Editing Learjet 60 (section)

==Development==
[[File:VH-EXJ Bombardier Learjet 60 ExecuJet Australia (6485932063).jpg|thumb|Executive cabin]]

The Learjet 60 is an improved version of the [[Learjet 55]], with a longer [[fuselage]] and more powerful [[turbofan]] engines. It first flew on 10 October 1990 and received [[Federal Aviation Administration|FAA]] [[Type certificate|certification]] in January 1993.<ref>[http://www.airliners.net/info/stats.main?id=128 Airliners.net profile]</ref>

The modifications that converted the Learjet Model 55 into a Model 60 resulted from an aerodynamics improvement program and a need to increase the capacity of the Learjet product line. Several of these modifications were a first for Learjet, including an all-new inboard wing cuff added to the inboard sections of the “Longhorn” wing and an all-new wing-to-body [[Aircraft fairing|fairing]]. By increasing the wing chord and the leading edge droop, the wing cuff improved handling during approach and landing, while the wing-to-body fairing reduced the interference drag between the wing and the [[fuselage]]. Since the engines were new for this aircraft, a new engine [[Aircraft pylon|pylon]] had to be designed.

The lines of the cockpit have not changed but the fuselage was lengthened. In addition, the blend between the fuselage and the [[empennage]] was all new. While it appears as if area ruling was the intention of the blending, the blend design was really driven by attaching the original Learjet Model 35 empennage onto the larger Learjet Model 60 fuselage.

The final aerodynamic improvements to the Model 60 included the creation of the distinctive "[[ogive]]" winglet trailing edge. This lengthening of the chord near the interface of the winglet and the wing improved the interaction of the wing's pressure spike with the winglet's pressure spike. The result was a significant lowering of the drag in this area and a significant improvement of the wing's efficiency. On the prior “Longhorn” wing the interference between the winglet and the wing nearly canceled the effects of the winglet. The single ventral fin was also replaced with two ventral fins that Learjet called "Delta Fins" to improve stall characteristics and promote aerodynamic stability.

The Learjet 60 is notable for its time-to-climb performance, climbing to {{convert|41000|ft}} in 18.5 minutes at maximum weight. It also distinguished as the last legacy Learjet, using a variation of the wing that designer [[Bill Lear]] adapted from the Swiss military aircraft, the [[FFA P-16]].{{citation needed|date=October 2014}} The next-generation Learjet was to be the [[Learjet 85]] and was an all-new design by [[Bombardier Aerospace]] slated for delivery in 2013.<ref>R. Randall Padfield, [http://www.ainonline.com/news/single-news-page/article/learjet-85-program-still-on-track-for-2013-entry-into-service-20837/ Bombardier cancelled the project after spending over $1 Billion on it.] {{webarchive|url=https://web.archive.org/web/20110616210630/http://www.ainonline.com/news/single-news-page/article/learjet-85-program-still-on-track-for-2013-entry-into-service-20837/ |date=2011-06-16 }}</ref>

The Learjet 60, while a tremendous performer, also maintains the highest incident/accident rate in its class with most accidents occurring during landing.  The use of the original Lear 23 gear and wheels (albeit it with an added brake rotor, bringing the total to 3 per wheel assembly) left the 60 (and the 55 before it) notably under-geared and under-braked.  According to the NTSB most of these failures are caused by pilot-error as the aircraft can be unforgiving.<ref>M. Huber, [http://www.bjtonline.com/business-jet-news/learjet-60 Lear Jet 60]</ref>

Production of the Learjet 60 ended in 2007 after 318 aircraft had been built. The Learjet 60XR was a variation with upgraded Proline 21 avionics and slight improvements to the cabin, with production beginning at serial number 319.

By 2018, a Learjet 60 could be purchased for $1 million or less.<ref name=AINdec2018>{{cite magazine |url= https://www.ainonline.com/sites/default/files/full-issues/ain_1218.pdf |title= For many models, market hitting the apex |magazine= Aviation International News |author= Mark Huber |date= December 2018 |pages= 20–21, 24 |access-date= 2018-12-27 |archive-date= 2018-12-27 |archive-url= https://web.archive.org/web/20181227181555/https://www.ainonline.com/sites/default/files/full-issues/ain_1218.pdf |url-status= dead }}</ref>

===Learjet 60XR===
[[File:Bombardier Learjet 60XR, Global Flight JP7323746.jpg|thumb|Learjet 60XR cockpit]]

Bombardier launched a new variant in 2005 designated the '''Learjet 60XR''' and following certification deliveries started in 2007.

Grandfathered on the 1966 [[Learjet 24]] type certificate,<ref name=TCDS>{{cite web |url= http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/396c71dfcebb3fb186257df2004e83ee/$FILE/A10CE_Rev_67.pdf |title=  Type Certificate Data Sheet No. A10CE |date= February 19, 2015 |publisher= FAA}}</ref>
it was built until 2013.<!--<ref name=BCA2oct2018>-->
It features three-rotor disc brakes, good for 450–600 landings, [[Rockwell Collins]] Pro Line 21 avionics, upgraded [[Attitude and heading reference system|AHRS]] and [[Flight management system|FMS]], electronic charts, enhanced [[Multi-function display|MFD]] and optional [[XM radio]] weather.<!--<ref name=BCA2oct2018>-->
Cabin space is better utilized with five [[floor plan]]s, LED lighting, better insulation and improved cabin management system.<!--<ref name=BCA2oct2018>-->
The 60XR has the largest Learjet cabin, its cross-section is competitive but its length is {{cvt|2|to|5|ft|cm|-1}} shorter than other mid-size jets like the [[Hawker 800XP]].<!--<ref name=BCA2oct2018>-->
The small {{cvt|265|sqft}} wing evolved from the [[Learjet 23]], with the tip tanks replaced by winglets, and runway requirements are long for the {{cvt|23,500|lb}} aircraft.<ref name=BCA2oct2018/>

<!--performance-->
A typically equipped 60XR weighs {{cvt|940|lb}} more than the original Model 60, tanks-full payload is {{cvt|600|lb}} and four-passenger [[range (aeronautics)|range]] is {{cvt|2,240|nmi|km}}.<!--<ref name=BCA2oct2018>-->
It climbs to FL 410 in 18 min and cruise at {{cvt|440|kn|km/h}} [[true Airspeed|TAS]] with an average fuel burn of {{cvt|1,300|lb}}/h.<!--<ref name=BCA2oct2018>-->
Long-range cruise varies from {{cvt|387|to|420|kn|km/h}} TAS at FL 350–430 and ISA conditions, while normal cruise speed is Mach 0.76 or {{cvt|436|kn|km/h}} TAS.<!--<ref name=BCA2oct2018>-->
<!--maintenance-->
The FADEC-controlled {{cvt|4,600|lbf|kN}} [[Pratt & Whitney Canada PW300|PW305]]A turbofans have a 6,000 h [[Time between overhaul|TBO]] and reserves amount to $360 per hour per engine.<!--<ref name=BCA2oct2018>-->
<!--op history-->
In September 2018, there were 112 Model 60XRs in service, priced between $2.5 million for a 2007 model to $4.0 million for a 2013 one.<ref name=BCA2oct2018>{{cite news |url= http://aviationweek.com/nbaa-2018/learjet-60xr-solid-reliability-strong-performance-short-cabin |title= Learjet 60XR: Solid Reliability, Strong Performance, Short Cabin |date= Oct 2, 2018 |author= Fred George |work= Business & Commercial Aviation}}</ref>