~"!III)narliTill

t1HIl'Jf.'1L" I ~ H n

-

Power and speedCJs and Clls are powered by 1,900­pounds static thrust, Williams-RollsFJ44-1A turbofans; the CJ2 has 500 morepounds of thrust per side thanks to itsWilliams-Rolls FJ44-2C powerplants.This gives the CJ2 two-engine climbrates in the area of 3,800 feet perminute, single-engine climb rates ofabout 1,100 fpm, and a maximumpotential cruise speed of 416 knots-atlight weights and a cruise altitude of29,000 feet. Under similar conditions,CJs and CJ 1s rnax out somewherearound 388 knots in cruise and havemaximum all-engine and single-engineclimb rates of approximately 3,300 and850 fpm, respectively.

Cessna is hoping that some of the ser­vice experience accrued by the CJ andCJ1 engines will apply toward the CJ2from its first delivery. As it stands now,the -lA engines have 2,400-hour recom­mended time between overhauls (TBOs).

With enough satisfactory time in servicethis TBO will reach its mature target of3,000 hours by later this year. As for theCJ2, its mature TBO is projected to be3,500 hours. But inasmuch as its engineshave yet to prove themselves, the CJ2'sinitial TBO has yet to be posted. Cessnais hoping it can begin deliveries with the3,500-hourTBO already in place.

The FJ44s will come with a three­year 11,500- hour warranty. Cessna'sPowerAdvantage parts support programcan further protect owners facing bothscheduled and unscheduled mainte­

nance. This program requires that youset aside a fixed $52.22 per engine perhour payment in exchange for whatamounts to free engine parts .

Fuel heaters are standard equipmentin the CJ2, which means that Prist (afuel additive used to kill bacteria, fungi,and prevent fuel icing) isn't needed.This may seem like a small thing­unless you have to buy all those spraycans of Prist, stash them, and fool withattaching their lines to fuel nozzles dur­ing refueling. With fuel heaters, fuellines are routed through oil sumps, andit's the heated oil that keeps the fuellines from freezing up at altitude.

Bigger outside ...To accommodate a much-requested two­inch cockpit extension for additionalcockpit legroom and the CJ2's standard,six-seat interior, the airplane has beengiven a 33-inch fuselage stretch over theCJICJ1 fuselage dimensions. Another 17­inch tailcone stretch gives the CJ2 a muchlarger aft baggage compartment-large

AOPA PILOT' 78. JANUARY 2001

enough to obviate the need for a skitube-compared to its predecessors. It'scapable of holding 600 pounds in 50 cubicfeet of space-almost twice as much asthe CJICJ1 aft baggage compartment.

A three-foot wing stretch helps the CJ2to fly faster at altitude, and so do the 20­degree sweep, wider span, and greaterarea of the horizontal stabilizer. Naturallaminar flow over the wing surfaces­which extend to 30 percent of the wingchord (same as the CJ/Cll)-also helpsperformance at both the top and bottomends of the performance envelope.

For ice protection, the leading edges ofthe horizontal stabilizer use inflatable

deice boots. These boots can be cycledmanually or set to inflate automatically ata preset interval. Hot engine bleed airkeeps the engine nacelles and wing lead­ing edges ice-free, and a combination ofbleed air, alcohol spray, and an extend­able rain door keep the windshield free ofcontamination.

The CJ2 is built under the provisionsof FAR Part 23, which allows Cessna to

certify the airplane for single-pilotoperations-like the rest of the CJs. Butmany of its systems and structural fea­tures go way beyond the Part 23 rulesand comply with Part 25, Transport­category strictness. The wings havethree spars, for example, and dual,redundant load paths to bear the extraloads should anyone spar or attachpoint fail in flight. Windshields arebeefed up to take an eight-pound birdstrike head-on. Dual sets of inflatable

door seals are another safety feature. Ifone door seal fails, the other is able tomaintain cabin pressure.

.. .am/ inside

The standard CJ2 cabin is a six-placesetup (CJ/Clls have five-place cabins).with a forward refreshment center,forward club seating, and two forward­facing aft seats. Seats swivel, and theytrack fore, aft, inboard, and outboardfor optimum headroom and recliningspace. An aft toilet is optional, withnonflushing, nonbelted versions goingfor an extra $3,200 and a flushing, belt­ed (certified for use during takeoffs andlandings-as a passenger seat, that is)model costing $15,575.

All passenger seats are fireblocked,and there's an aft cabin baggage areacapable of holding as much as 100pounds in its four cubic feet of space.Together with the 400 pounds/20 cubicfeet of baggage capacity in the nose, thisgives the CJ2 a total maximum baggagecapacity of 1,100 pounds.

The standard (12 panel includes a singlePFO and MFD; a copilots PFD is a popular

option, though-even with its $1 18,000price tag. Overall, the CJ2airframe is larg­

er than its predecessors, with its biggerengine nacelles and swept horizontal sta­bilizer being the quickest ways to single

out a CJ2 on the ramp.

AOPA PILOT' 79 . IANUARY 2001

Pa.yloml!rangeThe CJ2 is a heavier airplane than its fore­bears-its maximum takeoff weight is12,375 pounds vs. the cn's 10,600pounds-and its full-fuel payload is listedas 868 pounds. CJs and CHs really sufferin this latter department, with full-fuelpayloads around 675 pounds (say, onepilot, three slim passengers, and theirbags). With the CJ2 you can theoreticallyload four passengers and two pilots, plustheir bags, and still launch with full fuel.

A look at the CJ2's payload/rangegraph says it all: At high-speed cruisepower and zero wind, standard condi­tions, one pilot can load every seat in thehouse (yes, including that belted toilet),fly 1,100 nautical miles nonstop, and landwith IFR fuel reserves. That's just thebasic, 45-minute IFR fuel reserve require­ment, mind you, and doesn't representNBAA IFR fuel reserves. NBAA IFR fuelreserves factor in allowances for a missed

approach, a climb to 5,000 feet, a five­minute hold, another climb to a cruisealtitude, a diversion to designated alter­nate airports at long-range cruise power,and a descent and landing with 30 min­utes' worth of holding fuel. Complyingwith these very conservative fuel reserverequirements will necessarily reduce anyairplane's range below the maximumtrumpeted by most manufacturers.

Even so, the CJ2's expanded pay-

AOPA PILOT - 80 -/ANUARY 2001

Cj2'scabin comes with a six-seat setup and theoption of a seventh seat in the form of an aft,belted potty seat. There'sa refreshment centerup front, as well as a side-facing bench seat.

load/range envelope advertises almosta 300-mile advantage over the CJ's andCH's. It all boils down to more flexibilityin the trade-off between fuel weight andpassenger weight, which is what thepayload/range chart is all about.

A Pro Line ptlllelLike the CH, the CJ2 uses the RockwellCollins Pro Line 21 avionics suite. Thestandard configuration is the same as theCH, which gives you two huge, eight-by­10-inch displays-one a primary flight dis­play (PFD) and the other a centrallymounted multifunction display (MFD). Acopilot's PFD is a $118,150 option.

You really can't say enough about theintuitive nature of this integrated system.Line select keys along the edges of thePFD and MFD let you call up coursearrows or bearing pointers, a V-speedselection menu, weather radar, and routedisplays. Rotating knobs to the right ofthe PFDs are for entering altimeter set­tings, dialing in V-speeds, or working theradar antenna tilt. Vertical tapes showairspeed, altitude, and vertical speed,and purple trend lines predictively iden­tify the altitude and airspeed you'll real­ize in 10 seconds-a feature that lets you

anticipate and control these variableswith a pro's touch. Afraid you'll set off theovers peed warning during a steepdescent? The purple line will confirm it,in which case you yank back on thethrust levers-or exert aft-stick pres­sure-and the trend lines will show youexactly how much you'll slow down.

Driving all this wizardry are twosmall digital quartz AHRS (attitudeheading reference systems). No spin­ning gyros here. This extremely sensi­tive equipment detects changes in roll,pitch, and yaw in milliseconds, and isreliable, to boot. Mean times betweenfailure are rated at 10,000 hours.

Engine and fuel information is dis­played across the top third of the MFD,and groundspeed, true airspeed, ramand static air temperature, and statuswith regard to standard atmosphereappear along the bottom of the MFD.

A Honeywell Bendix/King KLN-900serves as the standard-issue flight man­agement system, but most customershave ordered their CJ2s with either the

Honeywell GNS-X,s ($36,800) or Univer­sal Avionics UNS-IK ($30,775). The lat­ter two units have built-in fault de~c­tion capabilities and meet FMS specifi­cations for flight in European airspace.

Speaking of European compliance,another CJ2 option (at $4,100) is a set ofcommunications radios with 8.33 kHz fre-

quency spacing. And for the trip across thepond, the addition of a second air datacomputer, installation of a Honeywell AM­250 altimeter, and the customers' skinmapping of the fuselage area around thestatic ports let the CJ2 fly in the NorthAtlantic's reduced vertical separation min­imums (RVSM) airspace-the altitudesbetween Flight Level290 and FlA1O.

A Honeywell TCAS I ($87,375) andEGPWS ($86,375) are two more factory­installed options. Allavionics are covered bya five-yearwarranty with no hourly limits.

Price ami operati1lg eco1lomicsThe first 170 CJ2 orders were placed at abase price of$4.2 million; by 2004 Cessnais expecting a sales price escalation to $4.8million. To this, add another $300,000 to$400,000 for a typically outfitted airplane,which includes TCAS and the copilot'sPFD. Not so surprisingly, 25 of the first 40CJ2 orders came from existing CJ opera­tors, and 70 percent of all CJ2 depositorsare current or former Citation owners.

Operating costs of any airplane varygreatly,particularly with regard to the priceof fuel. Based on 500 hours of flying peryear and a fuel cost of $2.25 per gallon(those days are long gone) Cessna guide­books give a year-one direct operating costof$527.19 per hour. This breaks down toinclude $344.25 for fuel, $45.50 for laborreserves, $11 for Cessna's ProParts airframe

For landing, expect to use approach speeds inthe 105- to 113-knot range. After touchdown,the last. 6O-degreeflap setting will raise the

spoilers, dump a lot of lift, and help braking.

parts reserve program, and $126.44 inengine reserves. Cessna says this boilsdown to a per-mile operating cost ($1.46per nautical mile) that beats that of anyturboprop twin-something that Citationsalesmen harp on a lot. (See, it really ischeaper to flya jet than a turboprop!)

As for fixed costs, Cessna figures a pilotwill cost $75,000 a year in salary and ben­efits, hangar rental will come in at around$12,000 a year, hull insurance will cost$31,500, liability and medical insurancewill be another $6,500, and recurrent

pilot training at FlightSafety International(initial training is included in the pur­chase price) will run $7,100 per year. Thisgives you $132,100 in annual fixed costs.

Add the fixed costs to the direct costs

and Cessna comes up with a total first­year annual cost of$388,595. Subsequentyears are pricier primarily because main­tenance costs tend to increase over time.

This is just a Cessna-provided budget esti­mate, remember, and it was made whenJet-Awas less expensive than it is today.

F(}'illg tbe CJ2Starting a CJ2, like any other Citation, is amatter of pushing a button and watchingthe engines' interturbine temperatures

(lTTs) rise. If they threaten to go into thered arc, then pull the appropriate thrustlever up and out of its detent, then pull itback to the idle cutoff position to preventany heat-related engine damage. Likemost, my starts are uneventful, and soonwe're taxiing away from the Cessna rampat Wichita's Mid-Continent Airport,bound for a two-hour, 20-minute flight toAOPA'shome field at the Frederick Munic­

ipal Airport in Maryland.Taxiing took a little getting used to. The

nosewheel steering is sensitive, and thenew digital antiskid braking system reallygrabs when you make even slight steeringpressures. With the thrust levers at theFlight Idle position, small, scoop-shapedthrust attenuators (TAs) aft of the enginepylon automatically deploy. TAsare the CJfamily's answer to thrust reversers. Theydeflect and diminish engine thrust with­out the complicated assemblies bound upin conventional thrust reversers. For longor uphill taxis you can manually stow theTAsfor faster taxi speeds or extra oomph.

With help from my demonstrationpilot, David Bodlak, I program our routeinto the airplane's Universal UNS-IK, thengo to the unit's fuel pages to add up aurweights, which come to a 12,109-lb takeoffweight. Of that figure, 4,070 pounds is fuel.

We plug in our takeoff V-speeds andsoon we're in position for takeoff. I run thepower up to 98.9-percent N1, release the

AOPA PILOT· 81. JANUARY 2001

Cessna Citation CI2(C-525A)

Base price: $4.2 million

45,000 ft

Maximum operating altitudeLanding distance

Performance

Takeoff distance, balanced field length 3,450 ftMax demonstrated crosswind component 26 ktRate of climb, sea level 3,870 fpmSingle-engine ROC, sea level 1,160 fpmCruise speed/endurance w/45-min rsv

(fuel consumption)@ High-speed cruise33,000 ft@ Long-range cruise

SpecificationsWilliams-Rolls FI44-2C, 2,400 lbst ea

46 ft 11 in13 ft 11 in49 ft 6 in264 sq ft

46.6Ib/sq ft2.56Ib/lb thrust

2+6/718 ft 10 in4ft 11 in4ft lOin7,5271b

12,4251b5,0591b

868lb12,3751b11,500 lb9,3001b

586 ga1/3,932 lb400 lb, 20 cu ft

100 lb, 4 cu ft600 lb, 50 cu ft

(589 pph/88 gph)45,000 ft

2,980 ft

What lliche lle.\·t?

The CJ2 is more like a low-end mid-size jetthan a high-end "baby jet," which provesonce more that Cessna seems to be the

master at finding-or inventing-newniches and subniches of aircraft. Because

of its straightforward handling, simple sys­tems, single-pilot certification, andincreased capabilities the CJ2 ought to beevery bit as successful as the other CJswere. Strong rumors suggest that the nextCessna might not be a jet at all. It could bea turboprop with a single propeller drivenby a dual-engine installation-somethingto fill the niche between the Caravan andthe CJs. Which would make it, what? Anentry-entry level to high performance tur­bines? Pay attention next fall, when anynew turbine aircraft worth their salt are

paraded at the annual National BusinessAircraft Association convention. 0

stops wim a minimum of fuss. The trailinglink landing gear can certainly take someof the credit for whatever smoothnessmere was in my plant-it -now touchdown.

All specifications are based on manufacturer'scalculations. All performance figures are based onstandard day, standard atmosphere, sea level condi­tions unless otherwise noted.

•...• Links to additional informationU on the Citation series may befound on AOPA Online (www.aopa.org/pilotllinks.shtml). E-mail the authorat tom.horne@aopa.org

For more information, contact Cessna Market­ing; at The Cessna Aircraft Company, Post OfficeBox 7706, Wichita, Kansas 67277; telephone316/517-6449;fax 316/517-6640; or visit the Web site(www.CJ2.Cessna.comJ. '

VS1 (stall, clean)Vso (stall, in landing configuration)

Limiting and Recommended Airspeeds

VMCA(min control w/one engine inoperative, air)87 KIAS

VMCG(min control w/one engine inoperative,ground) 89 KIAS

VA(design maneuvering) 205 KIASVFE(max flap extended), 15 degrees 200 KlAS

35 degrees 161 KlASVLE(max gear extended) 275 KlASVw (max gear operating)

Extend 185 KlASRetract 185 KlAS

V~IO(sl to 8,000 ft) 260 KlASVMO(8,000 to 29,300 ft) 275 KlASM~IO(29,300 ft and above) Mach 0.72VREF (reference speed @ max landing weight)

113 KlAS103 KIAS89 KIAS

410 kt/2.3 hr

(1,165 pphl173 gph)351 kt/3 hr

plete with an arrow depicting winddirection) gives us a 471-knot ground­speed. Soon, we'll need to descend.

After a bout of furious tapping at theFMS, we set in our next fix. This involvesus crossing a point 15 nautical mileswest of the Morgantown, West Virginia,VOR at 15,000 feet. Using auto flight andthe FMS' VNAVmode, the FMS brings usdown with precision not once, but threetimes before we finally spot Frederick.

We have had absolutely beautiful VFRweather all the way, and for good reason.A massive high-pressure system movedover the entire eastern half of the United

States the night before the flight. That'sgreat for visibility, but not so good forlow-level turbulence and gusty winds.The mechanical man in Frederick's

AWOSgives the news: winds 20 knots outof the northwest, gusting to 30 knots.

To compensate for me gusts, I use a ref­erence speed of 120 knots on short final.Final checklist complete, Bodlak readies toput the flaps to the 60-degree, full downposition as soon as we touch down. Thisinvokes a "lift dump" feature similar tothat used in Hawker jets: Spoilers deployas the flaps reach the 60-degree position,thus killing lift and putting maximumweight on the wheels. Add in the effect ofthe TAsand firm braking, and me airplane

PowerplantsLengthHeightWingspanWing areaWing loadingPower loadingSeats

Cabin lengthCabin width

Cabin heightStandard empty weightMaximum ramp weightMaximum useful load

Payload w/full fuelMaximum takeoff weightMaximum landing weightMaximum zero fuel weightFuel capacity, stdNose baggage capacityCabin baggage capacityTailcone baggage capacity

brakes. and wait for our VI of 102 knots.That behind us, we settle into a 3,500-fpmclimb on our way to 5,000 feet and ButlerVOR, our first fix. Then will come the Bel­laire, Ohio, VOR, then good old FDK-aremarkably direct route.

Thirty minutes after takeoff we're in ahigh-speed cruise at FL370 (we hada few ATC-issued step climbs alongthe way). doing 403 knots true airspeed.Thanks to a healthy tailwind our ground­speed is 458 knots. Occasionally, our air­speed creeps up to 227 knots indicated,which gives us a 41O-knot true airspeed, orMach 0.718. The fans are set at 101.2 per­cent N I' we're burning 900 pph of Jet-A(about 134gph), and our static air temper­ature is minus 55 degrees Celsius, or ISAplus 2 degrees. You can see all this in aninstant across tlle lower edge of tlle MFD.

The CJ2's panel layout is worthmentioning in some detail. Up on thegIareshield you find the annunciator lightsand engine fire detection and extinguish­ing switches. The emergency gauges (atti­tude indicator, combination airspeed/altimeter, N] gauge, and slaved EHSI withcourse arrow and bearing pointers) arelined up along the top of me MFD for easyreference during difficult times. The Hon­eywell Bendix/King CNI-5000 avionicspanel includes dual nav/coms, ADF,anddual transponders, and sits just to theright of the MFD. The environmental andpressurization controls are on a tilt paneljust below the MFD. All ice-protectionswitches are green, and all electrical sys­tem switches are white. An angle-of-attack(AOA)gauge is to me immediate left of mepilot's airspeed vertical tape readout,which simplifies your scan on approach.Below me AOAis me audio panel, below itare gauges for reading voltage and amper­age, then come me battery, generator, andavionics master switches. Fuel boost and

transfer switches come next as you movedown the panel. followed by the enginestart and ignition switches. Finally, youcome across me ice-protection and light­ing switches. It's all well organized andintuitive.

Same thing with the pressurizationcontrols. Youjust set in me destination air­port's elevation, and the system does therest-automatically. By the time youdescend to 200 feet agl, the cabin hasdepressurized. Of course, there's a meansof manually changing cabin pressureshould me automatic system fail.

We reach mid-Ohio in one hour, 50minutes, having burned some 1,627pounds of fuel in the process. As a resultwe're truing out at 411 knots, and a 59­knot tailwind (shown on the PFD, com-

AOPA PILOT' 82 . JANUAHY 2001