The Learjet 45: The Last Great Learjet

How Bombardier Rebuilt Learjet from the Ground Up

Bombardier acquired Learjet in 1990 and spent eight years engineering the Learjet 45 from a blank sheet. It was not a stretched Learjet 35 or a modified Learjet 31. The 45 was an entirely new airframe: wider fuselage, stand-up cabin, new wing, FADEC-equipped engines, and a glass cockpit. First flight occurred on October 7, 1995. FAA certification came in September 1997. Deliveries began in 1998. By the time production ended in 2012, Bombardier had delivered 489 Learjet 45 and 45XR airframes to operators across 30 countries.

The 45 was Bombardier's answer to the Cessna Citation V/Ultra and the Hawker 400XP. It needed to fly faster, carry more, and feel larger inside. It succeeded on all three counts. But the Learjet 45's real significance is historical: it was the last clean-sheet Learjet. The Learjet 70 and 75 that followed were airframe refreshes, not new designs. And when Bombardier shuttered the Learjet line entirely in 2021, the 45 became the final chapter of a brand that defined light-jet aviation for half a century.

Performance: Faster Than Everything in Its Class

The Learjet 45 is powered by two Honeywell TFE731-20BR engines producing 3,500 pounds of thrust each. Maximum operating speed is Mach 0.81, or 534 knots true airspeed. Long-range cruise is Mach 0.73 (465 ktas). The 45XR variant, introduced in 2004, added TFE731-20BR-1B engines with the same thrust rating but improved hot-and-high performance and extended range to 2,120 NM from the base 45's 1,966 NM.

That speed matters. In the light jet category, only the Citation X approached the Learjet 45's cruise velocity, and the Citation X cost significantly more to operate. A Phenom 300 at 453 knots and a CJ4 at 451 knots are both 80+ knots slower at max speed. On a Teterboro-to-Miami routing, the Learjet 45 arrives 15-20 minutes earlier than a Phenom 300. Over a year of frequent flying, those minutes compound into meaningful time savings.

• Engines: 2x Honeywell TFE731-20BR (3,500 lbs thrust each)
• Max operating speed: Mach 0.81 / 534 ktas
• Long-range cruise: Mach 0.73 / 465 ktas
• Range (45XR): 2,120 NM (NBAA IFR, 4 pax)
• Service ceiling: 51,000 ft
• Takeoff distance: 4,350 ft (SL, ISA, MTOW)
• Fuel burn: ~170 GPH at cruise
• Avionics: Honeywell Primus 1000 (original) / Primus Elite (later production)

The Cabin: Where Learjet Finally Got Serious

The Learjet 35 and 31 were fast but cramped. Their cabins measured 4.3 feet wide and 4.4 feet tall. Passengers crouched, contorted, and complained. The Learjet 45 solved this. The cabin measures 19.8 feet long, 5.1 feet wide, and 4.9 feet tall. Not spacious by midsize standards, but a generational improvement over the older Learjets and competitive with the Citation V Ultra (5.5 ft wide) and Hawker 400XP (4.8 ft wide).

Most charter configurations seat 8 passengers in a double-club arrangement with a side-facing seat or divan. The aft lavatory is fully enclosed. Baggage capacity is 65 cubic feet in a pressurized compartment accessible during flight on some configurations. The cabin's flat floor was a first for Learjet. Previous models had a stepped floor that complicated movement.

The Learjet 45's cabin width of 5.1 feet is narrower than the Phenom 300 (5.1 ft) and the CJ4 (4.8 ft). But width alone does not define comfort. The 45's seat track spacing, flat floor, and 4.9-foot height create a usable volume that photographs poorly but works well for groups of 4-6 on flights under three hours.

Fleet Status and Availability in 2026

Of the 489 Learjet 45/45XR airframes delivered, approximately 380 remain active on global registries. The U.S. fleet numbers roughly 240 aircraft, split between Part 135 charter operators (approximately 100 airframes), Part 91 corporate flight departments (approximately 80), and Part 135 air ambulance operators (approximately 40). The remaining 20-25 are in maintenance, storage, or transitioning between owners.

Bombardier's decision to end Learjet production in 2021 initially caused uncertainty about parts support and residual values. Three years later, the reality is more stable. Honeywell continues to support the TFE731 engine line. Bombardier's aftermarket division maintains parts inventory and technical publications. Third-party MRO shops like West Star Aviation, Hawker Pacific, and Stevens Aerospace have deep Learjet 45 expertise.

Charter Market Positioning in 2026

The Learjet 45 charters at $3,200 to $4,500 per flight hour, positioning it between the lighter CJ3 ($2,800-$3,800) and the heavier Challenger 300 ($4,000-$5,500). Its speed advantage justifies the premium over the CJ3 on trips exceeding 600 NM. For shorter legs, the CJ3's lower hourly rate and comparable cabin make it the better value.

The 45 vs the 45XR: What Changed

Bombardier introduced the 45XR in 2004 as a performance upgrade, not a new type certificate. The XR designation stands for Extended Range. Key changes: optimized engine software that improved hot-and-high takeoff performance by approximately 300 feet, increased maximum takeoff weight by 200 pounds, and extended range from 1,966 NM to 2,120 NM. The cabin, avionics, and exterior dimensions are identical.

On the charter market, 45XR airframes command a $200-$400 per hour premium over base 45s. The premium is justified by the range extension: 2,120 NM covers Teterboro to Cancun (1,680 NM) nonstop, while the base 45 can make it only with restricted payload. For charter passengers, the practical difference shows up on routes between 1,700 and 2,100 NM where the base 45 needs a fuel stop and the 45XR does not.

Maintenance Realities and Cost Pressures

The TFE731-20BR engine has a TBO of 5,200 hours. Overhaul costs run $350,000 to $420,000 per engine at authorized centers like Dallas Airmotive and Honeywell's own service facilities. Hot section inspections at 2,600 hours cost $120,000 to $150,000 per engine. These intervals are well-established and predictable, which is important for charter operators budgeting reserves.

Airframe maintenance follows Bombardier's MSG-3 maintenance program with 'A' checks at 300 hours and 'C' checks at 6,000 hours or 72 months. A C-check on a Learjet 45 costs $250,000 to $400,000 depending on findings. As the fleet ages, structural inspections become more intensive. Corrosion on wing spar caps, landing gear attach fittings, and tail cone drains are the most common squawks on high-time airframes.

Parts availability has not deteriorated as many predicted after Bombardier's 2021 exit. The TFE731 engine family powers thousands of aircraft across multiple types, ensuring Honeywell maintains inventory. Airframe-specific parts occasionally require longer lead times for items like windshield panels and landing gear actuators, but the supply chain has not collapsed.

The Learjet Legacy: Why It Still Matters

Bill Lear founded Lear Jet Industries in 1962. The Learjet 23, delivered in 1964, was not the first business jet, but it was the first one that worked commercially. It was fast, affordable relative to alternatives, and it carried the Learjet name, which became synonymous with private aviation for decades. The brand passed through Gates Rubber Company, Bombardier, and finally retirement. Each generation of Learjet, from the 23 through the 75, maintained the core identity: speed, performance, and an airframe that prioritized getting there first.

The Learjet 45 was the last expression of that philosophy built on a clean sheet. It is faster than every new light jet in production in 2026. Its 51,000-foot ceiling exceeds the Phenom 300 by 6,000 feet. It climbs directly to FL510, above most weather and virtually all airline traffic. These are not sentimental qualities. They are operational advantages that still matter to pilots and passengers who value time.