Nobody is building Learjets any more. Bombardier announced in 2021 that production would end, and the last aircraft, a Learjet 75, was delivered on 28 March 2022. Every Learjet is now a used jet, so the question this page answers is not what a new one costs. It is what the used ones cost, who owns them, and where they go when the US is finished with them.
Bombardier does not publish a price list, and the Learjet is no exception. The newest reported prices are from 2015, when the trade press listed the Learjet 70 at $11.3 million and the Learjet 75 at $13.8 million. The used market sits far below that, and the export file shows old jets heading to Latin America.
Data used: FAA registry through 2026-10-16; NTSB files through 2026-09-30. Source periods are shown with each table.
The newest figures are a decade old
Bombardier published no price list, so the figures that exist come from trade-press tables. In 2015, Business & Commercial Aviation reported the Learjet 70 at $11.3 million and the Learjet 75 at $13.8 million, 1.22 times as much. The original article sits behind a paywall that we did not open, so the figure comes from a second-hand report and we name the original and the year.
Show every reported price with its year and source
Bombardier publishes no price list. These are dated reported figures, not quotes. The used range is for the stated model years.
Learjet 70
- 2015$11.3 millionlist. As reported by Business & Commercial Aviation, Aviation Week, May 2015.
Learjet 75
- 2015$13.8 millionlist. As reported by Business & Commercial Aviation, Aviation Week, May 2015.
Learjet 45 and 45XR
- 2018$1.5 million to $4.9 millionused. As reported by Mark Huber, Aviation International News, December 2018.
Used prices tell the real story. Aviation International News reported Learjet 45 and Learjet 45XR aircraft at $1.5 million to $4.9 million in 2018. The word used matters: a cheap jet is not a cheap airplane, a point we come back to in the running costs.
The Learjet 70 and Learjet 75 were the last of the line. Bombardier built 169 of them, 13 Learjet 70 and 156 Learjet 75. Against a fleet of 1,143 on the US register, those final two models are a rounding error. Learjets are old, and they are going to stay old.
An old fleet with a surprising number of owners
The FAA register lists 1,143 Learjets, and 1,134 of them (99.2%) hold a valid registration. That is a high share, which suggests most of these old jets are still being kept current rather than abandoned.
The FAA folds the Learjet 40, Learjet 45, Learjet 70 and Learjet 75 together under one certificate label, so the final two models sit in the first group.
The median valid Learjet was built in 2000, and 70.3% of those with a usable build year were built before 2006. The earliest are from 1965.
Owners are mostly companies. Limited liability companies hold 643 valid registrations (56.7%) and corporations hold 400 (35.3%). Individuals hold 35 (3.1%), which is small but not nothing. Cheaper airframes make owning without a company more plausible, though the register does not say why.
By registration address, Delaware leads with 143, followed by Texas (130) and Florida (128). The state on the register is the registrant's address, not where the jet is based. Only 6 are flagged as fractional-ownership aircraft.
Show the fleet tables
| Family | All registration statuses | Valid registrations |
|---|---|---|
| Learjet 23 to 29 | 75 | 73 |
| Learjet 31, 35 and 36 | 329 | 327 |
| Learjet 40 and certificated Model 45; marketing series unresolved | 433 | 428 |
| Learjet 55 and 60 | 306 | 306 |
| Explicit Learjet 70 and 75 labels | 0 | 0 |
| Total | 1,143 | 1,134 |
FAA registry through 2026-10-16. Registration does not establish active use or where an aircraft is based.
| Model group | Valid registrations | Median build year | Export-country cancellations |
|---|---|---|---|
| Learjet 23 to 29 | 73 | 1974 | 56 |
| Learjet 31, 35 and 36 | 327 | 1981 | 124 |
| Learjet 40 and certificated Model 45; marketing series unresolved | 428 | 2007 | 154 |
| Learjet 55 and 60 | 306 | 2000 | 102 |
| Explicit Learjet 70 and 75 labels | 0 | Not supplied | 0 |
| Registrant type | Aircraft |
|---|---|
| Individual | 35 |
| Partnership | 2 |
| Corporation | 400 |
| Co-Owned | 40 |
| Government | 7 |
| LLC | 643 |
| Non Citizen Corporation | 7 |
| Registration address state | Aircraft |
|---|---|
| DE | 143 |
| TX | 130 |
| FL | 128 |
| MI | 72 |
| UT | 72 |
| OK | 48 |
| KS | 42 |
| CA | 37 |
| OH | 37 |
| NY | 36 |
| Missing state | 7 |
Rank nonblank STATE values by descending count with alphabetical ties. This is the registrant address, not where an aircraft is based. Trusts and LLC shells can concentrate registrations.
| Measure | Recorded value |
|---|---|
| Usable recorded build years | 929 |
| Missing or invalid recorded build years | 205 |
| Lower quartile build year | 1983 |
| Median build year | 2000 |
| Upper quartile build year | 2007 |
| Oldest recorded build year | 1965 |
| Newest recorded build year | 2022 |
| Share of usable years before 2006 | 70.3% |
| Share of usable years before 2016 | 96.0% |
Accept four-digit years from each configured conservative lower bound, 1900, through the snapshot year. Zero, blank, malformed and future years are excluded and counted. This validates calendar plausibility, not historical production. Exact models sharing a designation are not split by year. Sort valid recorded build years. Use linear interpolation at positions (n-1) times 0.25, 0.5 and 0.75. Age uses snapshot calendar year minus build year. Shares before 2006 and before 2016 divide by the validated-year count; unknown years are reported separately.
Download the fleet CSV by model and build year. Free to use, please link back. It counts all registrations and valid ones (status V) by model label and build year, including blank years, and contains no personal records.
Old Learjets go to Latin America
The FAA's deregistration file shows how many Learjets leave the US register for another country. Since 2010, 436 cancellations carry an export country. Mexico leads with 118, 27% of them, followed by Brazil (75), Venezuela (43) and Argentina (40).
The median age at export is 20, counted in years from the build year to the cancellation year. These are old jets. The pattern is consistent with US-built Learjets finding a second life in markets where a cheap, fast jet is worth keeping in the air, though the file does not give reasons.
Show the export tables
| Country as recorded | Cancellations with export country |
|---|---|
| MEXICO | 118 |
| BRAZIL | 75 |
| VENEZUELA | 43 |
| ARGENTINA | 40 |
| AUSTRALIA | 24 |
| CANADA | 21 |
| GERMANY | 18 |
| INDIA | 15 |
| ISLE OF MAN | 14 |
| COLOMBIA | 6 |
| Total with export country | 436 |
A nonblank EXP-COUNTRY is the only explicit export indicator supplied. Count those rows as recorded export-country cancellations. Keep all other cancellations and status codes separately. Country labels are retained as FAA recorded, including truncated labels. The registration status does not encode cancellation reason. Do not infer destruction, sale abroad or domestic retention from a missing country.
| Calendar year | Cancellations | Export country recorded | No export country recorded |
|---|---|---|---|
| 2010 | 45 | 39 | 6 |
| 2011 | 55 | 33 | 22 |
| 2012 | 48 | 28 | 20 |
| 2013 | 90 | 21 | 69 |
| 2014 | 64 | 31 | 33 |
| 2015 | 44 | 25 | 19 |
| 2016 | 39 | 28 | 11 |
| 2017 | 51 | 18 | 33 |
| 2018 | 128 | 29 | 99 |
| 2019 | 64 | 28 | 36 |
| 2020 | 54 | 18 | 36 |
| 2021 | 68 | 35 | 33 |
| 2022 | 42 | 16 | 26 |
| 2023 | 48 | 25 | 23 |
| 2024 | 113 | 39 | 74 |
| 2025 | 40 | 23 | 17 |
Count DEREG records whose included model code and usable cancellation date fall in calendar years 2010 through 2025 inclusive. This is a snapshot of cancellations, not a complete historical export flow or a unique worldwide airframe count. Each record is counted once. No serial or registration identifier is decoded for deduplication. A nonblank EXP-COUNTRY is the only explicit export indicator supplied. Count those rows as recorded export-country cancellations. Keep all other cancellations and status codes separately. Country labels are retained as FAA recorded, including truncated labels. The registration status does not encode cancellation reason. Do not infer destruction, sale abroad or domestic retention from a missing country.
| Measure | Value |
|---|---|
| Median age at export, years | 20 |
| Known export ages | 337 |
| Unknown or invalid export ages | 99 |
| Expired-status cancellations | 258 |
Cancellation year minus YEAR-MFR for export-country rows with four-digit build years from the configured lower bound through the cancellation year. Report unknown or invalid ages separately. Median uses the same linear interpolation. The supplied DEREG layout has no cancellation-reason field. Its status is registration status, not an export or destruction code. Destruction and sales abroad without a country cannot be identified. Expired-status cancellations can be counted by status; missing-country rows are not assumed domestic.
A Learjet hour is about half a car-year
The listed burn for a Learjet 45 is 205 US gal per hour, and for a Learjet 75 it is 199 US gal per hour. The figures are average burns published by Conklin & de Decker, as listed by Private Jet Card Comparisons, which gives no data date. They assume two pilots and four passengers.
Multiply by the US EPA's emission factor for jet fuel, 9.75 kg CO2 per US gal, and an hour in a Learjet 45 releases 1.99875 tonnes CO2 per hour. The EPA puts a typical US passenger vehicle at 4.29 tonnes CO2 per year, so one hour is 0.47 of a car-year. Pick another model below and enter your own flight hours.
These are combustion emissions only. They exclude fuel production and the burn varies with load, weather and route.
Show the fuel burn and carbon dioxide table
| Model | Average hourly fuel burn | Combustion carbon dioxide per hour |
|---|---|---|
| Learjet 31A | 202 US gal per hour | 1.9695 tonnes CO2 per hour |
| Learjet 35A | 229 US gal per hour | 2.23275 tonnes CO2 per hour |
| Learjet 45 | 205 US gal per hour | 1.99875 tonnes CO2 per hour |
| Learjet 45XR | 227 US gal per hour | 2.21325 tonnes CO2 per hour |
| Learjet 55 | 252 US gal per hour | 2.457 tonnes CO2 per hour |
| Learjet 60 | 219 US gal per hour | 2.13525 tonnes CO2 per hour |
| Learjet 70 | 198 US gal per hour | 1.9305 tonnes CO2 per hour |
| Learjet 75 | 199 US gal per hour | 1.94025 tonnes CO2 per hour |
Flight manuals at recommended cruise speed. Includes start, taxi and takeoff fuel. Two pilots and four passengers.
The cheap jet that is not a cheap airplane
A used Learjet has a low sticker price and a bill that does not match it. We publish no hourly cost, because no maker or regulator gives one and many online estimates come with no source. What we can offer is the arithmetic of the decision a Learjet buyer faces: charter a jet when you need one, or own.
Owning has a fixed bill that arrives whatever you fly, plus a cost for each hour. Chartering has only the hourly rate. The break-even is the number of hours where the two cross. Enter your own quotes below. Nothing is pre-filled, because a made-up default would only give you a confident wrong answer. For the other end of the market see our guide to what Gulfstream jets cost.
Well below the break-even, charter is cheaper. Well above it, owning wins. In between, it comes down to how much you value having the jet ready when you are.
What the NTSB files hold
Every NTSB entry is a real event, and the counts are all this page claims to know. The NTSB lists 130 accidents involving Learjets from 2000 through 2025. Of those, 42 were fatal, with 126 deaths in total.
- 2000
- 11
- 2005
- 2010
- 2015
- 2020
- 42025
Counts only. The NTSB does not record how many hours the family flew, so these bars are not rates.
Landing is where 50 of the 130 accidents began, about 38%, and takeoff follows with 23. That is a large count for one family, but it covers a large and old fleet across the 2000 to 2025 window, and the data holds no flying hours to divide by.
Show the NTSB tables
| Aircraft | Accidents | Fatal accidents | Reported event deaths |
|---|---|---|---|
| Learjet 23 to 29 | 28 | 13 | 32 |
| Learjet 31, 35 and 36 | 67 | 21 | 60 |
| Learjet 40 and certificated Model 45; marketing series unresolved | 9 | 2 | 10 |
| Learjet 55 and 60 | 25 | 6 | 24 |
| Explicit Learjet 70 and 75 labels | 1 | 0 | 0 |
| Total | 130 | 42 | 126 |
2000 to 2025. US-focused NTSB records, including some foreign events where NTSB took part. These are not worldwide totals. Counts never establish rates or safety rankings. Reported deaths include other aircraft and ground deaths in a collision. Different families in one event have a separate row.
| Scope | Accidents left out | Fatal accidents left out | Reported event deaths left out |
|---|---|---|---|
| Not included in family totals | 0 | 0 | 0 |
These model labels do not identify a commercial aircraft. The counts are excluded from all family totals and annual counts.
What to take from the numbers
- New Learjets are gone. The last was delivered on 28 March 2022, so every purchase is a used jet.
- Prices are old and wide. The newest reported list figures are from 2015, and Learjet 45 aircraft were reported at $1.5 million to $4.9 million in 2018.
- Expect an old jet. The median valid Learjet was built in 2000.
- Individuals do buy them. 35 valid registrations are held by an individual.
- Budget for the airplane, not the price. Use the break-even tool with your own quotes.
Questions buyers ask
How much does a Learjet cost?
Bombardier published no price list. In 2015 the trade press reported the Learjet 70 at $11.3 million and the Learjet 75 at $13.8 million. Used Learjet 45 aircraft were reported at $1.5 million to $4.9 million in 2018.
Does Bombardier still build Learjets?
No. Bombardier announced in 2021 that production would end, and the last Learjet 75 was delivered on 28 March 2022.
How many Learjets are there?
The FAA register lists 1,143 Learjets, 1,134 with a valid registration.
How much carbon does a Learjet emit per hour?
At the listed burn of 205 US gal per hour, a Learjet 45 releases 1.99875 tonnes CO2 per hour.
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Sources and how the numbers were made
- Federal Aviation Administration. FAA aircraft registry. Retrieved 2026-10-18. Supplies registration counts and recorded build years. All statuses and valid registrations are shown separately.
- Federal Aviation Administration. FAA aircraft registry data layout. Retrieved 2026-10-13. Defines registrant and registration status codes.
- Federal Aviation Administration. Type Certificate Data Sheet A5CE. Retrieved 2026-10-20. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet A10CE. Retrieved 2026-10-20. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet T00008WI. Retrieved 2026-10-20. Supplies certified model specifications with section, page and quote locators.
- National Transportation Safety Board. NTSB aviation accident database. Retrieved 2026-10-18. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident database. Retrieved 2026-10-18. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident database. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident database. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident database. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident database. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident database. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- Federal Aviation Administration. NTSB aviation accident database. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- Private Jet Card Comparisons. How much fuel do private jets use? Conklin & de Decker/JSSI rows. Retrieved 2026-10-20. Supplies average hourly fuel burn attributed to Conklin & de Decker and JSSI. No data date is given. Start, taxi and takeoff are included at the stated cruise basis.
- US Environmental Protection Agency. Emission Factors for Greenhouse Gas Inventories, March 2020. Retrieved 2026-10-20. Supplies the kerosene-type jet fuel carbon dioxide factor. Combustion carbon dioxide excludes other climate effects.
- US Environmental Protection Agency. Emission Factors for Greenhouse Gas Inventories, November 2015. Retrieved 2026-10-20. Supplies the earlier kerosene-type jet fuel carbon dioxide factor named in the collected evidence.
- US Environmental Protection Agency. Greenhouse Gas Equivalencies Calculator. Retrieved 2026-10-20. Supplies the typical passenger vehicle annual carbon dioxide comparison.
- Federal Aviation Administration. FAA aircraft registry: MASTER and DEREG aggregate analysis. Retrieved 2026-10-20. Supplies aggregate registrant types, fractional flags, company matches, registration states, build years and cancellations. Registration addresses are not aircraft bases. Company matches do not verify charter operations.
- Federal Aviation Administration. FAA NASR airport and runway data, cycle effective 1 October 2026. Retrieved 2026-10-20. Supplies longest paved runway lengths for operational public-use US airports. An airport is counted once. Length alone does not establish flight suitability.
- Business & Commercial Aviation. Business & Commercial Aviation, Aviation Week, May 2015. Retrieved 2026-10-20. Supplies dated reported prices or production facts from the collected evidence. The original publication was not read.
- Aviation International News. Mark Huber, Aviation International News, December 2018. Retrieved 2026-10-20. Supplies dated used price ranges as reported in the collected evidence. The original article was not read.
- CBC News. CBC News, Learjet production ending announcement, 11 February 2021. Retrieved 2026-10-20. Supplies dated reported prices or production facts from the collected evidence. The original publication was not read.
- Flightglobal. Flightglobal, final Learjet delivery, 30 March 2022. Retrieved 2026-10-20. Supplies dated reported prices or production facts from the collected evidence. The original publication was not read.
- Forecast International. Forecast International, Learjet production counts, June 2023. Retrieved 2026-10-20. Supplies dated reported prices or production facts from the collected evidence. The original publication was not read.