Bombardier Learjet 25

Overview

The Bombardier Learjet 25 is the volume seller of the original Lear Jet generation and the type that established the brand’s “hot rod” reputation in the early business jet era. A stretched derivative of the Learjet 24, it pairs the same sleek, fighter-influenced airframe with twin General Electric CJ610 turbojets and adds a roughly four-foot fuselage extension to seat eight to ten passengers. Production ran from 1966 through 1982 across the 25, 25B, 25C, 25D, and 25G variants, 369 airframes in total, making it by far the most successful CJ610-era Learjet. The 25D, the production-life standard with uprated CJ610-8A engines, is the variant most commonly traded today.

For the GA buyer today, the Learjet 25 occupies a narrow but real niche: high-performance vintage capability at a low acquisition cost. Stage 2 noise restrictions are the binding operational constraint without expensive hush-kit modification, the CJ610 turbojets burn substantially more fuel than any modern turbofan, and Vref around 137 KIAS demands current jet skills from a current jet pilot. The natural successor in the same identity is the Learjet 31, which retained the hot-rod handling but added TFE731-2 turbofans and Stage 3 compliance; the Learjet 35/36 is the more conventional modernization path with longer range and better economics.

Key Features for GA Buyers

• Strong performance/price ratio. Few aircraft offer a 45,000 ft service ceiling and 460+ knot cruise speeds at such a low acquisition price. It out-climbs many commercial airliners.
• Status and aesthetics. The Learjet 25 retains the classic, aggressive lines that defined the “private jet” image for decades.
• Availability. Due to age and operating costs, airframes are available at very accessible price points for buyers willing to shoulder the maintenance.

Trade-offs

• Noise compliance. The CJ610 engines are extremely loud. Operation is severely restricted at many airports (noise abatement) unless the aircraft is equipped with costly “hush kits” to meet Stage 3 standards.
• Thirsty engines. The pure turbojet engines lack the efficiency of modern turbofans, resulting in high fuel burn, particularly at lower altitudes.
• Handling. Known for being “slippery” and fast on approach (Vref ~137+ kts), it requires a skilled and attentive pilot. It is not an entry-level jet.
• Cabin size. While longer than the Lear 24, the cabin cross-section is tight (approximately 4‘3” height), offering a “sports car” fit rather than a spacious lounge.

See Also

• Bombardier Learjet 23 – the genesis of the private jet industry, predecessor to the 25’s stretched airframe. Compare
• Learjet 24 – the non-stretched contemporary sibling sharing the CJ610 powerplant. Compare
• Bombardier Learjet 35/36 – the TFE731 turbofan modernization with longer range and Stage 3 compliance. Compare
• Bombardier Learjet 31 – the modern hot-rod descendant with TFE731-2 turbofans and 51,000 ft ceiling. Compare
• Bombardier Learjet 55 – the Longhorn-wing step-up with stand-up cabin. Compare