Learjet 24
The Learjet 24 is a twin-engine, high-speed business jet developed by the Learjet Corporation as an improved successor to the Learjet 23, featuring enhanced range, altitude performance, and low-speed handling characteristics through additions like wingtip fuel tanks and a T-tail design.[1][2] Introduced in 1966, the Learjet 24 first flew on January 24 of that year and received FAA certification under FAR Part 25 regulations on November 9, marking it as the first business jet certified for high-altitude, all-weather operations with a two-pilot crew.[2][3] Production ran from 1966 to 1977, with 259 units built before the model was succeeded by variants like the Learjet 25.[1][2] The aircraft measures 43 feet 3 inches in length with a wingspan of 35 feet 7 inches, accommodates up to 6 passengers plus 2 pilots, and has an empty weight of approximately 7,327 pounds and a maximum takeoff weight of 13,500 pounds.[4][1] Powered by two General Electric CJ610 turbojet engines each producing 2,950 pounds of thrust, it achieves a maximum cruise speed of 451 knots, a range of about 1,472 nautical miles, a service ceiling of 51,000 feet, and a rate of climb of 6,800 feet per minute.[4][3] Notable for its pioneering role in business aviation, a Learjet 24 became the first of its class to circumnavigate the globe in May 1966, covering 22,993 miles in 50 hours and 20 minutes while setting or breaking 18 international records.[1][2] Key variants include the 24A (initial production with 81 units), 24B (uprated engines), and 24D/E/F (featuring cambered wings, improved pressurization, and engine fire extinguishers for better efficiency and safety).[2][3] Widely adopted for corporate transport, military reconnaissance, and scientific missions, the Learjet 24 solidified Learjet's reputation until the company was acquired by Gates Rubber in 1967 and later by Bombardier in 1990.[1][3]Development
Design origins
The Learjet 24 originated as a direct response to the operational constraints of its predecessor, the Learjet 23, which was limited by a maximum gross weight of 12,500 pounds under early certification rules, thereby restricting payload capacity and the addition of safety or comfort features without compromising performance.[5] This weight limitation, combined with a relatively cramped cabin typically seating four to six passengers and modest pressurization allowing operations up to 40,000 feet, highlighted the need for a successor that could accommodate growing demands for business jet efficiency.[2] In 1965, Bill Lear, the founder of Learjet Corporation, and his engineering team in Wichita, Kansas, initiated the project to address these shortcomings, aiming to create a more versatile aircraft while retaining the high-speed, low-altitude climb characteristics that defined the original model.[6] Key design objectives for the Learjet 24 centered on enhancing overall utility for executive transport, including an increased maximum gross weight of 13,500 pounds to support greater fuel and payload options, thereby extending range to approximately 1,500 nautical miles with six passengers and enabling higher cruise speeds around 450 knots.[7] The aircraft targeted improved seating for up to six passengers in greater comfort, bolstered by upgraded cabin pressurization to a differential of about 8.8 psi, which permitted operations at altitudes up to 45,000 feet while maintaining a sea-level cabin environment.[5] Initial modifications included the addition of a seventh window per side for better cabin illumination and visibility, along with refined windshield design for reduced drag, all while preserving the core swept-wing airframe and twin General Electric CJ610 turbojet configuration of the Learjet 23.[7] These changes were announced publicly in October 1965, reflecting Lear's vision to evolve the business jet market toward safer, more capable short-haul platforms.[8] The first prototype was constructed at Learjet's Wichita facility starting in mid-1965, incorporating these enhancements to validate the design's feasibility under Federal Aviation Regulations Part 25. Rollout occurred shortly before its maiden flight on February 24, 1966, marking a rapid development cycle that underscored the team's experience from the Learjet 23 program.[7] This prototype demonstrated immediate promise in preliminary tests, setting the stage for certification and production later that year.[3]Certification and production
The prototype Learjet 24 conducted its maiden flight on February 24, 1966, at the company's Wichita, Kansas facility, with test pilots evaluating its stability, handling qualities, and overall aerodynamic performance. Initial test results highlighted the aircraft's enhanced longitudinal stability compared to its predecessor, the Learjet 23, and confirmed responsive controls suitable for high-speed operations, paving the way for further flight testing.[9][10] The Learjet 24 achieved FAA type certification on March 17, 1966, as the first business jet approved under FAR Part 25 transport category standards, which encompassed rigorous evaluations of structural integrity, propulsion systems, flight controls, and emergency procedures to ensure compliance with commercial airworthiness requirements. Subsequent variant certifications followed, including the 24A on November 9, 1966. This regulatory milestone enabled the aircraft's entry into service later that year, with initial customer deliveries commencing in mid-1966.[10][9] Manufacturing of the Learjet 24 took place exclusively at Learjet's production facility in Wichita, Kansas, where assembly lines integrated fuselage construction, avionics installation, and engine mounting. At peak production in the late 1960s, the facility employed over 1,000 workers to support a monthly output rate approaching 10 aircraft, reflecting the model's strong initial market demand. A total of 259 units across all variants were completed between 1966 and 1977.[10][7] Production of the Learjet 24 concluded in 1977 amid evolving market dynamics, including a shift toward larger business jets with greater range and passenger capacity, as well as intensifying competition from emerging rivals like the Cessna Citation series, which offered improved fuel efficiency and quieter turbofan propulsion. Learjet redirected resources to the turbofan-equipped Learjet 25, effectively phasing out the 24 series to align with these industry trends.[6][7]Operational introduction
The Learjet 24 entered commercial service with initial deliveries commencing in the middle of 1966, shortly after its certification under FAR Part 25 in March of that year. Early operators reported positive feedback on its reliability and performance, particularly its high-speed capabilities reaching up to 518 mph and ability to operate at altitudes of 45,000 feet, which provided efficient short-haul operations with a range of approximately 1,500 nautical miles. These attributes addressed previous limitations in the Learjet 23, such as lower weight allowances, and helped establish the aircraft as a dependable option for executive transport.[3][8] Positioned as a premium high-speed business jet, the Learjet 24 targeted short-haul executive travel, enabling typical missions such as quick trips between regional airports not served by commercial airlines, often covering distances of 500 to 1,000 nautical miles for corporate leaders and celebrities. Its market reception was strong in the late 1960s, where it competed primarily with the Dassault Falcon 20 and Hawker Siddeley HS 125, offering superior speed and a compact design suited for personal and business use. By the mid-1970s, sales had exceeded 200 units, contributing to a cumulative total of around 500 Learjets delivered across models by 1975, reflecting robust demand in the emerging light business jet segment.[11][12][13] In response to initial operator input, Learjet implemented early modifications, including minor avionics enhancements and the introduction of the 24A variant in 1966, which featured increased fuel capacity and a higher maximum takeoff weight to better accommodate growth in payload and range. These changes stemmed from feedback on the need for expanded operational flexibility beyond the original model's constraints. To support safe integration into service, Learjet established formal training programs in 1969 by partnering with FlightSafety International as its factory-authorized provider, followed by the opening of a dedicated Learjet Learning Center in Wichita, Kansas, in 1971 for pilots and maintenance crews.[5][3][14][10]Design
Airframe and cabin
The Learjet 24 features an all-metal airframe constructed primarily from aluminum alloy in a flush-riveted semi-monocoque design, providing structural integrity and lightweight efficiency for high-speed operations.[1] The fuselage is stretched by 9 inches (229 mm) compared to the preceding Learjet 23 model, increasing the overall cabin volume while maintaining a compact profile suitable for business jet applications.[1] Overall external dimensions include a length of 43 ft 3 in (13.18 m), a wingspan of 35 ft 7 in (10.85 m) over the tip tanks, and a height of 12 ft 3 in (3.73 m), contributing to its agile handling and short-field performance.[4] The design incorporates wingtip fuel tanks, each holding approximately 100 US gallons, which enhance range without significantly increasing drag. The empennage features a T-tail configuration, improving stability at high altitudes and low speeds compared to the straight-tail Learjet 23.[1] For later variants like the 24D/E/F, the cabin offers a pressurized environment with dimensions of 4 ft 3 in (1.30 m) in height, 4 ft 9 in (1.45 m) in width, and approximately 12 ft 7 in (3.84 m) in length, yielding a total volume of about 220 cubic feet.[15] This layout accommodates club-style seating for up to 6-8 passengers, a compact lavatory, and a baggage area with 25 cubic feet of internal capacity, prioritizing comfort on short to medium-haul flights.[7] Early models incorporate seven oval windows per side, enhancing natural lighting and outward visibility for occupants compared to prior designs.[7] The wings are of all-metal cantilever construction with a low-wing configuration and a quarter-chord sweep angle of 13 degrees, fitted with leading-edge slats and spoilers to optimize high-speed stability and control during approach and landing.[16] The landing gear is a retractable tricycle arrangement with hydraulic actuation, featuring dual wheels on the main struts and a single nose wheel, designed for reliable ground handling on varied runway surfaces.[4]Powerplant and avionics
The Learjet 24 is powered by two General Electric CJ610-6 turbojet engines mounted in nacelles on the rear fuselage, each delivering 2,950 lbf (13.1 kN) of thrust.[17] These engines drive the aircraft's propulsion system, enabling high-speed performance with a maximum speed of 475 knots (Mach 0.77 at altitude) and a normal cruise speed of 439 knots at 41,000 feet.[7] The fuel system consists of integral wing tanks with a total capacity of 5,628 pounds (840 US gallons), supporting a balanced field length takeoff distance of 4,300 feet under standard conditions.[7] The avionics suite in the original Learjet 24 configuration includes dual VHF communication radios, an automatic direction finder (ADF), VOR/ILS navigation receivers, and a radar altimeter for terrain awareness during approach and landing.[5] Instrumentation centers around analog gauges with a Collins PN-101 navigation display and a Lear attitude gyro, providing essential flight data in a compact cockpit layout. Later modifications have incorporated electronic flight instrument systems (EFIS), such as the EFI-890R, to replace legacy electro-mechanical instruments with digital displays for improved situational awareness.[18] The electrical system operates on 28-volt DC power, generated by two 400-amp engine-driven starter-generators and supplemented by inverters for AC requirements, with a nickel-cadmium battery pack offering up to one hour of emergency backup.[5] Pressurization is achieved through engine bleed air, maintaining a maximum differential of 8.78 psi to keep the cabin altitude at approximately 7,000 feet when flying at the 45,000-foot service ceiling.[5]Variants
Learjet 24A and 24B
The Learjet 24A, the first production variant of the Learjet 24 series derived from the Learjet 23, entered service in 1966 with 81 units built through 1970. This model introduced an increased maximum gross weight of 13,499 lb compared to the base Learjet 24, enabling enhanced payload and fuel capacity for improved operational flexibility. Enhanced flap design further contributed to shorter takeoff distances, addressing early user needs for better short-field performance and reliability in challenging hot and high-altitude environments. A refined fuel system optimized efficiency by incorporating a jet pump mechanism for more consistent delivery, reducing operational variability from the predecessor.[19][5] The Learjet 24B succeeded the 24A, with production spanning 1970 to 1972 and totaling 49 aircraft. It featured upgraded General Electric CJ610-6 turbojet engines, each rated at 2,950 lbf of thrust, which provided marginal gains in power over the CJ610-4 units in earlier models while maintaining compatibility with existing airframes. An improved engine starting system enhanced cold-weather reliability and reduced startup times, responding to market feedback on operational dependability in diverse conditions. These upgrades built on the 24A's foundation to meet growing demand for robust performance in business aviation.[17][20] Both the 24A and 24B variants shared core performance parameters, including a standard range of 1,350 nautical miles and a maximum operating altitude of 45,000 feet, which supported efficient transcontinental flights for corporate users. These models collectively filled initial market gaps for lightweight jets capable of reliable high-altitude operations, with production focused on iterative enhancements to fuel management and powerplant durability.[7][3]Learjet 24D
The Learjet 24D, produced from 1973 to 1976 with 99 aircraft built (including the 24D/A subvariant), built upon earlier models by introducing angular cabin windows designed to reduce aerodynamic drag, along with optional tip tanks and an increased gross weight of 13,500 pounds. Additional design tweaks included repositioned antennas for improved performance and optional high-speed ailerons to enhance maneuverability at elevated speeds. The Learjet 24D used General Electric CJ610-8A engines, an upgrade from the CJ610-6 in the preceding 24B variant. The 24D/A was a lightweight iteration with restricted gross weight of 12,500 pounds and standardized FAA-certified wet wings for integral fuel storage, enhancing efficiency and supporting a maximum range of 1,725 nautical miles under typical conditions; 78 examples of the 24D/A were produced within the total.[21][22] Performance improvements in the 24D included a high-speed cruise of 534 mph and a landing distance of 3,550 feet, facilitated by enhanced brakes.[23] These upgrades contributed to its popularity among operators for transcontinental U.S. flights, offering reliable range and speed for business and executive transport.[3] (Note: The planned Learjet 24C, a lightweight version without fuselage tank and with wet-wing fuel tanks for increased capacity, was abandoned in 1970 with none built; the 24D incorporated similar enhancements.)Learjet 24E and 24F
Building on the 24D's foundation, the Learjet 24E introduced significant aerodynamic enhancements, including the Century III wing fitted with winglets; 16 examples were built in 1976-1977. These modifications permitted a service ceiling of 51,000 feet while lowering the stall speed for improved handling at high altitudes.[24][25] The Learjet 24F, produced in 13 units during 1976-1977, incorporated additional refinements such as delta fins to bolster directional stability, with the combined 24E and 24F production totaling 29 aircraft. These late-model variants emphasized key advancements like early noise reduction design elements and an elevated initial climb rate of 6,800 feet per minute, facilitating quicker ascents to cruise altitudes.[26][27][25] As the concluding variants in the Learjet 24 lineup, the 24E and 24F were engineered with forward compatibility for subsequent hush kit installations, anticipating evolving regulatory demands for quieter operations.[28]Original Learjet 24
The original Learjet 24 was the initial production model, certified in 1966 with a maximum gross weight of approximately 13,000 lb. Only a small number (contributing to the series total of 259) were built before transitioning to the 24A variant, serving as the foundation for subsequent improvements in range and performance.[23]Operational history
Civilian and commercial use
The Learjet 24 served primarily as an executive transport aircraft in the civilian sector, typically configured for four to six passengers in a club seating arrangement, enabling missions of 1,300 to 1,600 nautical miles depending on payload and fuel load.[5] Its high-speed performance, with cruise speeds up to 458 knots at 41,000 feet, made it a preferred choice for time-sensitive business travel among corporations and high-net-worth individuals during the 1960s and 1970s.[5] The model's certification under FAR Part 25 in 1966 further supported its commercial viability by allowing higher gross weights and broader operational flexibility for private and charter services.[5] In its peak era, the Learjet 24 was widely adopted by corporate fleets in the United States, where it became a staple for executive transportation, with production totaling 259 units, many entering business aviation operations.[8] Charter companies also utilized the aircraft for on-demand services, capitalizing on its efficiency for short- to medium-haul routes. Economic factors included relatively high fuel consumption from its General Electric CJ610 turbojet engines, contributing to elevated operating costs and maintenance demands compared to later turbofan designs.[5] As of 2025, approximately 127 Learjet 24 and related variants remain airworthy worldwide, with a significant portion upgraded for Part 135 operations in charter services.[9] These surviving aircraft often feature modern avionics retrofits to meet current regulatory standards, sustaining their role in regional business and charter flights. The model maintains dominance in North America, particularly among U.S. and Canadian operators, while exports have supported usage in Europe and Latin America through companies such as Adlair Aviation in Canada, Airone Ambulance in Italy, and multiple Mexican firms including Ejecutivo Empresarial Aereo and Patriot Aviation.[9] At least eight units are actively available for worldwide charter, underscoring ongoing commercial relevance despite the aircraft's age.[9]Government and research applications
The Learjet 24 found significant application in government and research roles, particularly through NASA's utilization as an airborne observatory for infrared astronomical observations. In 1973, NASA Ames Research Center acquired a modified Learjet 24B, registered N705NA, equipping it with a 12-inch infrared telescope developed by Dr. Frank Low and his team at the University of Arizona. This configuration allowed the aircraft to conduct high-altitude flights above 40,000 feet, minimizing atmospheric interference to study celestial objects, planetary atmospheres, and phenomena such as black holes and distant solar systems using infrared wavelengths. The observatory operated through the late 1970s and 1980s, contributing to early airborne astronomy before being succeeded by larger platforms like the Kuiper Airborne Observatory.[29] Following its astronomical missions, the aircraft was transferred in 1998 to NASA's Dryden Flight Research Center (now Armstrong) and re-registered as N805NA for general flight research support, including chase operations and systems testing. Modifications included provisions for external sensors and internal instrument racks to accommodate research payloads, enabling rapid climbs to operational altitudes for time-sensitive experiments. However, on June 7, 2001, N805NA sustained substantial damage during a touch-and-go landing at Edwards Air Force Base due to overcontrol by the copilot, leading to its decommissioning after nearly three decades of service.[29][30][31] In military applications, the Learjet 24 served limited roles in VIP transport and utility missions. The Venezuelan Air Force operated at least one Learjet 24D (serial 24-250, marked 0006), acquired in 1985, for executive transport duties supporting high-level officials. This variant's high-speed performance and short-field capabilities made it suitable for rapid domestic deployments, though the fleet was small and primarily non-combat oriented. No widespread adoption occurred in other major militaries, such as the U.S. Air Force, which favored later Learjet models like the 35/36 series for similar roles.[32] Research modifications to Learjet 24 airframes often involved sensor integrations for specialized payloads. The NASA example featured a forward-mounted telescope pod with cryogenic cooling systems and data acquisition suites to capture infrared spectra during flights. Other dedicated configurations included provisions for radar and environmental sensors, such as those tested in atmospheric sampling missions, though these were typically one-off adaptations rather than standard variants. By the 2000s, most government-operated Learjet 24s had been retired due to aging airframes and the availability of more advanced platforms, with the NASA aircraft's 2001 mishap marking the end of its active research career. One notable preserved element is the original infrared telescope from the Learjet Observatory, now held by the Smithsonian National Air and Space Museum.[30][33]Safety and modifications
Accidents and incidents
The Learjet 24 has been involved in 46 hull-loss accidents since its entry into service in 1966, according to the Aviation Safety Network database (as of November 2025).[34] These events have resulted in roughly 100 fatalities across all incidents, though survival rates have improved significantly since the 1980s due to enhanced safety protocols and aircraft modifications.[34] Investigations by the National Transportation Safety Board (NTSB) and International Civil Aviation Organization (ICAO) have been instrumental in identifying patterns and recommending improvements, such as stall warning system enhancements following early loss-of-control events.[35] One of the most notable incidents occurred on January 6, 1977, when Learjet 24B N12MK, operating a charter flight from Palm Springs, California, to Las Vegas, Nevada, crashed into mountainous terrain approximately 22 miles northwest of Palm Springs, killing all four occupants, including Natalie "Dolly" Sinatra, mother of entertainer Frank Sinatra.[36] The NTSB determined the probable cause as the captain's failure to follow the published instrument departure procedure and misinterpretation of air traffic control clearance, leading to controlled flight into terrain; no evidence of icing or mechanical issues was found.[35] This accident highlighted communication and procedural errors in instrument flight rules operations, prompting reviews of pilot training standards for high-performance jets.[35] Another significant event took place on November 20, 1998, at Mexico City International Airport, where Mexican Navy Learjet 24D MTX-02 failed to rotate during takeoff, resulting in an aborted takeoff, runway overrun, gear collapse, and fire, with no injuries to the seven occupants.[37] The incident was attributed to performance issues during the takeoff roll, as per preliminary reports from Mexican aviation authorities, underscoring vulnerabilities in powerplant performance under high-density altitude conditions. Analyses of Learjet 24 accidents reveal recurring causes, including high-speed stalls in at least 10 documented cases, often linked to pilot inputs during high-altitude operations or approach phases.[38] Weather-related factors, such as icing or turbulence, contributed to about 15% of incidents, exemplified by controlled flights into terrain during instrument meteorological conditions.[39] Mechanical failures accounted for roughly 20% of hull losses, including engine power loss or control system malfunctions, as investigated in multiple NTSB reports.[38] These findings from NTSB and ICAO probes, such as the 1977 Palm Springs crash, directly influenced upgrades like improved stall warning systems to mitigate aerodynamic upset risks.[35]Noise compliance and upgrades
The Learjet 24, originally certified under earlier noise standards, required significant post-production modifications to comply with the FAA's Stage 3 noise regulations, which became mandatory for all civil subsonic jet operations in the contiguous United States by December 31, 2015, under the FAA Modernization and Reform Act of 2012.[40] These rules phased out Stage 2 aircraft like the Learjet 24 to reduce community noise exposure, with non-compliant jets prohibited from U.S. operations after that date.[41] To meet Stage 3 limits, which demand approximately 9 effective perceived noise decibels (EPNdB) quieter than Stage 2 at key measurement points for this aircraft class, operators installed hush kits that suppress exhaust noise through modified nozzles and fairings. Aftermarket hush kits emerged as the primary solution in the 1990s and 2000s, with providers like Avcon Industries offering FAA-approved supplemental type certificate (STC) ST01733WI kits for the Learjet 24 series, featuring multi-lobed nozzles to mix exhaust flow and achieve compliance without performance penalties.[42] Butler National Corporation also provides the Quiet Lear Hush Kit under the same STC, compatible with models including the 24, 24A, 24B, 24D, 24E, and 24F, enabling continued operations in noise-restricted airspace.[43] These kits typically reduce exhaust noise by 5-7 dB, sufficient to meet Stage 3 thresholds while preserving climb rates and cruise speeds.[44] Installation costs ranged from $100,000 to $150,000 per aircraft in the mid-2010s, depending on the provider and any integrated performance enhancements.[45] Beyond noise abatement, operators pursued complementary upgrades for regulatory and operational viability, including avionics modernizations to support Wide Area Augmentation System (WAAS) GPS navigation. Butler National's STC-approved Garmin GTN installations for the Learjet 24 integrate WAAS/LPV approach capabilities and autopilot roll-steering, ensuring compliance with next-generation airspace requirements like ADS-B Out mandated since 2020.[46] Wet wing certifications for variants like the 24D/A further enhanced fuel efficiency and range by integrating sealed wing tanks, reducing corrosion risks and extending structural life.[47] As of 2025, approximately 80% of the roughly 127 active Learjet 24 aircraft worldwide have undergone these modifications, allowing sustained operations in the U.S. and European Union under ICAO Annex 16 standards, which mirror FAA Stage 3 for international flights.[9] These upgrades, while prompted in part by safety incidents highlighting engine noise contributions to operational risks, have extended the type's service life into the 2020s for charter and corporate use.[48] However, they introduce higher maintenance costs, including periodic inspections of hush kit components and avionics software updates, potentially adding 10-15% to annual operating expenses.[49]Specifications
General characteristics
The Learjet 24F serves as the reference variant for the general characteristics of the Learjet 24 series, a light business jet designed for efficiency in short-range operations. It accommodates a crew of two pilots and up to six passengers in a pressurized cabin, though configurations can support up to eight occupants with reduced comfort. The airframe is constructed primarily from aluminum alloys, ensuring structural integrity while minimizing weight. Dimensions and capacities reflect a compact footprint optimized for rapid climb and maneuverability, with earlier models like the 24A and 24B exhibiting slight variations in weights due to engine and fuel system differences.Performance
The Learjet 24 is renowned for its impressive speed and high-altitude capabilities, making it one of the fastest light business jets of its era. Its maximum speed reaches 475 knots (547 mph or 880 km/h) at altitudes above 31,000 feet, limited by a maximum operating Mach number of 0.81.[7][22] Normal cruise speed is 439 knots (505 mph or 813 km/h), while economy cruise operates at 410 knots (472 mph or 759 km/h), allowing efficient long-distance travel.[7] With a service ceiling of 45,000 feet for early models and up to 51,000 feet for later variants like the 24F, the aircraft excels in the flight envelope, enabling operations above most commercial traffic.[22][7] The initial rate of climb is 6,800 feet per minute, providing rapid ascent to cruise altitudes.[4] Range performance supports typical missions with four passengers at 1,472 nautical miles (1,695 statute miles or 2,725 km), including reserves, while ferry range extends to approximately 1,600 nautical miles (1,841 statute miles or 2,963 km) with minimal payload and full fuel.[4][5] Takeoff distance over a 50-foot obstacle is 3,300 feet under standard ISA conditions at sea level, and landing distance is around 3,310 feet.[50][4] Fuel consumption averages 257 gallons per hour during cruise, yielding a typical endurance of about 3.5 hours for standard profiles.[4]| Performance Metric | Value | Conditions/Notes |
|---|---|---|
| Maximum Speed | 475 kn (547 mph, 880 km/h) | At 31,000+ ft |
| Normal Cruise Speed | 439 kn (505 mph, 813 km/h) | ISA conditions |
| Range (4 passengers) | 1,472 nmi (1,695 mi, 2,725 km) | With reserves |
| Ferry Range | 1,600 nmi (1,841 mi, 2,963 km) | Full fuel, minimal payload |
| Service Ceiling | 45,000–51,000 ft | Varies by variant (24F: 51,000 ft) |
| Rate of Climb | 6,800 ft/min | Sea level, all engines |
| Takeoff Distance | 3,300 ft | ISA, sea level, 50 ft obstacle |
| Landing Distance | 3,310 ft | ISA, sea level |
| Fuel Consumption (cruise) | 257 gal/h | Normal cruise |
| Endurance | 3.5 hours | Typical mission with reserves |