LEARJET 60 利尔60 公务机

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航空

LEARJET 60
Powerful engines and good resale
value are among this model’s
strengths. Just make sure your
pilots know what they’re doing
_by Mark Huber
44 I BJT august_september 2008
USED JET REVIEW
USED JET REVIEW
46 I BJT august_september 2008
WHEN IT COMES TO PURE CLIMBING POWER, the
Learjet 60 is hard to beat. This airplane doesn’t just
take off–it blasts off.
Its power comes courtesy of a pair of Pratt &
Whitney Canada 305As bolted to the back that each
crank 4,600 pounds of thrust, giving this 23,500-
pound airplane (maximum takeoff weight) one of the
highest thrust-to-weight ratios in its class. The manual
says this jet will climb 4,500 feet per minute on both
engines. That’s not too shabby–and you can climb a
whole bunch faster than the book says, although for
the sake of passenger comfort, this kind of liftoff is not
a good idea. The 60 will ascend to 41,000 feet from
sea level in less than 20 minutes. Cracking open a
beverage before reaching cruise altitude is just not
a good idea–unless you want to wear it.
But an airplane with engines like the Learjet 60’s
demands skill and respect in the cockpit. Intelligent
power management is critical and landings need to be
well planned and well executed.
When they aren’t, look out: the Learjet 60 has the
highest accident rate in its class and almost all the accidents
happened during landing (see chart on page 50).
According to the National Transportation Safety Board,
most of these mishaps resulted from failure of flight
crews to read or understand a few key items in the
aircraft manual.
One accident occurred after a hydraulic-system failure
knocked out everything you need to slow down a
jet–flaps, spoilers, brakes, thrust reversers–and the pilots
elected to try landing on a 5,400-foot runway, anyway.
(The book says you need 11,000 feet of runway in that
situation.) Another resulted from a flight crew’s attempt
to land on a snow- and ice-slicked runway with a tailwind
and the anti-skid braking system turned off. (The book
says don’t try that, either.) Yet another happened after
the pilots landed with a ground speed of 210 knots–just
a wee bit faster than the normal touchdown speed of
around 132 knots–and an unsuspecting deer didn’t get
out of the way in time. (The airplane then veered off the
NEARLY SIX FEET WIDE, THE
LEARJET 60’S STANDARD CABIN
FEATURES FIVE EXECUTIVE SEATS,
A TWO-PLACE SIDE-FACING DIVAN,
A SMALL FORWARD GALLEY AND
CLOSET AND A REAR LAVATORY.
HOURLY DIRECT OPERATING COSTS
– Fuel ($6.13 per gal): $1,360.86
– Maintenance labor (at $89 per hour): $245.81
– Parts, airframe, engine, avionics: $144.59
– Inspections, component overhauls,
life limited parts: $209.19
– Engine restoration: $334.78
– Misc. expenses
Landing and parking fees: $19.39
Crew expenses: $70
Supplies & catering: $36
TOTAL VARIABLE FLIGHT COSTS PER HOUR: $2,420.62
Average speed: 414 knots
– Cost per nautical mile: $5.85
ANNUAL FIXED OPERATING COSTS
– Crew salaries (estimates)
Captain: $100,100
Copilot: $72,000
Benefits: $51,630
– Hangar rental (typical): $33,900
– Insurance (insured hull value = $6.9 million)
Hull (0.23% of value): $15,870
Admitted liability: $1,575
Legal liability: $13,750
– Recurrent crew training: $36,200
– Aircraft modernization (avg per year): $35,000
– Navigational chart service: $4,166
– Refurbishing: $24,920
– Computer maintenance program: $4,500
– Aviation weather service (typical): $700
TOTAL FIXED COST PER YEAR: $394,311
ANNUAL BUDGET–BASED ON 45,000 NM
(Utilization: 109 hours)
– Variable cost: $263,848
– Fixed cost: $394,311
TOTAL FIXED COST (WITHOUT DEPRECIATION): $658,159
– Per hour: $6,038
– Per nautical mile: $14.63
– Per seat nautical mile: $2.09
Total cost (Without Depreciation): $658,159
– Book depreciation (10% per year): $690,000
TOTAL COST (WITH BOOK DEPRECIATION): $1,348,159
– Per hour: $12,368
– Per nautical mile: $29.96
– Per seat nautical mile: $4.28
Total cost (Without Depreciation): $658,159
– Market depreciation: $345,000
TOTAL COST (WITH MARKET DEPRECIATION): $1,003,159
– Per hour: $9,203
– Per nautical mile: $22.29
– Per nautical seat mile: $3.18
economics
LEARJET 60 COMPARED
First Normal Max
Model year Variable Seats Range cruise takeoff
built cost/hour exec/max (nm) (kt) weight (lb)
LEARJET 60 1993 $2,421 7/10 2,134 465 23,500
HAWKER 800XP 1984 $2,851 8/15 2,539 449 28,000
CESSNA CITATION VII 1992 $2,983 7/13 1,742 452 23,000
ASTRA SPX 1986 $2,491 7/9 2,790 474 24,650
Assumptions: Jet fuel $6.13/gal; variable cost: fuel plus maintenance reserves and miscellaneous expenses average for 10 years;
four passengers; VFR reserve fuel with 200-nm alternate; passenger weight 200 lb includes baggage.
Cost source: Conklin & de Decker Life Cycle Cost
Performance source: Conklin & de Decker Aircraft Performance Comparator, Orleans, Mass.
USED JET REVIEW
runway, crossed the taxiway,
impacted a ditch and burst into
flames.) See a trend here?
But even under ideal circumstances,
the airplane has certain
characteristics–most notably small
brakes and tires–that put a premium
on landing skills. The brakes
are a bugaboo left over from the
aircraft’s predecessor, the Model
55, whose brakes are even smaller.
Notwithstanding their small size,
however, the 60’s brakes are not
usually an issue when the airplane
is flown by the book. That’s thanks
to the massive thrust reversers
attached to its engines. After landing, they can slow down the
airplane real fast. (Stow the beverages before landing, too.)
The Learjet 60 can comfortably operate at high loads
out of 5,000-foot-long runways. And its bigger engines
give it considerably better performance than the 55 when
operating in hot temperatures and high altitudes.
The Model 55 entered production in 1980 and 147 were
manufactured. It mated the wing of the Learjet Model 28/29
Longhorn with an expanded Model 35 fuselage. Bombardier
acquired Learjet in 1990. The 60 first flew in 1991 and customer
deliveries began in 1993. While the 60 has undergone
various interior and avionics changes over the years,
notably the SE and current XR models, the fuselage remains
largely unchanged. Between 1993 and 2005, when
Bombardier introduced the successor Model 60SE, it manufactured
274 Model 60s.
Better brakes and engines are just two advantages the
60 has over the 55. The fuselage was stretched 43 inches,
THANKS LARGELY
TO ITS SPRY
CLIMB TIME, THE
LEARJET 60 HAS
LOW DIRECT
HOURLY COSTS.
1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
$ (MILLIONS)
Cessna Citation VII
Learjet 60
Hawker 800XP
IAI Astra SPX
BJT/Illustrator/802e_BJReview_FMV_AugSept08.eps
4
6
8
10
12
FAIR MARKET VALUE PRICE
COMPARISON OF 1997 MODELS
48 I BJT august_september 2008
Source: Vref Aircraft Value Reference (www.vrefpub.com)
USED JET REVIEW
50 I BJT august_september 2008
yielding an 18-inch-longer cabin (17.67 feet) and more
legroom. Cabin width is a fraction under six feet. The
standard cabin layout features five single executive
slide/swivel seats, a two-place side-facing divan opposite
the entry door, a small forward galley with space
for a microwave and an ice drawer, a forward closet
and a rear lavatory. Inside the cabin, the closet provides
24 cubic feet of storage; an equal amount is in
the baggage compartment aft of the lavatory. Cabin
noise close to the entry door can be pronounced, and
that was a major driver when Learjet gutted and redid
the Model 60 cabin for the $13.65 million Model 60XR.
(Deliveries began in 2007.)
Headroom in the trenched center aisle is 5.7 feet.
Unrefueled range (two crew, four passengers, NBAA
IFR reserves) is 2,134 nautical miles.
The airplane has received a variety of aerodynamic
refinements, including winglets that improved efficiency,
performance and handling over the 55. Largely
because of its spry climb time, the 60 has the lowest
direct hourly operating costs in its class. (The faster
you get to cruise altitude, the less fuel you burn.)
The avionics system is built around the Rockwell
Collins Pro Line 4 four-screen display that has proven
its durability over many years.
Pilots who fly the 60 generally love it–until something
breaks. Bombardier’s product support for older
jets, while marginally improving, ranked second to
last in this year’s annual Product Support Survey
published by our sister publication, Aviation
International News. This comment, published with
that survey last year, is fairly typical of what Learjet
60 operators have to say: “The chief pilot for a
southern company complimented the reliability of its
Learjet 60, but added that support, warranty and
tech reps ‘leave a lot to be desired.’”
The good news is that the 60 continues to hold its
resale value well, even as the market for mid-size used
jets is beginning to soften. A 1997 Learjet 60 sold new
for $10.8 million and, on average, still commands
about $6.9 million. Within the midsize class, only the
Hawker 800XP posts stronger resale-value numbers.
The Hawker is, of course, slower. n
Mark Huber welcomes comments and suggestions at:
mhuber@bjtonline.com.
CABIN DIMENSIONS
– Height: 5.71 ft
– Width: 5.92 ft
– Length: 17.67 ft
– Volume: 453 cu ft
– Door height: 5.3 ft
– Door width: 2.0 ft
BAGGAGE: 24 cu ft (internal)
24 cu ft (external)
TYPICAL SEATS CREW/PASSENGERS
(EXECUTIVE): 2/7
MAXIMUM WEIGHTS
– Takeoff: 23,500 lb
– Landing: 19,500 lb
– Basic operating: 14,772 lb
– Usable fuel: 7,910 lb
– Maximum payload: 2,228 lb
– Payload with full fuel: 1,068 lb
specifications
RANGE (IFR NBAA 200 nm reserve)
– Seats full: 2,186 nm
– Ferry range: 2,418 nm
RATE OF CLIMB
– 4,500 fpm
CRUISE SPEED
– Max: 465 kt
– Long range: 423 kt
SERVICE CEILING AT MTOW
– 42,400 ft
Source: Conklin & de Decker, Orleans, Mass.
performance
SUPPORT & SERVICE | LEARJET VS. COMPETITORS
Model
Overall
Average
2008
Overall
Average
2007
Authorized
Service
Centers
Factory
Service
Centers
Parts
Availability
Cost
of Parts
Aircraft on
the Ground
Response
Warranty
Fulfillment
Technical
Manuals
Technical
Reps
Aircraft
Reliability
CESSNA (CITATION) 7.26 7.36 7.21 7.32 7.44 6.11 7.45 6.88 7.41 7.41 7.99
HAWKER BEECHCRAFT (HAWKER) 6.90 6.16 7.22 6.93 6.76 5.80 6.85 6.34 6.97 7.32 7.76
BOMBARDIER (LEARJET) 6.61 6.11 6.83 6.13 6.58 5.62 6.53 5.92 6.99 6.59 8.01
IAI (ASTRA, WESTWIND) 6.49 6.27 7.00 4.74 6.96 5.16 6.87 6.06 6.48 6.81 7.85
Rating scale–1 to 10: 1-inadequate; 3-poor; 5.5-average; 8-good; 10-excellent. Ratings are for jets that are more than 10 years old.
Source: Aviation International News, 2008 Product Support Survey
THE LEARJET 60 SAFETY RECORD COMPARED
ACCIDENT RATES PER 100,000 FLIGHT HOURS
(all years through 2007)
Model All Accidents Fatal Accidents
CESSNA CITATION VII 0 0
HAWKER 800 SERIES 0.16 0.03
IAI ASTRA 0.33 0
LEARJET 60 0.6 0.09
Source: Robert E. Breiling Associates
THE LEARJET 60 HAS A
LONG-RANGE CRUISE SPEED
OF 423 KNOTS.