http://www.centraljetcharter.com/learjet-85.html
The Learjet 85 is no longer under development and has been suspended. It is considered a cross between a midsize jet and Super midsize jet with a range of 3k miles.
"LEARJET 85, Air Charter Service!"
nbaa, learjet 85 cabin
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.
"Cabin Learjet 85"
learjet 85 cabin
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.
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.
"LEARJET 85, Air Charter Service!"
nbaa, learjet 85 cabin
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.
"Cabin Learjet 85"
learjet 85 cabin
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.
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.
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