Three Citation Derivatives Round Out Cessna's Business Jet Family

Cessna is making itself more attractive to business flyers with three derivative aircraft offering improved performance and amenities compared with current models.

Cessna's entry level CE-525 CitationJet is becoming the CJ1, at a block point change early in 2000. As part of the first major change since CitationJet deliveries began in early 1993, the CJ1 will get a 200-pound boost in maximum takeoff weight, enabling it to carry a single pilot, plus three passengers and 75 pounds of baggage with full fuel.

The down side of the weight increase is an increase in takeoff field length from 3,080 feet to 3,280 feet under sea level, standard day conditions.

In addition, the CJ1 is being fitted with a two-screen, Pro Line 21 avionics package that includes a solid-state AHRS, solid-state digital air data computer, dual digital flight control system, and a Collins RTA-800 weather radar, a slightly decontented version of the $81,000 all solid-state WXR-840. Rounding out the package are panel-mount AlliedSignal CNI-5000 avionics, featuring 25/8.33 KHz com radio channel spacing and a console-mount KLN-900, approach-certificated GPS receiver. Avionics options include RVSM certification, CVR, a terrain alerting and warning system, a collision avoidance system and either an AlliedSignal GNS-Xls or Universal UNS-1k FMS.

Joining the CJ1 will be a 3.3-foot-stretch version of the CitationJet called the CJ2. The stretch results in a much needed, two-inch increase in cockpit leg room and 33 inches more cabin length for the six passenger seats. Similar to the CJ1, the CJ2 will be certificated for single-pilot operations. A common CJ1/CJ2 type rating is planned.

A vapor-cycle air-conditioning system with 33 percent more capacity than that of the CJ1 will keep occupants comfortable in warm weather. The entry steps have been improved to ease boarding.

The CJ2's aft luggage compartment has been enlarged to 74.4 cubic feet and lengthened to 85 inches on the right side. This enables it to accommodate large luggage, for example a pair of skis 210 centimeters long.

The cabin has a full-size refreshment center and a more fully enclosed aft lavatory, plus a redesigned interior and seats, for more seated headroom and legroom for pilots and passengers. Notably, all the cabin furnishings will be pin-mounted for ease of removal/replacement during maintenance inspections.

Three feet will be added to the inboard section of the natural laminar flow wing. Fuel capacity increases to 4,000 pounds, compared to 3,220 pounds for CJ1. Two feet more span are being added to the horizontal tail to stretch the center of gravity envelope.

The CJ2 will be fitted with two Williams-Rolls Royce FJ44-2C engines, rated at 2,300 pounds of thrust for takeoff to ISA+7 degrees. Fuel heaters eliminate the need for anti-icing additives.

The avionics package is identical to that of the CJ1.

The CJ2's maximum takeoff weight will be 12,300 pounds, enabling it meet FAR Part 23 certification requirements without waivers. It will have an initial cruise altitude of FL 430 in ISA conditions and a certificated ceiling of 45,000 feet. The CJ2 will be able to fly a single pilot and three passenger's 1,680 miles. It will have a 3,450-foot takeoff field length.

Maximum CJ2 cruise speed will be 400 kt, a 20-kt increase over that of the CJ1. The CJ2, though, will squeeze more miles out of a pound of kerosene because it will cruise at higher altitudes than the CJ1.

The CJ2 prototype will first fly in the second quarter 1999. Type certification is slated for second quarter 2000. Initial customer deliveries are scheduled for early 2001. The CJ2 is priced at $4,195 million (1998 dollars) for the first 50 orders, with a CPI-W escalation clause. Since announcing the program to prospective customers in August 1998, Cessna claims to have racked up 50 orders and 20 options.

Citation Ultra, the sales leader in the Citation line-up, also is being updated-a block change beginning with serial number 560-0539. On July 9, 1998, Cessna's advanced development team flew a prototype Ultra Encore, the "ne plus ultra" iteration of the Citation V certificated in 1988. The aircraft is on track for fourth quarter 1999 type certification and second quarter 2000 customer deliveries.

On the Encore, Pratt & Whitney Canada PW535s, rated at 3,360 pounds of thrust to ISA+12 degrees, replace the relatively thirsty, 3,045-pound-thrust P&WC JT15D-5D turbofans of the Ultra. The PW535 engines have a 10% increase in thrust, as well as 16% better specific fuel consumption. The PW535's initial TBO is 5,000 hours, compared with 3,500 hours for the JT15D-5D engines. Fuel heaters eliminate the need for anti-icing additives.

The Encore's fuel capacity has been decreased to 5,298 pounds, 477 pounds less than the Ultra's, but it has more range than the Ultra-1,700 nmi with NBAA IFR reserves. The reduction in fuel tank size allowed Cessna to fit the Encore with soft-landing, trailing link, main landing gear, a welcome change for pilots who griped about the notorious kerplunk touchdown characteristics of the stiff-legged Ultra and Citation V aircraft. In addition, the wheel track has been narrowed 3.7 feet for better ground tracking and more mannerly, crosswind landing behavior.

The Encore's standard equipment list has been increased and many systems have been upgraded. Bleed air will be used to anti-ice the wing leading edge, and several boundary layer energizers, plus a stall fence, have been added to the wing to improve stall characteristics. A digital pressurization controller reduces pilot workload and an improved wheel brake system offers better modulation. Redesigned interior fittings and passenger seats provide more seated headroom. New passenger service units provide more even airflow and temperature control. Similar to the CJ1/ and CJ2, the Encore will have pin-mounted interior furnishings for easier removal/replacement during maintenance procedures.

The standard Honeywell Primus 1000 avionics package features three large-format displays, an AlliedSignal GNS-Xls FMS, Primus II CNI radios with 25/8.33 KHz com channel spacing, and RVSM certification. A Universal UNS-1Csp FMS is optional.

The Encore's MTOW is being bumped 330 pounds to 16,630 pounds, enabling it to carry five passengers with full fuel. The additional weight increases takeoff field length to 3,561 feet, compared with 3,180 feet for the Ultra. The much improved high altitude thrust output of the PW535 engines, however, allow the Encore to climb faster and cruise higher. Its initial cruise altitude is FL 450. The Encore is priced at $6.875 million (in year 2000 dollars).

By Fred George