In the 1970’s, Gates Learjet was known for making some of the best aircraft of its time. In 1973, they released their most popular aircraft, the Learjet 35. Even today, no Learjet aircraft has sold as much as the Gates Learjet 35.
Despite being almost 50 years old, there are still well over 500 Learjet 35s in service around the world. The vast majority of these are corporate/private jets, however, a few are also in military use too.
Development
In 1967, the newly merged Gates Learjet had just released the Learjet 25, itself a lengthened variant of the Learjet 24 (itself a variant of the Learjet 23, the first private jet in history).
Up until this point, the Learjet 24 had been the most successful Learjet aircraft. However, within only a few months, the Learjet 25 had surpassed the Learjet 24, and was setting new company records with each sale.
In the early 1970’s, Gates Learjet began tinkering with the Learjet 25 in the hopes of creating an even more successful aircraft that could serve as Gates Learjet’s flagship aircraft.
At the time, one of the main concerns was seating. The best way to increase the number of seats was simply to lengthen the fuselage, and thus, the cabin itself. This was something that Learjet engineers did.
On top of this, Garrett AiResearch had just developed a new type of small engine. This engine was much more powerful, and required a lot less fuel in order to operate, making it very popular among aircraft manufacturers like Learjet.
The new Learjet was originally designated as the Learjet 25BGF (“GF” standing for Garrett Fan, the code name for the new engine). However, was soon rebranded as the Learjet 35.
Operational History
The newly designated Learjet 35 was soon test flown by Gates Learjet in August 1973. By the end of the year, the aircraft had entered full scale production and had been certified by the FAA.
Among the aircraft’s first buyers were corporations who were satisfied with the Learjet 23, 24 and/or 25 who simply wanted a larger, newer and/or longer range private jet for business means.
At the same time, many nations also bought the aircraft as their leader’s primary or secondary jet. Countries who did this include: Brazil, Chile, Finland, Switzerland and Saudi Arabia among others.
Through out the Learjet 35 and 36’s marketing, it was said that the aircraft was among the fastest business jets in its class. In 1976, American golfer Arnold Palmer decided to put this to the test.
In doing so, he traveled around the world, setting an all new round-the-world record at 57 hours 25 minutes 42 seconds. This would later be beaten by the Learjet 35’s successor- the Learjet 45.
Military
As early as 1974, the US military had taken notice of the newest Learjet. This would soon be followed by over a dozen militaries, all of whom use the Learjet in differing roles.
The USAF and US Navy operate Learjet 35s and 36s mostly as VIP transport aircraft, usually using the designation C-21. However, they have also been used for training as well as air ambulances.
During the Falklands War, the Argentine Air Force used its own fleet of Learjet 36s as well as volunteered, privately-held Learjet 36s in the Escuadrón Fénix . This was arguably their greatest hidden weapon in the war.
The Finnish Air Force has used the Learjet 35/36 as a shorter range AWACS aircraft, usually monitoring Russian bombers and fighter jets coming over the Baltic Sea and over the Arctic.
Many air forces also use the aircraft as a trainer, both for pilot and for electronic warfare. Often, the pilot flying the aircraft is being trained, as are the people in the back of the aircraft.
Due to it being relatively fuel efficient, the Learjet 36 has been used as a medium haul reconnaissance aircraft. This was the primary use of the Argentine Learjet 36s prior to being used in the Escuadrón Fénix.
Features
The Learjet 35’s marketing and almost all subsequent press about it has pertained mostly to its range. Without refueling, the Learjet is able to travel a whopping 2,857 nmi (3,288 mi; 5,291 km)! For a 1970’s corporate jet, this was amazing!
On top of this, the Learjet was also extremely fast for its time. Whilst not supersonic (as the concept of supersonic business jets didn’t exist at the time) it was among the fastest medium haul jets of its era.
Pilots of previous Learjets, including the Learjet 23, 24 and 25 had complained about the aircraft’s lack of handling. This saw Learjet redesign the internal hydraulic systems for the Learjet 35, giving it excelllent handling.
Learjet 23, 24 and 25 customers had also demanded an aircraft that was more fuel efficient, thus reducing overheads. As such, the new Learjet was much lighter, per square inch, which helped this, alongside the new engines.
The Learjet also features not only an internal fuel tank, but also two wingtip fuel tanks. This was common of the era, as they not only helped aerodynamics, but also helped increase the Learjet’s already considerable range.
Price
When Gates Learjet released the Learjet 35 in 1973, it was among the most expensive private jets of its era. In 1996, Gates Learjet charged $3.1 million (today worth $5.1 million) for a brand new Learjet 35 straight from the factory.
Due to the aircraft’s popularity, there was a several year long waiting list, before your aircraft would even be put on the construction line. However, the aircraft was highly rated, and people were willing to wait for it.
By the late 1970’s, several Learjets were on the secondary market, often going for incredibly high or low sums. This has continued to this day with several of the aircraft being up on the secondary market as of the time of writing.
A quick Google search yields that the aircraft is currently up for anywhere between $200,000 and $550,000 depending on age, variant and total number of hours flown among other things.
For an aircraft of its era, especially a mid-range business jet, the Learjet was remarkably fuel efficient. Today, assuming you flew 400 hours in the aircraft, it’d set you back $1,269,570 including all costs.
At the time, this made it one of the cheapest private jets to operate, making it well liked by large and small companies alike! However, it is rather fuel inefficient compared to modern models such as the Learjet 45 or 75.
Variants
The original Learjet 35 was incredibly successful. Within only a few months, they had a waiting list of several months, almost at a year. However, many people wanted an aircraft that was similar, but different.
As such, Gates Learjet designed several new variants of the aircraft to suit these roles. Naturally, some were more successful than others.
Learjet 35
The Learjet 35 is the standard variant. It was on production between 1971 and 1984, with 64 being produced.
The only real differences were that the fuselage and cabin were 13 inches (33 cm) longer than the Learjet 25. It was also powered by new, more fuel efficient engines, two Garrett TFE731-2 turbofans.
Due to this, the type was more successful, as larger companies (who had more money) often bought it, as they could fly over much of North America with the jet, in only one flight.
Learjet 35A
In the mid-1970’s, Garrett released a new variant of the TFE731, the Garrett TFE731-2B. This new engine was slightly more fuel efficient and was only mildly faster than its predecessor, as well as having an extended range.
On top of the new engines, this new variant also possessed new, larger wingtip fuel tanks. This allowed the new variant to carry more fuel, which allowed it to travel further than its predecessor.
This aircraft was later designated as the Learjet 35A. It was introduced in 1976 and became Learjet’s flagship aircraft. From the late 1970’s onwards, no new standard Learjet 35s were ordered, instead being replaced by the 35A.
Learjet 36
At the same time Learjet was having the 35 certified, they also had another variant of the aircraft certified, the Learjet 36. For the most part, the Learjet 36 was exactly the same as the 35.
However, this variant was designed to appeal to longer range, medium-haul travelers. As such, it had a much larger internal fuel tank, which gave it a longer range of roughly 500 miles (805 km; 344 nm).
In order to do this, and keep both the 35 and 36 on the same type rating, as well as making manufacturing a little easier, the fuselage remained the same. Instead, the cabin was 18 inches (46 cm) shorter than the standard 35.
Learjet 36A
At the same time as Learjet was having the 35A certified, they also had the 36A certified. The exact same modifications were made to the Learjet 36 in order to make it into the Learjet 36A, as was done to the 35 to make the 35A.
As such, the 36A was given larger wingtip tanks, which helped to increase range. On top of this, the 36A was also given the 35A’s new Garrett TFE731-2B engines, which also helped increase the range and keep costs low(er).
Due to this, the aircraft had to have a higher gross weight, which saw a few structural changes made to the aircraft. This was more for safety than it was anything else.
C-21A
In 1984, the USAF was looking for a smaller VIP transport jet to compliment its pre-existing fleet of Lockheed JetStars. JetStars could carry between eight and ten people, however, many medium-haul journeys were carried out with many seats empty.
Concerned that their resources weren’t being spent wisely, the USAF entered the market for a smaller VIP transport jet with a similar range and speed. One of the many aircraft offered was the Learjet 35.
This variant had a slightly larger cabin which allowed for eight people to be seated (including a flight attendant). The first C-21s were delivered in October 1985, with many continue in USAF service to this day.
U-36
In the early 1980’s, the Japanese Navy began looking for a combat support aircraft that could deliver litters, VIPs and other crucial military assets to and from Japanese Navy land bases all over the country.
Sadly, no Japanese-made aircraft were in production to fit this role. Only the Mitsubishi Diamond was in development which could’ve filled this position, but introduction looked unlikely in the near future.
As such, the Japanese Navy looked abroad for this, in particular to the United States. The Japanese Navy settled on the Learjet 36 for this role, taking possession of six modified Learjet 36s.
U-36A
Upon receiving the original U-36, the Japanese Navy was extremely pleased with the U-36. Several years later, the introduction of multi-engine jet aircraft required an aircraft to act as a trainer for new pilots.
Due to the Learjet 36’s easy handling, the Japanese Navy chose the U-36/Learjet 36 to serve as the Japanese Navy’s multi-engine trainer. This aircraft has been in service 1985.
The aircraft also served as a trainer to navigators, however, due to new avionics systems, this is no longer necessary. As such, the U-36 is used almost exclusively as a multi-engine trainer for pilots.
Specifications
| Specifications | Learjet 36A |
|---|---|
| Length | 48 ft 8 in (14.8 m) |
| Wingspan | 39 ft 6 in (12 m) |
| Height | 12 ft 3 in (3.7 m) |
| Crew | 2 (pilot and co-pilot) |
| Passengers | 6 |
| Cruise Speed | 418 kn (481 mph; 774 km/h) |
| Range | 2,857 nmi (3,288 mi; 5,291 km) |
| Service Ceiling | 45,000 ft (14,000 m) |
| MTOW | 18,000 lb (8,165 kg) |
| Takeoff | 4,784 ft (1,458 m) |
| Landing | 2,884 ft (879 m) |
How Safe is the Learjet 35?
When it comes to looking at the safest aircraft as well as the most dangerous aircraft, private jets are often left of this.
Many private jets that are seen as “dangerous” are really that dangerous when compared to commercial jets (as in crashes per thousand hours flown).
For the most part, this is because for the most part, there are less of them in service. These jets often fly highly irregular hours, and there aren’t as many restrictions on them as there is with commercial jets.
Nevertheless, we still need to know whether or not the Learjet 35 and 36 is a safe aircraft to fly.
Compared to most other Learjet aircraft, the Learjet 35 is pretty dangerous, having had six non-military related incidents, all of which resulted in at least some loss of life.
For the most part, at least compared with other private jets of the era, the Learjet 35/36 is quite safe. For instance, the BAe 125 has had eight non-military crashes (although the BAe 125 isn’t a dangerous aircraft by any means).
Of those crashes, the vast majority were due to accidents that no one could’ve predicted. As such, it wasn’t the aircraft itself that was the cause, but rather the events surrounding the crash.
What is it Like to Fly on The Learjet 35?
I have been fortunate enough to fly on several different Learjet 35 and 36s over the course of the past twenty years or so. This has been for several different companies, both as charters and as their corporate jet.
The first private jet I ever flew on was a Learjet 36A, which my company had chartered in 1990. Compared to flying first class, I found the experience much more relaxing, as well as being able to work and hold quasi meetings.
One of the highlights of the flight was the seating. Even compared with other private jets I have flown on since, the Learjet 36A’s were definitely among the comfiest.
Perhaps this is due to my eight, but I also found that the tables were a perfect size. We could hold meetings, and I could write down notes, with my pen and paper being completely on the table.
On top of this, I didn’t feel like the table was too close to me, nor was it too far away from me. It was the perfect distance between me and the table, which made the experience far more enjoyable.
Perhaps it was due to the pilots who flew the aircraft, but I also found the flight rather smooth, especially as a pilot myself. This made it much easier for me to concentrate and thus, do more work in total.
As such, when International Aviation HQ writer Gareth Seagull approached me about writing an article about the best private jets on the market, I made sure he included the Learjet 35!
What do you think of the Learjet 35? Tell me in the comments!
Featured image courtesy of Cory W. Watts via Flickr.