Learjet 24
In the early 1950s, the Swiss Air Force issued a requirement for an indigenous fighter aircraft to replace the World War II-era propeller-driven fighters then in service. FFA responded with the P-16, a jet fighter with an emphasis on ground attack and operation from short runways--an important consideration in mountainous Switzerland. The P-16 first flew in 1955, and proved ideal for the Swiss Air Force's requirements: not only was it excellent in the attack role, it was also supersonic and would make a decent fighter. However, the crash of the prototype soured the Swiss government on the P-16, and it was cancelled in favor of the British-built Hawker Hunter.
The story of the P-16 wasn't quite over, however. One of the test pilots was American Bill Lear, already well known as an aviator and inventor. Lear knew the P-16 would get no orders (FFA had tried to market it, with no success), but with a new fuselage and a few other modifications, it might make an executive transport. At the time, there were few jet executive transports, and there was a market. The basic wing design, landing gear layout and tail was kept from the P-16, but the horizontal stabilizers were moved to the top of the tail, and a completely new fuselage added; this required the engines to moved out to pods towards the tail, which also cut down on engine noise in the cabin.
Lear formed a new company to build the aircraft, the Swiss-American Aviation Corporation (SAAC), but, dissatisfied with the Swiss, Lear moved the company to the United States and renamed it Lear Jet. The SAAC-23 Execujet was subsequently marketed as the Learjet 23, and first flew in October 1963.
The Learjet 23 showed its origins as a fighter: it offered spritely performance, speed, and agility; though the fuselage sat in theory seven passengers, it was cramped. Though it was shorter ranged and not quite as fast as its main rival, the Lockheed L-1329 JetStar, it was cheaper, more fuel efficient, and flew higher. The Learjet 23 became hugely popular, to the point that not only was it simply known as the "Learjet," business jets in general got called Learjets, no matter who actually built them. It would spur an entire family of "bizjets" that continue to fly to this day.
In 1966, Learjet began offering the improved Learjet 24. Though still cramped, the Learjet 24 added another window on each side of the fuselage, a more aerodynamic cockpit windscreen, bigger tiptanks, and uprated engines to compensate for a heavier aircraft. The Learjet 24 was a good follow-on to the earlier Learjet 23, and twice as many--259--were sold before production ended in favor of newer Learjets in 1977. Though many are still in service, under newer regulations governing engine noise, operational Learjet 24s have to be fitted with hushkits.
This Learjet 24, N241JA, is on display outside the Wings Over the Rockies Museum in Denver, Colorado; it was fairly recently moved outside. It is one of the first Learjet 24s to be delivered, and may be one of the oldest Learjets on display.
Learjet 24
In the early 1950s, the Swiss Air Force issued a requirement for an indigenous fighter aircraft to replace the World War II-era propeller-driven fighters then in service. FFA responded with the P-16, a jet fighter with an emphasis on ground attack and operation from short runways--an important consideration in mountainous Switzerland. The P-16 first flew in 1955, and proved ideal for the Swiss Air Force's requirements: not only was it excellent in the attack role, it was also supersonic and would make a decent fighter. However, the crash of the prototype soured the Swiss government on the P-16, and it was cancelled in favor of the British-built Hawker Hunter.
The story of the P-16 wasn't quite over, however. One of the test pilots was American Bill Lear, already well known as an aviator and inventor. Lear knew the P-16 would get no orders (FFA had tried to market it, with no success), but with a new fuselage and a few other modifications, it might make an executive transport. At the time, there were few jet executive transports, and there was a market. The basic wing design, landing gear layout and tail was kept from the P-16, but the horizontal stabilizers were moved to the top of the tail, and a completely new fuselage added; this required the engines to moved out to pods towards the tail, which also cut down on engine noise in the cabin.
Lear formed a new company to build the aircraft, the Swiss-American Aviation Corporation (SAAC), but, dissatisfied with the Swiss, Lear moved the company to the United States and renamed it Lear Jet. The SAAC-23 Execujet was subsequently marketed as the Learjet 23, and first flew in October 1963.
The Learjet 23 showed its origins as a fighter: it offered spritely performance, speed, and agility; though the fuselage sat in theory seven passengers, it was cramped. Though it was shorter ranged and not quite as fast as its main rival, the Lockheed L-1329 JetStar, it was cheaper, more fuel efficient, and flew higher. The Learjet 23 became hugely popular, to the point that not only was it simply known as the "Learjet," business jets in general got called Learjets, no matter who actually built them. It would spur an entire family of "bizjets" that continue to fly to this day.
In 1966, Learjet began offering the improved Learjet 24. Though still cramped, the Learjet 24 added another window on each side of the fuselage, a more aerodynamic cockpit windscreen, bigger tiptanks, and uprated engines to compensate for a heavier aircraft. The Learjet 24 was a good follow-on to the earlier Learjet 23, and twice as many--259--were sold before production ended in favor of newer Learjets in 1977. Though many are still in service, under newer regulations governing engine noise, operational Learjet 24s have to be fitted with hushkits.
This Learjet 24, N241JA, is on display outside the Wings Over the Rockies Museum in Denver, Colorado; it was fairly recently moved outside. It is one of the first Learjet 24s to be delivered, and may be one of the oldest Learjets on display.