The LEARJET 85 PRIVATE JET, Charter. THIS JET IS CURRENTLY ON HOLD AND NOT IN DEVELOPMENT!
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"The LEARJET 85" is an aircraft which has a cabin that is an environmentally innovative as it is inspiring. This is the largest "Learjet business jet" interior ever designed. Spacious and sophisticated, the "Learjet 85 business aircraft" provides a larger, more comfortable cabin than current jets in the midsize category.
The "LEARJET 85 Private Jet" is a revolutionary achievement, the Bombardier "Learjet 85" sheet design redefines the segment as the largest, fastest and most capable "Learjet" ever. It is one of the newest models made by "Learjet." Some consider this jet a "Super Midsize Jet."
"The LEARJET 85" blends the beauty of its lineage with performance, technology, and comfort designed for a superior flight experience. With an advanced composite structure, next-generation performance, outstanding comfort and innovative technologies, it is the new "out-performer" in the midsize class.
"The LEARJET 85" is true to its "Learjet aircraft" heritage, it delivers the exceptional performance expected from this legendary family of Aircraft. CENTRAL JET CHARTER Inc. "Learjet 85."
"The LEARJET 85" has an efficient layout of the main cabin to its true double-club arrangement with fully-reclining seats, every feature of the "Learjet 85 Private Aircraft's" sophisticated interior is designed to optimize productivity and comfort.
"The LEARJET 85" which has the largest "Learjet business jet" interior ever designed. Spacious and sophisticated, the "Learjet 85 business aircraft" provides a larger, more comfortable cabin than current "Private jets" in the midsize category.
"The LEARJET 85" has an efficient layout. The main cabin to its true double-club arrangement with fully-reclining seats, every feature of its forward-looking interior is designed to optimize productivity and comfort.
"The LEARJET 85" is designed to expand your reach and broaden your possibilities, the "Learjet 85 Private Aircraft" features speed and distance that will exceed your expectations. At centraljetcharter.com/learjet-85.html can be chartered for $4400 an hour and up.
"The LEARJET 85" business jet is at its best, with the superior comfort of the largest "Learjet aircraft" cabin ever designed. You’ll traverse long distances effortlessly and connect city pairs with exceptional efficiency.
In mid-January, Bombardier announced a “pause” for an “indeterminate period” in the Learjet 85 program, interpreted by some market analysts as permanently shelving the project.
“Given the weakness of the market, we made the difficult decision to pause the Learjet 85 program at this time. We will focus our resources on our two other clean-sheet aircraft programs under development, CSeries and Global 7000/8000,”, explained company President and CEO Pierre Beaudoin.
The largest, roomiest and most-capable Learjet yet announced, also has been, arguably, Bombardier’s riskiest business aircraft development program.
Introduced as the Learjet NXT at the 2007 NBAA Convention, Bombardier predicted the breakthrough, all-composite aircraft would be certified and enter service in 2013.
As with many other programs announced by other manufacturers, those milestones never were reached.
And now two years past that promised deadline, the Montreal firm has realigned its aircraft development priorities amid a cash flow crunch.
"The LEARJET 85" next generation in Learjet 85 business jet excellence, the Learjet 85 aircraft is an all-new platform that embodies dramatic advances in aerodynamics, structures, efficiency, and comfort.
True to its Learjet aircraft heritage, it delivers the exceptional performance "Learjet business jet" owners expect from this legendary family of "Jet Aircraft."
"LEARJET 85 BUSINESS JET" boasts a larger, more comfortable cabin than current "midsize jets," with true double-club seating, advanced technologies, and connectivity capabilities combining comfort and convenience to make every trip more productive.
Bombardier had a healthy head start on the challenge as its Short Brothers plc subsidiary in Belfast, Northern Ireland, had developed expertise in composite construction using high-temperature, high-pressure autoclaves, among other techniques.
However, rather than capitalize on Shorts know-how in building the entire structure, Bombardier elected to develop a new set of hand layup processes at its facility in Queretaro in north-central Mexico.
Workers had been assembling wiring harnesses and building aluminum structures for other Bombardier models.
And instead of investing in a high-temperature, high-pressure autoclave and resin transfer infusion system at Queretaro, Bombardier elected to use an out-of-autoclave (OOA) construction system that relied on vacuum bagging and low temperature curing of sandwich composite structures.
Eventually, achieving consistent, high-integrity bonding between the sandwich layers would prove problematic. So, Bombardier switched to more monolithic carbon construction for most of the fuselage but retained the hand layup processes.
In contrast, computer-controlled composite layup systems, such as the Fibex filament winding system developed by Rocky Mountain Composites, create tightly wound structures with virtually no air pockets or voids that readily can be cured by using OOA vacuum bagging.
Appearing to be a spider spinning a web, the fully automated Fibex machine’s tool head precisely applies a small quantity of resin and catalyst with the carbon filament and then winds it into a structure. The process creates no lapses, voids or air pockets.
And the Learjet 85 development budget didn’t justify the investment, according to program insiders.
The Learjet 85 was a Learjet development program by aircraft manufacturer Bombardier Aerospace.
The program was launched on October 30, 2007 and a mock up of the aircraft was unveiled in October 2008 at the NBAA show in Orlando.
The Learjet 85 was to fit between the midsize and the super midsize segments of the market. Designed for type certification under FAR-25, it was the first Bombardier Aerospace business jet to feature a composite structure.
The plane was intended to have a high-speed cruise of Mach 0.82 and a transcontinental range of up to 3,000 nautical miles (5,600 km).
To save $1.3 million per aircraft in manufacturing costs, the firm decided to use composites rather than aluminum alloys for most of the primary air frame.
It believed composite construction would slash parts count and, therefore, labor hours in final assembly.
The material choice also offered easy forming for complex aero contours, no susceptibility to corrosion and long service life, but not necessarily weight savings compared to using aluminum for the air frame.
The Learjet 85 not only would be the first virtually all-composite business jet, but it also would be the first all-composite FAR Part 25 transport category aircraft built by either Bombardier or Grob.
To save tooling costs, Bombardier decided to build the airframe mostly by using hand layup of carbon cloth pre-impregnated with resin, sandwiched around a honeycomb core.
Rather than investing in computer-controlled fiber placement or filament winding machines to automate the process. However, using hand layup, sandwich construction would prove very difficult to implement with consistent results.
“Sandwich composite construction is so seductive because it appears to be very easy. Only when you get into the details do the difficulties become apparent,” says one veteran aircraft executive with composite manufacturing experience.
“Lapses, voids, hollows and moisture intrusion are constant challenges with hand layup. Those are not problems with which you want to be confronted if you’re flying to high altitude.
That’s why the industry is moving toward monolithic carbon fiber structures made by automated fiber placement and filament winding processes, along with high-pressure, high-temperature resin transfer molding.”
The CRJ series regional aircraft, based upon the Challenger 601, had well served the company until it was trumped by the larger, roomier E-Jets that offered greater passenger comfort and acceptance.
Meanwhile, the Global 7000 and 8000, both launched in response to Gulfstream’s G650 flagship, respectively are scheduled to enter service in 2016 and 2017.
For the programs to meet those deadlines, the Global 7000 will have to start flying this year and the Global 8000 will have to begin flight tests in 2016.
However, Bombardier has yet to announce a rollout for either model. Meanwhile, development of the models’ all-new General Electric Passport turbofan engine is well underway.
Bombardier, though, did move wing construction to Shorts, which developed a new high-pressure resin transfer infusion process for building both Bombardier’s CSeries regional jets and Learjet 85 composite wings.
For the Learjet program, Belfast fabricated the upper and lower wing panels with integral stringers, along with both wing spars, mainly from dry carbon-fiber non-crimp fabric sheets that are precision cut by automated mills.
In light of Montreal’s taking a pre-tax special $1.4 billion write down that represents nearly 90 percent of development costs, as well as announcing a cut of 1,000 jobs at company facilities in Wichita, Kan.
It appears the most ambitious Lear model ever is lapsing into a deep coma.
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