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Learjet 31
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The Learjet 31 is an American built twin-engined, high speed business jet. Manufactured by Learjet, a subsidiary of Bombardier Aerospace, as the successor to the Learjet 29, it has a capacity of eight passengers and two crew.
Key Information
Design and development
[edit]The first flight of the LJ31 took place on 11 May 1987. The Learjet 31A variant was introduced in October 1990. This version featured increased cruising speed, a digital avionics system with EFIS supplied by AlliedSignal (today Honeywell) and an instrument panel layout change. The nose gear wheel is steered by a Steer by Wire system. The windshield could be heated electrically.
The Learjet 31ER with increased range was produced.
The first 31A serial number 31A-035 entered service 15 August 1991. The 200th 31A was delivered in October 2000.[1] The last 31A delivered, serial number 31A-242 was delivered on 1 October 2003.
By 2018, late 1990s to early 2000s Learjet 31As begin at $600,000.[2]
Variants
[edit]Learjet 31
[edit]The Learjet Model 31 is, arguably, the ultimate realization of the original Learjet series dating back to the Model 23 of 1963. Essentially combining the fuselage and engines of the model 35/36 with the “Longhorn” wing of the 28, 29 and 55 models, results in performance which is equaled by few aircraft. Normal cruise altitudes range from 41,000 to 47,000 feet (12,500-14,900 m) and the aircraft's maximum cruise altitude of 51,000 feet (15,500 m) is a distinction shared by only a handful of civil aircraft. Improvements over earlier models, such as “Delta-Fins” and a “Ski-Locker” increased the utility and improved the performance of the model 31. The addition of Delta-Fins at the bottom of the empennage simplified the certification process of the aircraft by eliminating the need for a “stick pusher” stall avoidance device. Increased directional stability, as a result of the Delta-Fins, was also a welcome benefit. However, a small cabin with little baggage space and no galley, and relatively short range because the Learjet 35/36's tip tanks were eliminated in favor of the winglet-equipped Longhorn airfoil, led to only 38 Learjet 31s being built.[3]
Learjet 31A
[edit]
The Learjet 31A was announced in 1990 as a replacement. The model 31A boasted numerous modifications, however the most notable changes were on the flight deck. Key modifications and updates to the model 31A cockpit and avionics include a Bendix King (now Honeywell after the merger with Allied Signal) Electronic Flight Information System 50, with Universal 1M, 1B and 1C flight management system; a dual KFC 3100 two-axis autopilot and flight director with yaw damper; and dual Bendix King (Radios sold to Chelton Avionics when Allied Signal combined with Honeywell) VCS-40A com units, VN-411B Series III navigation receivers.
In the year 2000 the Learjet 31A was again revised. Takeoff and landing weights were increased.[4] The original design N2 digital electronic engine control (DEEC) was replaced with an N1 DEEC,[4][5] and the thrust reversers became standard equipment. Another notable improvement is Honeywell's TFE731-2 to -2C engine upgrade.[3] The original R12 freon air conditioning system was replaced with an R134A system divided into two zones - cockpit and cabin.[5]
Learjet 31A/ER
[edit]The extended range version of the Learjet 31A, has a range of 1911 nm (2199 miles or 3539 km). Overall the numerous enhancements have led to more than 200 Learjet 31s in service with private operators and governments worldwide.[3]
Operators
[edit]
Specifications (Learjet 31)
[edit]
Data from Jane's All The World's Aircraft 1988–89[7]
General characteristics
- Crew: 2
- Capacity: 8 passengers
- Length: 48 ft 8 in (14.83 m)
- Wingspan: 43 ft 10 in (13.36 m)
- Height: 12 ft 3 in (3.73 m)
- Wing area: 264.5 sq ft (24.57 m2)
- Empty weight: 9,857 lb (4,471 kg)
- Gross weight: 15,500 lb (7,031 kg)
- Powerplant: 2 × Garrett TFE731-2 turbofan, 3,500 lbf (15.6 kN) thrust each
Performance
- Maximum speed: Mach 0.81
- Cruise speed: 515 mph (829 km/h, 448 kn)
- Stall speed: 97 mph (156 km/h, 84 kn)
- Range: 1,877 mi (3,021 km, 1,631 nmi) (Standard fuel, four passengers,)
- Service ceiling: 51,000 ft (16,000 m)
- Rate of climb: 5,480 ft/min (27.8 m/s)
References
[edit]
Wikimedia Commons has media related to Learjet 31.
- Notes
- ^ a b "Airliners.net". Airliners.net. Retrieved 23 June 2019.
- ^ Mark Huber (December 2018). "For many models, market hitting the apex" (PDF). Aviation International News. pp. 20–21, 24. Archived from the original (PDF) on 2018-12-27. Retrieved 2018-12-27.
- ^ a b c "Quick Look: Learjet 31/31A". www.aopa.org. 7 May 2014. Retrieved 23 June 2019.
- ^ a b Learjet 31A Type Certificate Data Sheet
- ^ a b Learjet 31A Pilot's Manual
- ^ "Armada | Balai Kalibrasi Fasilitas Penerbangan". Archived from the original on 2016-03-04. Retrieved 2014-12-30.
- ^ Taylor 1988, pp. 407–409.
- Bibliography
- Taylor, John W. R. Jane's All The World's Aircraft 1988–89. Coulsdon, UK:Jane's Defence Data, 1988. ISBN 0-7106-0867-5.
Learjet 31
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Development
Origins and design goals
The Learjet 31 emerged as an evolution of earlier Learjet models, specifically drawing from the fuselage and powerplant of the Learjet 35/36 series while incorporating the advanced "Longhorn" wing design originally developed for the Learjet 28, 29, and 55. This hybrid approach aimed to retain the proven structural elements of the midsize 35/36 while enhancing aerodynamic efficiency, allowing the aircraft to operate without the external wingtip fuel tanks that had been a hallmark of prior models, thereby improving aesthetics and reducing maintenance complexity.[6][7] Initiated in the mid-1980s by Gates Learjet Corporation, the Learjet 31's development responded to growing market demand in the light business jet segment for a versatile aircraft that balanced high performance with operational practicality. At the time, corporate aviation was expanding rapidly, with operators seeking lighter jets capable of faster transcontinental flights, better short-field performance, and lower operating costs compared to larger competitors. The project sought to position the Learjet 31 as a direct rival to established players like the Cessna Citation series and Dassault Falcon 10/20 in the subcompact executive transport niche, emphasizing speed and climb rates to appeal to time-sensitive business users.[8][9] Central to the design goals was achieving a high cruise speed of Mach 0.81 at altitudes up to 51,000 feet, a standard range of approximately 1,211 nautical miles (with maximum range up to 1,631 nautical miles in extended-range configurations), and integrating the NASA-influenced Longhorn wing to minimize induced drag by up to 6.6 percent through advanced winglet technology. These objectives focused on optimizing fuel efficiency and overall performance without compromising the aircraft's lightweight profile, enabling superior short-field capabilities and rapid ascent above weather systems—key differentiators in a competitive market where efficiency directly impacted charter viability and ownership economics.[7][8][10] The adoption of the Longhorn wing and elimination of wingtip fuel tanks represented a deliberate trade-off relative to the Learjet 35. While the Learjet 31 had a shorter range (normal approximately 1,211 nautical miles, maximum 1,631 nautical miles) compared to the Learjet 35 (normal approximately 1,930 nautical miles, maximum 2,125 nautical miles), it achieved superior climb performance (5,480 feet per minute versus 4,340 feet per minute) and a higher service ceiling (51,000 feet versus 45,000 feet). Cruise speeds were comparable, with the Learjet 31 attaining a normal cruise of approximately 441 knots versus 436 knots for the Learjet 35. Cabin dimensions and passenger capacity remained nearly identical between the two models, both offering 268 cubic feet of volume, a height of 4 feet 4 inches, width of 4 feet 11 inches, length of 12 feet 11 inches, and capacity for up to 8 passengers.[1][2]Prototyping and certification
The prototype for the Learjet 31 began construction in 1986, based on a modified Learjet 35 airframe that incorporated the Longhorn wing from the Learjet 55 and delta fins for enhanced stability. This aerodynamic prototype took to the air for its maiden flight on May 11, 1987, marking a key milestone in the aircraft's development as a compact, high-performance business jet.[7][4][11] The subsequent flight testing program involved rigorous evaluation of the aircraft's handling qualities, stall characteristics—particularly improved by the addition of delta fins on the lower rear fuselage—and high-altitude performance capabilities, reaching up to 51,000 feet to validate its operational envelope for business aviation demands. These tests ensured the Learjet 31 met stringent safety and performance standards before advancing to certification. The Federal Aviation Administration (FAA) granted type certification for the base Learjet 31 model on August 17, 1988, allowing entry into service later that year with initial deliveries commencing in October.[4][11] Production of the Learjet 31 commenced in 1987 under Gates Learjet, with 38 units of the base model built between 1987 and 1991. In 1990, Bombardier Aerospace acquired Learjet, which enabled expanded manufacturing capabilities and sustained production momentum for the series, including the subsequent 31A variant. Overall, 246 Learjet 31/31A aircraft were produced from 1987 to 2003, with the final Learjet 31A delivered on October 1, 2003.[4][12][1]Design
Airframe
The Learjet 31 employs a pressurized semi-monocoque fuselage constructed primarily from riveted aluminum alloys, measuring 48 ft 8 in in overall length.[7][1] The cabin dimensions provide a width of 4 ft 11 in and a height of 4 ft 4 in, with a length of 12 ft 11 in and a volume of 268 cubic feet, accommodating up to 8 passengers in a standard club seating arrangement.[1] The wings adopt a swept delta configuration known as the "Longhorn" design, derived from the Learjet 55, with a span of 43 ft 10 in.[13][1] This design incorporates chord extensions along the leading edge and tip-mounted delta winglets, which improve aerodynamic stability and fuel efficiency by reducing induced drag and eliminating the requirement for traditional wingtip fuel tanks.[13][14] The empennage features a conventional T-tail assembly, augmented by delta secondary surfaces—commonly referred to as delta fins—mounted on the lower rear fuselage to enhance yaw control and directional stability, particularly at low speeds.[4][14] The aircraft utilizes a retractable tricycle landing gear system, consisting of single-wheel main gear legs that retract inward into the wings and a twin-wheel nose gear that retracts forward into the fuselage.[15] This configuration supports operations on shorter runways.[15] Overall airframe construction relies on riveted aluminum alloys for the fuselage, wings, and empennage, with machined aluminum skins on the multispar wings and honeycomb-cored winglets bonded to those skins.[7] The Longhorn wing redesign, by forgoing tip tanks and optimizing structural elements, contributes to weight savings, resulting in an empty weight of approximately 9,857 lb.[13][1]Propulsion and systems
The Learjet 31 is powered by two Honeywell TFE731-2 turbofan engines mounted on the rear fuselage, each delivering 3,500 pounds of thrust for efficient high-altitude performance.[1][16] The fuel system features integral tanks within the wings, supplemented by optional auxiliary tanks in the winglets for extended-range configurations like the ER variant, providing a total usable fuel capacity of 4,124 pounds.[1] This setup supports non-stop flights of up to 1,800 nautical miles under optimal conditions, with fuel transfer managed via jet pumps to ensure balanced distribution and engine supply.[13] The avionics suite in early Learjet 31 models centers on the Honeywell SPZ-500 electronic flight instrument system (EFIS), which includes dual attitude and heading reference systems (AHRS), integrated weather radar, and traffic collision avoidance system (TCAS) for enhanced situational awareness.[17] The electrical system operates on 28-volt DC power, supported by engine-driven generators and a standby alternator to maintain critical functions during single-engine scenarios or electrical anomalies.[18] Hydraulic and environmental systems are driven by dual engine-mounted pumps that supply pressure for flight controls, landing gear actuation, and braking, operating at 1,000 to 1,750 pounds per square inch to ensure responsive handling.[7] The environmental control unit (ECU) utilizes bleed air from the engines to regulate cabin temperature and pressurization, maintaining a differential of 8.5 pounds per square inch for passenger comfort equivalent to 8,000 feet at the aircraft's 51,000-foot service ceiling.[7] Integrated safety features include an anti-skid braking system that modulates wheel brakes to prevent hydroplaning during landing, a stall warning system with aural and visual alerts based on angle-of-attack sensors, and a ground proximity warning system (GPWS) that provides terrain avoidance cues through the flight deck displays.[19][15] These elements, combined with TCAS, contribute to the aircraft's robust collision and terrain avoidance capabilities.[19]Variants
Learjet 31
The Learjet 31 served as the baseline variant of the Learjet 31 series, a light business jet manufactured by Learjet Inc. It received FAA certification in August 1988 following its first flight in May 1987, with production spanning from 1988 to 1991 and resulting in 38 units delivered.[4][11] This model combined established fuselage and powerplant elements from prior Learjets with updated aerodynamic features to meet demands for efficient short-haul operations. Key features of the Learjet 31 included the standard Longhorn wing with delta fins, a basic Honeywell avionics package for essential navigation and communication, and an initial cabin interior equipped with leather seating arrangements for up to eight passengers in a compact, high-density layout.[4] The aircraft's design emphasized simplicity and performance, with the Longhorn wing incorporating winglets that contributed to drag reduction and overall aerodynamic refinement. Over predecessors such as the Learjet 35, the Learjet 31 provided notable improvements attributable to the winglet-equipped Longhorn wing, which replaced the tip tanks used on the Learjet 35. This design change yielded approximately 10% better fuel efficiency, a superior climb rate of 5,480 ft/min (compared to 4,340 ft/min for the Learjet 35), a higher service ceiling of 51,000 ft (versus 45,000 ft), and enhanced short-field capability, enabling takeoff in 3,500 feet at sea level under standard conditions. Cruise speeds remained comparable, with the Learjet 31 achieving a normal cruise of 441 knots (versus 436 knots for the Learjet 35). However, the trade-off was a shorter range, with normal range of 1,211 nautical miles and maximum of 1,631 nautical miles (compared to 1,930 nm normal and 2,125 nm maximum for the Learjet 35). Cabin dimensions and passenger capacity were nearly identical, with a volume of 268 cubic feet accommodating up to eight passengers.[4][20][1][2] Operationally, the Learjet 31 was limited to a normal range of 1,211 nautical miles (with a maximum of 1,631 nautical miles), lacking extended fuel options for longer missions and focusing instead on efficiency for regional flights.[1][5] Production of the model was phased out by 1991, replaced by the Learjet 31A to address growing market requirements for improved stability and upgraded avionics.[21]Learjet 31A
The Learjet 31A, introduced as an enhanced version of the original Learjet 31, was announced in October 1990 to address evolving market demands for improved handling and avionics in light business jets.[3][22] It received FAA certification in July 1991, with initial deliveries commencing later that year and the first production aircraft entering service in 1991.[4] By the end of production in 2003, approximately 200 Learjet 31A units had been built, contributing to a total of around 242 aircraft in the 31 series.[23][4] Key aerodynamic modifications distinguished the 31A from its predecessor, retaining the delta secondary fins—also known as ventral or anhedral fins—mounted on the lower rear fuselage to enhance yaw stability during high-speed operations.[4][24] These fins improved directional control without compromising the aircraft's signature speed, allowing for safer handling in turbulent conditions. Avionics received significant upgrades in the 31A, transitioning to a Honeywell digital suite that included a five-tube EFIS-50 electronic flight instrument system, integrated GPS via the UNS-1M flight management system, and an enhanced Bendix/King KFC-3100 autopilot for improved navigation and automation.[25][13] These advancements provided pilots with a more intuitive cockpit interface, supporting precision approaches and reducing workload during long flights. Performance enhancements focused on operational efficiency, with refinements yielding a takeoff distance of approximately 3,490 feet at sea level under standard conditions, alongside better hot-and-high altitude capabilities for operations from challenging airfields.[13][26] Cabin improvements included additional insulation for a quieter interior environment, enhancing passenger comfort on typical 1,200-nautical-mile missions.[25] The Learjet 31A emerged as the most commercially successful variant in the series, outselling the original 31 due to its balanced combination of speed, range, and modern features, with only 38 base-model 31s produced from 1988 to 1991.[23] By the late 2010s, low-time examples were available on the pre-owned market for around $600,000, reflecting strong residual value for a 1990s-era light jet.[27][28]Learjet 31A/ER
The Learjet 31A/ER represents an extended-range sub-variant of the Learjet 31A, introduced as an optional configuration to address demands for longer nonstop flights in the light business jet segment. Developed in the early 1990s alongside the base 31A model, it incorporates additional fuel storage to expand operational capabilities while retaining the core airframe and performance characteristics of the 31A. Within the overall production of approximately 200 Learjet 31A aircraft, the ER version was produced in limited numbers, reflecting its niche appeal for operators prioritizing range over other enhancements.[29][14] A primary modification in the 31A/ER is the addition of an optional fuselage fuel tank providing approximately 500 pounds of extra capacity, integrated without requiring major structural changes to the existing 31A design. This upgrade increases the total fuel load to support a maximum range of 1,911 nautical miles at high-speed cruise, achieved through efficient utilization of the Honeywell TFE731-2 turbofan engines rated at 3,500 pounds of thrust each. The extended fuel does not compromise the aircraft's maximum speed of Mach 0.81 or its ability to carry up to 8 passengers, though the added weight marginally elevates direct operating costs per hour.[29][24][13] The performance advantages of the 31A/ER enable practical transcontinental operations, such as nonstop flights from New York to Los Angeles, covering distances up to 2,100 nautical miles under favorable conditions while accommodating a standard corporate payload. This capability stems from the range extension of roughly 200-275 nautical miles over the standard 31A, without necessitating reductions in cabin volume (275 cubic feet) or passenger comfort. Operators benefit from the variant's compatibility with the 31A's delta winglet-equipped longhorn wing, which maintains aerodynamic efficiency despite the increased gross weight of 17,700 pounds.[29][24][22] Certification for the 31A/ER was obtained via FAA supplemental type certificate as part of the broader 31A approvals in July 1991, ensuring seamless integration with the aircraft's avionics, electrical, and fuel systems. The variant's design emphasizes minimal modifications to proven 31A components, facilitating straightforward retrofits for existing fleets.[14] In operational use, the Learjet 31A/ER has been favored by corporate flight departments requiring extended legs for efficient routing across North America and select international sectors, despite the higher fuel-related expenses from the added 500 pounds of weight impacting climb performance and hourly burn rates. Its limited production underscores a targeted market, with most examples serving private and fractional ownership structures rather than high-volume charter services.[13][29]Operational history
Civil operators
The Learjet 31 series has been primarily operated by corporate flight departments and charter companies for executive transportation and short-haul business missions worldwide.[14] Notable civil users include U.S.-based firms such as Aeromedevac for air medical services, Bankair for charter operations, and Catalina Aerospace for corporate flights, alongside international charter providers like Airtaxi.PH in the Philippines and Omni Aviacao e Tecnologia in Portugal.[14] These operators value the aircraft's high speed and efficiency for routes under 1,300 nautical miles, accommodating up to seven passengers in a compact cabin.[30] As of the early 2020s, over 200 Learjet 31 aircraft remain active in civil registries globally, with a significant portion in the pre-owned market popular among U.S. buyers for its affordability and performance.[14] The model, produced between 1987 and 2003, saw strong historical adoption in North America due to its role in fractional ownership programs and corporate fleets, though exact production totals enabled a robust secondary market.[13] In current operations, many Learjet 31s are maintained by specialized aviation service centers, such as those offering Honeywell TFE731 engine overhauls, supporting fleets in active use.[31] Average annual utilization for these aircraft hovers around 400 hours, reflecting part-time corporate and charter demands rather than high-frequency schedules.[32] The regional distribution favors North America, where approximately 60% of active civil Learjet 31s are registered, followed by Europe and Latin America with smaller but growing operator bases for regional executive travel.[33] Economically, the aircraft serves as a cost-effective option for rapid executive transport, with direct operating costs estimated at about $2,200 per hour, including fuel and routine maintenance.[34]Government and military operators
The Learjet 31 and its variants have seen limited but notable adoption by government and military operators, primarily in roles such as VIP transport, utility missions, and research flights. The Mexican Navy (Armada de México) operated two Learjet 31A aircraft designated ANX-1205 and ANX-1206 for executive transportation duties, supporting high-level naval personnel movements across the country.[35] These jets were part of the Escuadrón Aeronaval del Alto Mando and were reported for sale in recent years as the fleet modernized.[36] The United States National Aeronautics and Space Administration (NASA) employed the Learjet 31 in aeronautical research programs, including simulations for runway exit designs aimed at enhancing airport capacity and operational efficiency.[37] These efforts leveraged the aircraft's high-speed performance to test side force coefficients and turning dynamics under various conditions.[38] The Namibia Defence Force maintains one Learjet 31 for government and VIP transport, based at Windhoek's Eros Airport alongside other executive aircraft.[39] While some Learjet 31 units have been adapted for utility purposes in military service, the type's primary roles remained non-combat oriented, with many operators phasing out the aircraft in the 2010s in favor of more advanced platforms.Accidents and incidents
The Learjet 31 series has been involved in several notable accidents and incidents, though its overall safety record remains favorable for a business jet of its era, with 14 occurrences documented in the Aviation Safety Network database as of November 2025, including 4 hull-loss events.[40] Common contributing factors in these mishaps include runway excursions on contaminated surfaces and procedural errors during ground operations or low-altitude maneuvers.[41] One early incident occurred on December 25, 1994, when a Learjet 31A (registration PK-JKI) experienced a runway excursion at Jakarta-Halim Perdana Kusuma Airport, Indonesia, during landing on a wet runway. The aircraft skidded after touchdown, veered right after approximately 1,300 meters, and departed the runway surface, coming to rest with substantial damage but no fatalities among the occupants. The cause was attributed to hydroplaning on the water-contaminated runway, highlighting challenges with the aircraft's high landing speeds in adverse weather.[42][43] In a more recent ground incident, on May 14, 2020, a Learjet 31 (N127VL) at London Biggin Hill Airport, United Kingdom, collided with a parked Cessna T206H during taxiing under ground crew direction. The Learjet's winglet struck the Cessna's tail, causing damage to both aircraft but no injuries; the event was linked to spatial disorientation during the turn.[44] Pilot error featured prominently in a 2021 serious incident involving a Learjet 31A operated by a German air ambulance service approaching Faro Airport, Portugal. On December 28, 2018—though the regulatory consequences unfolded in 2021—the pilot in command intentionally performed a barrel roll maneuver at low altitude, violating safety protocols and endangering the flight. No damage or injuries resulted, but the pilots' licenses were revoked, and they lost their jobs, underscoring the risks of unauthorized aerobatic actions in certified transport aircraft.[45] A non-fatal but operationally significant event took place on April 9, 2025, when Learjet 31A N977JP experienced a cabin door opening shortly after takeoff from runway 32 at Naples Municipal Airport, Florida. The crew declared an emergency, circled the airport, and executed a safe landing with all occupants unharmed; preliminary investigations pointed to inadequate door latching procedures.[46] These events have contributed to broader safety lessons for the Learjet 31, including enhanced training on wet runway braking techniques to mitigate overruns and stricter adherence to high-speed handling limits during approach and takeoff phases. The type's accident rate aligns with low figures for turbine-powered business jets, estimated around 1.5 incidents per 100,000 flight hours based on aggregated corporate aviation data, though specific fleet-hour denominators for the Learjet 31 remain limited in public records.[47]Specifications
General characteristics (Learjet 31A)
The Learjet 31A is configured with a flight crew of two pilots and accommodates up to eight passengers in a typical executive configuration.[4][14] Key dimensions include an overall length of 48 ft 8 in (14.83 m), wingspan of 43 ft 9 in (13.34 m), height of 12 ft 3 in (3.73 m), and wing area of 265 sq ft (24.6 m²).[23][48][25] Weight specifications comprise a basic empty weight of 10,253 lb (4,651 kg), maximum takeoff weight of 17,200 lb (7,802 kg), and usable fuel capacity of 4,124 lb (1,870 kg).[16][48][49] The aircraft is powered by two Honeywell TFE731-2 turbofan engines, each providing 3,500 lbf (15.6 kN) of thrust.[4][50] Additional features include a cabin volume of 271 cu ft (7.7 m³) and baggage capacity of 40 cu ft (1.1 m³).[49][51][48]Performance (Learjet 31A)
The Learjet 31A delivers high performance typical of light business jets, with emphasis on speed, altitude capability, and efficient short- to medium-range operations. Its twin Honeywell TFE731-2 turbofan engines enable rapid climbs and high-speed cruises, making it suitable for time-sensitive executive travel while maintaining competitive fuel economy. The variant's enhancements over the base Learjet 31, including increased gross weight and refined aerodynamics, contribute to improved overall efficiency without compromising its agile handling.[24] Key performance metrics for the Learjet 31A are summarized below, based on standard conditions and NBAA IFR reserves where applicable.| Parameter | Value | Notes/Source |
|---|---|---|
| Maximum speed | 462 knots (534 mph, 856 km/h) | At optimal altitude; GlobalAir.com[48] |
| Cruise speed | Normal: 441 knots (507 mph, 817 km/h); Economy: 417 knots (480 mph, 772 km/h) | High-altitude cruise; Aviation Week[24]; GlobalAir.com[48] |
| Range | 1,290 nautical miles (1,486 mi, 2,390 km) with 4 passengers | NBAA IFR reserves; Aviation Week[24]; maximum up to 1,631 nm under optimal conditions; GlobalAir.com[48] |
| Service ceiling | 51,000 ft (15,545 m) | Routine operations at FL430–FL470; Aviation Week[24]; GlobalAir.com[48] |
| Rate of climb | 5,110 ft/min (26 m/s) | Initial rate; one engine inoperative: 1,610 ft/min; GlobalAir.com[48]; Conklin & de Decker |
| Takeoff distance | 3,490 ft (1,064 m) over 50 ft obstacle | At sea level, standard conditions; balanced field length: 3,800 ft; Planephd.com[26]; Jet Advisors[52]; GlobalAir.com[48] |
| Landing distance | 2,507 ft (764 m) over 50 ft obstacle | At sea level; Guardian Jet[23]; Planephd.com[26] |
| Fuel consumption | 202 gal/hr (765 L/hr) at cruise | Average during normal operations; LibertyJet.com[53]; Guardian Jet[23] |