The Learjet brand, once synonymous with luxury and innovation, has seen its fortunes rise and fall over the decades, leading to the recent delivery of its final aircraft. Let's take a deep dive into the origins of the famed private jet manufacturer.

From prototype to powerhouse

In 1959, American inventor and businessman William "Bill" Powell Lear founded the Swiss American Aviation Company (SAAC) in Switzerland. SAAC aimed to redesign the EFW N-20 Aiguillon, a failed Swiss prototype fighter jet previously produced by Flug- und Fahrzeugwerke Altenrhein (FFA). While the P-16 program itself was canceled in 1958, the design elements of this aircraft would later inspire Lear's vision for the Learjet 23.

Lear was not fond of piston-powered aircraft and foresaw the need for a small passenger jet that would cost a fraction of an airliner. This was a niche idea, as no aircraft manufacturer was doing this then. Lear returned to the States and set up the aptly named Lear Jet factory in Wichita, Kansas, where rivals Cessna and Beechcraft resided.

The first Lear Jet

The first conceptual plane was the SAAC-23 "Execujet." Initially, it was supposed to be modeled after the Mississippi State University XV-11A Marvel, but it took inspiration from the FAA P-16 instead.

Eventually named the Model 23, it began initial flight testing on October 7, 1963. Two General Electric CJ610-1 turbojet engines pushed the plane to 450 knots and as high as 45,000 feet at an impressive climb rate of 6,900 feet per minute. With a range of nearly 2,000 nautical miles, the Model 23 proved it was small yet mighty.

The Learjet History website states that:

“Bill Lear’s audacious vision didn’t stop at creating an efficient means of travel for business executives. He wanted his jet to outperform all existing expectations."

"The Lear Jet 23 accomplished just that, breaking numerous world records and demonstrating the potential for private jet travel to be an industry standard.”

However, the Model 23 problems started when a test flight on June 4, 1964, went horribly wrong. The Lear Jet 23 failed to gain altitude, eventually settling to the ground and sliding to rest after attempting a single-engine, maximum-weight takeoff with the wing spoilers extended. Both crewmembers exited unharmed, flying again that afternoon in the second Lear Jet 23, 23-002. The cause of the crash was later determined to be pilot error.

Certification and success

Despite the crash, a second prototype of the Lear Jet 23 soon received formal FAA certification on July 31, 1964. Investigations into the cause of the accident pointed to pilot error rather than a problem with the plane, so the FAA was satisfied. According to the U.S. Centennial of Flight Commission:

"The original Learjet accumulated 194 hours of flight time in 167 test flights until it was destroyed in June 1964 when it crashed at takeoff with a[n FAA] pilot at the controls.

From Bombardier background checks:

"...during a single engine takeoff in which the spoilers were inadvertently left extended."

The first Lear Jet 23 was delivered on October 13 of that year. Interestingly, that jet (MSN 003) is now with The Classic Lear Jet Foundation, a group of enthusiastic current, retired, and former employees who hope to restore it to airworthy condition.

The jet was a success, and Lear's dream was realized. One hundred and four Learjet 23 aircraft were built between 1963 and 1966, before

the model was succeeded by the Learjet 24.

Mergers and acquisitions

Despite the Model 23's success as the first purpose-designed and mass-produced business jet, Bill Lear encountered financial losses. On April 10, 1967, the Gates Rubber Company of Denver acquired Bill Lear's 65% share in the company, enough to have a controlling interest in the corporation.

Lear stayed on board until April 2, 1969, when he resigned as chairman. Following the merger with Gates Aviation Corporation, the company changed its name to the Gates Learjet Corporation.

In March 1966, the Learjet 24 received FAA type certification. The M24 and M24B have the same cabin window number and shape as the M23, while the M24D and subsequent models feature small ‘airline’ style windows, with three on each side.

The success of the Model 35/36

1971 saw more stretching of the 25 in a model with increased engine power and reduced noise thanks to the Garrett (now Honeywell) TFE731-2. This variant was the Model 35, which could be provided with a larger fuel tank for an increased range of 500 nautical miles, the Model 36.

When the Model 35 debuted, Learjet touted it as one of the fastest business planes in its medium-haul class. Competitors at the time couldn't keep up. The Cessna Citation I cruised at 345 knots, the Sabreliner Sabre 60 at 428 knots, and the IAI Westwind 1 at 455 knots. Meanwhile, the Learjet 35A cruised at an impressive 470 knots!

The Learjet 35/36 and its sisters (35A/36A) quickly became popular among celebrities. The Model 36 first took flight on January 4, 1973. It flew before the Model 35 and was also utilized for the certification of the M35/36. In 1976, professional golfer Arnold Palmer flew a Learjet 36 around the world in 57 hours, 25 minutes, and 42 seconds, setting a new record.

Many world leaders bought Learjet variants as either their primary or secondary aircraft for traveling. National militaries acquired Learjets, too, including Argentina, Bolivia, Brazil, Chile, Finland, Japan, Mexico, Namibia, Peru, Saudi Arabia, Switzerland, UAE, USA, Uruguay, and Thailand.

The popularity of the jets was mainly due to their rapid speeds and respective ranges of 2,789 miles and 2,904 miles. The U.S. National Transportation Safety Board (NTSB) lists 25 fatal accidents for the 35/35A and two for the 36/36A. That said, at the time of this article's publishing, over 500 aircraft are still in service.

Technological advancements

In the 1970s and 1980s, Gates-Learjet led the way in technological advancements. One significant innovation was the addition of tanks on the tips of the wings. A patent drawing from 1976 depicted the original Learjet design with these wingtip tanks. Inspired by similar features on fighter jets, the tip tanks extended the range of Learjet planes. These tanks were integrated into the Century III wing design to enhance fuel efficiency, speed, and range.

In 1977, Learjet unveiled the Model 54/55/56, with the Model 55 "Longhorn" setting six new time-to-climb records for aircraft in its weight class in 1983. In 1978, Gates-Learjet filed a different patent drawing featuring winglets to reduce aircraft drag and increase speed, range, and fuel efficiency.

Additionally, in 1979, N316M, a Learjet 23-061, ditched in Lake Michigan and remained afloat for over 24 hours, showcasing the unexpected buoyancy of the aircraft's design. Over 700 aircraft had been produced by that point, an industry first.

A failed decision to move production

Between 1984 and 1989, Gates Learjet underwent a transformative period marked when Integrated Acquisition, Inc. took a 64% stake in the company. Production halted in 1984 and resumed in Tucson and Wichita in 1986, signifying a significant shift for the company.

The decision to relocate part of the operation to Tucson, Arizona, drew criticism from Stan Blankenship, former chief of sales engineering at Learjet, who attributed the company's decline to this move. As written on page 107 in The Learjet History book, Blankenship claimed,

“I have frequently written and repeated what Harry Combs (former president of Gates Learjet) told me when we were together in China. When he moved the paint, interiors and avionics to Tucson it was taking Wichita 2,300 man-hours for the work. So he very scientifically allowed Tucson 3,200 man-hours for the same tasks.

"In fact, it was taking Tucson 5,200 man-hours … Tucson was a financial disaster! When Harry moved it down in 1976, the company had a net worth of over $100 million. When they retrenched and moved back, a negative net worth.

"Harry Combs was the greatest gift Cessna ever received."

The Tucson relocation significantly increased overhead costs and contributed to the company's negative net worth. In 1987, the company changed hands and, in 1988, was rebranded as "Learjet Corporation." Eventually, in 1989, all aircraft production was consolidated back in Wichita.

Joining Bombardier

In February 1990, Integrated Resources Inc. filed for bankruptcy in the U.S. Bankruptcy Court in New York City. On June 29, 1990, Bombardier bought Learjet, forming the Bombardier-Learjet Family. This new era saw the introduction of multiple new aircraft.

The Learjet 45, for example, was announced in September 1992. It was the first clean-sheet Learjet designed since Bill Lear's Learjet 23 in 1963. It was also the first business jet to be designed on a computer. NASA took an interest in the Learjet 45, helped design the airfoil and engine pylons, and performed icing and wing flutter tests on scaled jets in a wind tunnel.

While the new technology was welcomed and the benefits reaped, the Learjet 45 was not without its problems. At one point, the fleet was grounded, and two Airworthiness Directives (A.D.s) were published.

The Learjet 60 was announced on October 3, 1990, and it was rolled out on May 5, 1992; its first flight took place on June 15, 1992. While it initially generated excitement due to

its promising performance, this optimism was tempered by the discovery of technical issues. For example, an August 2000 Airworthiness Directive (A.D.) by the FAA cited a potential fire hazard:

"The FAA has received a report of a fire resulting from the puncture of an oxygen tube by an electrical arc from the generator control unit ... Improper clamping and inadequate spacing between the oxygen tubing and electrical sources ... could cause electrical arcing ... which could result in an oxygen fire."

The Learjet 60 had the highest accident rate in its class, with most accidents occurring during landing. The NTSB highlighted that many of these accidents resulted from flight crews failing to comprehend crucial operational details.

A new jet and an end to production

On June 13, 1999, Bombardier announced a new midsize business plane, the CL-300 Continental jet.

Positioned in the market between the Learjet 60 and Challenger 604, the Continental jet took its first flight on August 14, 2001. In time, the Continental jet became known as the Challenger 300. Despite the new jet, Learjet churned out the Learjet 40/45XR in 2002 and a Special Edition Learjet 60; the Learjet 60XR entered service on July 30, 2007.

Bombardier revealed a new model, temporarily dubbed the "NXT," in 2007, finally naming it the Learjet 85 in 2008. It was to be designed in collaboration with Grob Aerospace of Switzerland, which would develop the all-composite structure.

On January 15, 2015, Bombardier announced a pause on the Learjet 85 project. It officially canceled the program on October 28, citing "weak market demand."

The end of an era… sort of

Throughout the 2010s and into the 2020s, Bombardier fell on hard times, with the production of the C Series (now the Airbus A220) sapping cash from the manufacturer. In February 2021, the Aircraft Owners and Pilots Association reported:

“Bombardier has its own troubles with delays and cost overruns in its C Series single-aisle airliner program. It has been forced to divest itself of interests in subsidiary business units—and now, Learjet production … its focus will now be on its Challenger and Global series of midsize and large-cabin, long-range business jets.”

The last Learjet, a Learjet 75 registered as N2022L, was delivered to Northern Jet Management of Grand Rapids, Michigan, on March 28, 2022.

This marked the end of an era that spanned 60 years with over 3000 aircraft produced. However, Bombardier created a service program for the Learjet 40/45 aircraft that are still in operation. In a statement on their official website, the Canadian parent company states:

"Bombardier will continue to fully support the Learjet fleet well into the future.",

"The RACER program includes a bundled set of enhancements, including interior and exterior components, new avionics, high-speed connectivity, engine enhancements, and improved aircraft maintenance costs. The RACER remanufacturing program will be offered exclusively through Bombardier’s service centre in Wichita, Kansas.”