul- the GTC 570 reveals a set of six more nicely in turbulence,” he Eastburn warned me about and solidly the Garmin autopilot duction ended in late 2011. Cer- nally labeled a “beavertail”) London Air Services. London Air already has eight Bombardier airplanes in its tifunction display (MFD), put- icons at the top. These show what said, and indeed it did. that seems typical in Learjets. tracked the hold and put us on figure out; there are no flight man- tification of the 70/75 would is adapted from the Bombar- fleet (five Learjet 45XRs, a Challenger 604 and two Challenger 605s). Also on ting them within easy reach. For can be done with the “focus” Starting the Learjet 75’s After takeoff, it was simple the final approach course. agement system control display have occurred earlier, but wthe dier CSeries and helps drive a order is a Global 7000. President and CEO Wynne Powell said the Learjet 75 pilots not used to doing every- area on the screen controlled by TFE731-40BR engines is com- to pull the power levers back to We returned to Mid-Continent units in the Learjet 75’s pedestal. U.S. government shutdown 2-percent efficiency improve- will allow nonstop flights from Vancouver to Montreal 95 percent of the time, thing on the touch-screen con- that pilot, such as radar, check- pletely automatic. While the the maximum continuous thrust in Wichita for the ILS approach caused a delay, although the ment. The 75 is equipped with a compared with 85 percent of the time with the Learjet 45XR. “We have the troller, or in the unlikely event lists, maps and so on. (Checklists 70/75 don’t have autothrottes, position, and with a few brief back to Runway 19R, and this Indeed, it seems that the concept company expected FAA certi- Honeywell RE100 APU as stan- luxury of being able to buy the best, and this is it,” he said, pointing to the five both controllers failed, each weren’t loaded into the system at they are equipped with Honey- level-offs, we continued almost time I landed in the gusty winds of the standalone FMS has been fication by the time this issue dard, usable only on the ground. aircraft waiting on the ramp in London Air Services livery. pilot has an eyebrow-mounted the time that I flew this airplane.) well’s digital electronic engine unimpeded to FL430, which and then we added power for a banished from the jet’s Bombar- went to press. Pressurization keeps the cabin The Learjet 75 is still awaiting full certification. Learjet v-p and general controller that duplicates many These icons can be customized control system, which provides took about 21 minutes. touch-and-go and circled back for The Learjet 70 and 75 share altitude at 8,000 feet at the max- manager Ralph Acs said it was delayed by the U.S. government shutdown, of the functions of the GTC in the user profiles. And up to 25 easy-to-find detents for typical Once level at FL430, at ISA a visual to 19R. The Learjet 75 dier Vision (Garmin G5000) flight nearly identical systems, but the imum altitude of 51,000 feet which effectively closed much of the FAA’s certification and aircraft registra- 570. These include range set- profiles can be stored, which is power settings. -4 degrees C, we set power to the handled perfectly in the 25+-knot deck. Instead, the avionics are all 70 seats up to seven and the 75 and about 6,300 feet at FL430. tion services for 17 days. He said the company had completed the flight-test ting on the PFD, barometric set- useful for fleet operators. Learjet pilots won’t find the maximum cruise detent and the gusty winds, sliding solidly down up to nine (when including the ting, com/nav frequency setting, A central tenet of the G5000 electric nosewheel steering unfa- speed settled at Mach 0.80 and final to the threshold and once about allowing pilots to do what- phase and submitted the final paperwork to the FAA before the shutdown. In belted lavatory). Prices in 2013 Flight Deck Details flight planning, direct-to and system (and other modern miliar. The benefit of this system fuel flow for both engines 1,150 over the runway, pointing exactly terms of final certification, he added, “We’re at the one-yard line.” –K.J.H. ever is needed using the system’s dollars are $11.216- and $13.793 The switch to the G5000- approach procedure selection. graphical-based avionics sys- is that the nosewheel has no tow pounds per hour.