By E.A. Chevrette, Jr.
I felt a certain amount of sadness when I learned that this great airplane that has been an enormous part our aviation history will no longer be manufactured. Bombardier has decided to pull the plug on the Learjet.
As a former Learjet pilot, I feel a certain amount of pride knowing I am, in a way, part of that history.
Taking myself back in time from the late 1970s to mid-1980s, I flew a Learjet model 24F. I was originally based out of the Columbia County Airport near Castleton, New York, then later out of the Albany International Airport in Albany, New York.
The one thing that really stands out in my mind is the great altitude capability of this airplane. Most transport category airplanes of the day cruised at 35,000 feet, while the Lear is very comfortable at 41,000 feet, and sometimes, depending on the weather and traffic, we would request 43,000 feet or flight level 430. At this altitude you can actually begin to see the curvature of the earth, which is an awesome sight.
I embrace one particular flight at this altitude as I recall my very first flying lesson in a J-3 Cub.
The Cub is powered by a 65-hp four-cylinder engine. It cruises at 75 mph at 3,000 feet. The total weight of the Cub with twelve gallons of gas and two people is 1,200 pounds.
On this particular flight in the Learjet, I was 40,000 feet higher than my first lesson. Each jet engine on the Lear is rated at 2,950 pounds of thrust. Airspeed is a steady Mach .77. We are burning exactly 1,200 pounds of fuel per hour, which equates to the exact weight of the Cub.
One item that is without comparison is the outside air temperature, which is 60° below zero on the Celsius Scale.
I remember another flight: A clear July night over New York City at 41,000 feet. To the west, a line of thunderstorms is putting on an awesome display of pyrotechnics. As if it were a large X-ray photo, each storm’s inner-working is exposed to the night sky as it marks its territory. In an awesome display of beauty and might, the entire length of the cold front is illuminated by a barrage of lightning. Our airborne radar will only pick up storms within 400 miles of our airplane. After a conversation with Air Traffic Control, we are advised that this cold front is over 400 miles away and some 700 miles long.
Winter brings with it high winds, heavy snow storms and, of course, icing conditions. During another flight, a nor’easter is plaguing New Jersey, New York City, and Albany. Departing Albany, we have requested that Air Traffic Control clear us to the highest altitudes as fast as possible to minimize our flight time inside the storm. The inertia belts and harnesses hold us in our seats as we encounter the turbulence. A quick visual check of the wings confirms the anti-icing on the airplane is working as the ice melts off the leading edge of the wing and departs as water over the top.
The clouds are so thick they hide the wing tip tanks from view. There’s an overwhelming darkness that requires the instrument lights to be set on high in order to see the instrument panel. The clouds and turbulence end abruptly as we pass through the top of the storm at 37,500 feet.
Not all flights were plagued with poor weather. Northbound at night on the east coast the visibility is so great we can see the lights of cities several hundred miles away.
The Learjet is small compared to other transport category aircraft and requires a certain degree of diligence flying one. It is based on a fighter type aircraft that Lear converted to a civilian transport. The training is intensive and must be adhered to in order to obtain your Learjet rating.
When a Lear pilot has completed their training and earned their type rating, they are presented with a small lapel pin in the shape of a Learjet. This pin cannot be purchased and is only supplied by Lear. I wear this pin with great pride.
Even after retirement, a pilot will reflect on past airplanes flown and the passion he has for them. For me, the Learjet is one of them.
E.A. Chevrette, Jr. is the author of the book, “Wings of Fortune: Personal tales from the Golden Age of General Aviation.”
I the mid 70’s I parked my Swift on the far side of the Vidalia Ga. airport where there was a shed for no cost. Had to drive on the taxiways to get over there. One day met a Lear (25 or 35?). I waited for him since I wanted to see the TO. Think there were a couple of “suits” in the back. He lifted off, sucked up the gear ,,, and … did a ROLL!! Never forgot that!
I used to work the flight line at TRI. In the dead of winter one year we had an early Lear with the CJ610 engines ask for about 100 gallons of avgas. I was willing to do it as long as the pilot stood with me when I had the avgas truck in front of his airplane. He explained that there wasn’t a start cart where he was going and that the avgas would light off easier. Pretty sure he told me that the flight manual specifically allowed it for winter ops. What I leaned many years later was that he was basically making JP-4/JetB in his airplane. Given that the CJ610 engine is a civilian J85, it all makes sense.
I wear that title gold pin myself. Didn’t get the 510 pin. I had the pleasure to fly every model of the Lears except the 23 and 40 series. I taught and examined in the 24, 31A, 35, 55 and 60 models at SimuFlite and Bombardier at DFW for 15 years. I miss my jets.
What years were you at FS ICT? I was there way back; 79 to mid 80’s with a little bit at Simuflite. As I recall, the 35 sim (in the front window?) was the first one they had.
I was never at ICT. DFW from’97 until ‘12 when I retired for good. The 35 was the very first level C full motion bizjet sim ever made. Sadly it was decommissioned last week. I had probably 5000 hours in it.
Growing up in an aviation family I knew that some form of flying was in my future. After starting flying lessons most people that I would go to work for an airline. But after seeing and getting to sit in a Lear at an air show they was a big change of plans I wanted to fly Lear Jets.Unfortunatly due to my eyesight it wasn’t meant to be. All was not lost though-a few years later I went to work as a Flight EMT. I was assigned to a Beech Queen Air. The company also had A Lear in their fleet. One day due to scheduling problem I was asked if I could ride along in the Lear and catch up with a returning flight as the Lear headed out for another patient, Since there was no patient on board I sat in the right seat and got some real hands on Lear time. Capt’ even made a notation in my log bookI I finally made it,
Having owned a Lear 23 many many years ago, it was like flying a military jet fighter. Lear built a special airplane that had a look and feel of speed while still parked on the ramp. It will be a name remembered long after the fleet is gone.
Keep in mind that the Lear airframes have no life limit. They will be around long after we are gone! Engines will be the killer I think.
I too am a long time Lear driver; the 35A, 55, 60, and a little time in a friend’s 23 (s/n 13!) What great airplanes, especially the 35. At the time in the 70’s and 80’s, nothing used less fuel per mile than a 35, until Lear beat it with the 31. We could fill it full of fuel, 8 people and bags, and still fly 2000nm. It would go and go, often no squawks until the next inspection.
I lost my original factory type pin a few years ago while on the road….anybody know where I an get another one before it is too late?
I too had the opportunity to fly a Lear 25. The company I flew for had a straight model 25 and then bought a new 25D model in 1977. First corporate jet certified to operate up to 51,000 feet. On a trip from Charleston WV to Rockingham NC, with no passengers, we flew the airplane to fl 510, the last 1,000’ took forever. Shortly thereafter I received a tie tac from one of the Lear productions test pilots, it was a “510” pin for those that had actually flown to that altitude.