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Aviation History
2004
2004-09 - 0721.PDF
Cover story II IG THE GAP Bombardier Aerospace has strengthened its light-jet challenge with the Learjet 40. But can it better its Cessna and Raytheon rivals? MICHAEL GERZANICS / WICHITA, KANSAS ombardier is unique in offering B products covering the business- jet spectrum from light to ultra- long-range. But when the com pany stopped producing the Learjet 31A in 2003, it left a gap at the light-jet end of its product line - a crowded market segment with several strong com petitors already in place, particularly the Cessna Citation Encore and Raytheon Beechjet 400A (now the Hawker 400XP). Market research showed that any replace ment for the Learjet 31A would need to offer a more-spacious cabin and modern avionics while providing lower direct oper ating costs. To meet this need, Bombardier decided to capitalise on its substantial level of investment in the development of the all-new, super-light Learjet 45, certificated in 1997 by both European and US authorities. The decision to base the new Learjet 40 light jet on an existing aircraft was aided by several factors: the Learjet 45's speed and comfort; its modern systems, reducing pilot and maintenance workload; and its wide market acceptance - 204 were in ser vice by the time of the Learjet 40's launch and a mature support network was already in place. Pound for pound The Learjet 40 is a straightforward shrink of the 45. To pare the super-light design down to fit the light-jet niche, 620mm (24.5in) of fuselage was removed forward of the wing, along with three of the origi nal 16 cabin windows. The shortened fuse lage seats up to seven passengers, two fewer than in Learjet 45. Fuselage fuel capacity is reduced by 285kg (6301b) for a total of 2,440kg. With its reduced fuel load, six passengers and two pilots, the Learjet 40 offers a range of 3,300km (l,780nm), 470km less than its larger stablemate. Maximum take-off weight is 9,230kg, only 520kg lighter than the Learjet 45XR. Perhaps the most remarkable difference between these two aircraft is their price. At $7.8 million, the Learjet 40 is nearly $3 million cheaper than the 45XR. If aircraft are, indeed, sold by their weight then the Learjet 40 is a bargain at $844/kg ($383/lb). The Citation Encore, perhaps its closest rival, is a touch more expensive at $l,045/kg. While the Encore and Learjet 40 offer comparable published levels of performance and direct operating costs, the heavier Learjet is faster and features more advanced and robust systems. Robust light jet Like that of the Learjet 45, the Learjet 40's wing has three main spars covered by machined skins, while the fuselage carry- through structure is bowed so that it does not impinge on the cabin floor. The 28.95m2 supercritical-section wing is swept 13.42 at the leading edge, with a straight trailing edge. The fixed leading edge has three segments with slightly varying degrees of droop, designed to improve slow-speed handling qualities. Supercritical 1.17m-high winglets reduce drag by around 20% at altitude and increase the range by 3%. Conventional ailerons and hydraulically actuated Fowler flaps make up the wing's trailing edge. Two sizable ventral fins are located beneath the tail; these enhance lateral- directional stability, allowing the Learjet 40 to be dispatched with its yaw damper inoperative, with no restrictions on alter nates. Additionally, they provide a nose- down pitching moment at high angles of attack (AoA). The ventral fins are not part of the aircraft's primary structure, and At $7.8 million, the Learjet 40 is nearly $3 million cheaperthan its larger cousin, the Learjet 45XR 54 18-24 MAY 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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