Simple Flying

50 years in service: the cessna citation family's different variants.

The Citation series of business jets has been offered since the early 1970s, progressing through a range of variants to meet different demands.

Cessna is one of the leading manufacturers of general aviation aircraft. It started producing small aircraft in the 1920s and, from the late 1960s, was engaged in developing larger business jets. This became known as the Citation series, and jets are still in production over 50 years later.

There are many different aircraft in the Citation series. Many of these are variants based on small changes to other models (such as stretching or upgrading engines). Cessna (now part of Textron Aviation) still offers the CItationJet, Citation XLS, Citation Latitude and Citation Longitude. This article looks at the family's main variants - both retired and still available ones - and how they differ from each other.

Cessna's early days

The Cessna Aircraft Company was established in 1927 in Kansas, initially known as the Cessna-Roos Aircraft Company after its two founders. Its early aircraft included the DC-6 (launched in 1929) and the C-37 seaplane (in 1937).

It suffered problems during the Great Depression and the Second World War, but aircraft production boomed from the late 1940s. The company began producing small all-metal aircraft, and launched popular models, including the Cessna 120 and Cessna 140, over the next few years. It introduced the popular Cessna 172 in 1956. This remains in production today and is the most delivered aircraft to date – with over 44,000 aircraft built.

Cessna 172D

Cessna soon moved into larger business focussed aircraft as well. It launched the Citation series in 1972, and production has continued until today through several variants. The Citation series was motivated by the early success of competing offerings of light and low-cost business jets from other manufacturers, including Learjet .

Citation I – entering service in 1972

Cessna's first Citation jet was the Citation I. It first flew on September 15th 1969. It was referred to initially as the Fanjet 500 and then the 500 Citation. The Citation I branding was introduced in 1971 when upgrades were made. This first jet used Pratt & Whitney JT15D-1 turbofan engines. Cessna delivered 688 Citation I aircraft, with production continuing until 1985.

Citation I

Citation II

Cessna built on the success of the Citation I with a stretched and upgraded Citation II. The initial variant, also known as the Cessna Model 550, first flew in January 1977 and was certified in March 1978.

The Citation II kept the same Pratt & Whitney JT15D engines. However, Cessna increased the wingspan, stretched the fuselage, and increased passenger capacity from five to ten.

The aircraft was further improved as the Citation Bravo in 1997. This kept the same fuselage and design as the Citation II but switched to newer Pratt & Whitney PW530A engines and upgraded avionics and interiors.

Together with the Bravo, production of the Citation II continued right up to 2006, with well over 1,100 aircraft delivered.

The Citation I Bravo

Citation III, VI and VIII

The next upgrade came quickly after the Citation II. The Citation III, also known as Cessna Model 650, was announced in 1976 (before the Citation II even flew), first flown in May 1979, and certified in April 1982. The focus of this variant was to increase the range to allow transatlantic operations, but this ultimately was not achieved (it was increased around 600 kilometers over the Citation II, though). It was initially planned as a three-engine tri-jet, but switched during development to twin engines, with two Garett TFE731 turbofan engines.

The Citation III can carry up to nine passengers. A stretched Citation IV variant was planned but not developed. Instead, Cessna launched two other variants based on the Citation III to suit market demand at the time. The Citation VI was a lower-cost variant, with a simpler interior. The Citation VII offered improved performance and range with higher thrust engines. It also allowed for more customizable and luxurious interiors.

Only 360 of this series were built (from 1983 to 2000). But much of the design, including the fuselage cross-section and cockpit, were kept for several subsequent variants.

Citation III

Citation V and Citation Ultra

The Citation V is a stretched upgrade to the Citation II, with a capacity of up to 11 passengers. It was certified in December 1988. It used the more powerful Pratt & Whitney JT15D5A engines. The Citation Ultra upgrade followed in June 1994, with Pratt & Whitney JT15D5D engines and upgraded avionics. There was also a US military version of the Citation V (designated as UC-35A). Nearly 800 aircraft were delivered up to 2011.

Citation V Ultra

CitationJet

Up to now, most variants had improved through more powerful engines and improved economics. The CitationJet was a clean sheet development, motivated by the continued popularity of the Citation I. Production had ended, but there was still a market for a light, low-cost jet to replace it. The CitationJet introduced a new carry-through section, wing, and T-tail. Lower priced and lower thrust Williams FJ44 engines were used.

The first CitationJet was the CJ1, with certification in 1992 and delivery from March 1993. This was supplemented with the stretched CJ2, CJ3, and CJ4 from 2000 up to 2017. These have improved range and increased passenger capacity (up to a maximum of 10 for the CJ4).

CitationJet

Each of the CitationJets has an enhanced version (the CJ2+, CJ3+, and CJ4+), offering upgraded avionics and improved interior features. The CitationJet series remains in production, with over 2,000 aircraft delivered to date.

Inside the Cessna Citation Jet.

The Citation X was first announced in 1990 as an attempt to rebrand and improve on the Citation earlier Citation III, VI, and VII. It first flew in 1993 and entered service in July 1996.

Primarily, it focused on increasing speed and improving cabin interiors. It was a new design. The fuselage was redesigned to reduce drag, and the wing was relocated below the fuselage, allowing a full-height cabin. It was the first Citation jet to use Rolls-Royce engines, powered by two Rolls-Royce AE 3007C engines.

The Citation X+ followed in 2010. This used upgraded Rolls-Royce AE 3007C2 engines, new avionics, and included a heads-up display. In total, 339 Citation X and X+ aircraft were delivered up to 2018.

Citation X

Citation Excel

The Citation Excel was a modified variant of the Citation X, but targeted a different market with a lower speed and reduced capacity of nine passengers. It first flew in 1996 and was certified in April 1998.

It used Pratt & Whitney PWC545C engines and was based on a shortened version of the Citation X fuselage. The Citation XLS followed in 2008 with upgraded Pratt & Whitney engines.

Cessna's assessment of the popularity of such a yet was certainly right. The Citation XLS remains in production, and over 1000 Excel and XLS aircraft have been delivered to date.

Citation Sovereign

The Citation Sovereign is a further redevelopment of the popular Citation X fuselage and low wing design. It is further stretched than the Excel, taking capacity to 11. It also uses the more powerful Pratt & Whitney PW545C engines and offers a range much closer to that of the Citation X. Over 400 Sovereigns were delivered (2021), with many of them operated in the US by Netjets.

Citation Sovereign

Citation Mustang

The Mustang is a light business jet introduced in 2006. It targeted the smaller end of the market with a passenger capacity of just four to five, and reduced power Pratt & Whitney turbofans. Over 400 Mustangs were delivered (up to 2017), but it was ultimately overtaken by Cessna's own light CitationJet family.

Citation Mustang

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Citation Latitude and Longitude

The Citation Latitude was a newly designed jet introduced in 2014. Specification and price-wise, it fits somewhere between the XLS and the Sovereign. The Latitude uses Pratt & Whitney Canada PW306D turbofans and has a newly designed circular fuselage, allowing passengers to stand up.

Lattitude

The Citation Longitude is a follow-on variant to the Lattiutde, launched only in 2019. This keeps the same circular fuselage, stretched to increase capacity to 12 and range to over 6,000 kilometers. It also has a new wing design, with winglets and Honeywell HTF7000 turbofan engines.

Citation Longitude

Looking forward, the next variant in the series is the Citation Hemisphere. This keeps the same maximum capacity as the Longitude of 12 passengers, but with a wider cabin. It takes range up to over 8,000 kilometers – the furthest of any Citation jet. Development of the Hemisphere has been delayed since 2019, however, due to issues with the selected Safran Silvercrest engines.

Citation Longitude

Have you flown on any of the Cessna Citation jets? Feel free to share your experiences of the different variants in the comments. There is a lot more to discuss as well about the different aircraft specifications, markets and typical uses.

Image

Cessna Citation I/II/V family

This is the classic, original Cessna Citation series, which was started in the late 1960s, first as the Fanjet 500, later renamed Citation I. The Citation I formed the basis for a whole family of aircraft that would continue production until far in the 21st century. The concept of a small private jet that could land and take off from small airstrips was new then, and resulted in thousands of aircraft being built of many different versions.

All have in common straight wings, engines at the rear of the fuselage and a horizontal tail plane attached to the lower part of vertical stabiliser. The horizontal stabilizer has a V shape, with a noticable dihedral. The cabin windows have a characteristic Citation shape: a vertical ellipse, with the top and bottom cut off. Also note the relatively large cockpit windows, with a small triangular window on the left side.

Image

The large cockpit windows of the classic Citation series, with a small triangular side window on the left side.

Image

The horizontal stabiliser is mounted low at the vertical stabiliser and has a noticeable dihedral.

Image

Typical Citation cabin windows: vertical ovals that are squared off at the top and bottom.

Different versions.

To differentiate between the different subtypes you have to look at

  • the length of the fuselage
  • the number of the cabin windows
  • the shape of the engine nacelles
  • the shape of the main landing gear
  • the shape of the wings

Cessna 500 Citation I & Cessna 501 Citation I/SP

The first version has four cabin windows on both sides. The Citation I/SP is certified according to different rules that allow the aircraft to be flown by one pilot. ‘SP’ stands for ‘single pilot’. Cessna 500s can be converted into 501s and vice versa, but this conversion cannot be observed from the outside. Thrust reversers, recognisable from their streamline bodies at the end of the nacelle, are optional for the Citation I and I/SP.

Image

The smallest of the original Citation series is the Citation I, with four cabin windows on each side.

Image

Detail of standard Citation I nacelle, with a protruding tail pipe, but no thrust reverser.

Image

Detail of the wings near the roots, for comparison with those of the Citation Eagle conversions.

Image

Citation I nacelle with thrust reverser. This is optional.

Citation eagle & citation eagle sp.

In the late 1970s Astec improved the performance of the Citation I and I/SP, including a wingspan increasing (Longwing modification), changing the airfoil at the wing root and using more powerful JT15D engines. Especially the thicker wing root profile is clearly visible. Converted Citation Is are referred to as Citation Eagle, and Citation I/SPs as Eagle SP. The programme was later offered by Sierra Industries, but seems to be terminated.

Image

Detail to show the thicker wing root of the Citation Eagle/Eagle SP.

Citation fj44 eagle ii.

Sierra Industries continued the development of the Citation Eagle and replaced the Pratt & Whitney JT15D engines with Williams FJ44s. These engines are clearly identified by the oil cooler intake at the lower part of the engine nacelle. They have no thrust reversers.

Image

Citation FJ44 Eagle II, a Citation I with the Eagle wing modifications and different engines.

Image

Detail of engine nacelle of Citation FJ44 Eagle II, with a small oil cooler inlet under the air intake for the FJ44 engines.

Cessna 550 citation ii & cessna 551 citation ii/sp.

The Citation II and II/SP are externally equal to the Citation I and I/SP, except that they are a bit longer. This is visible in the six windows on each side. Just like with the 500/501 there is a single pilot version of model 550, designated as Model 551. Like on the Citation I and I/SP thrust reversers are optional.  

Remark: the Swedish military designation for the Citation II is Tp103.

Image

Cessna 550 Citation II in full, without thrust reversers.

Image

Straight, non trailing link main landing gear of Citation II.

Image

Straight leading edge of the Citation II wings.

Cessna 550 citation bravo.

Looking at the official designation you can already see that this is a further development of the Citation II. The main differences are the engines and the landing gear. Recognising the Citation Bravo by its engines is not simple, although they all have thrust reversers. However, the trailing link system of the main landing gear instead of a straight leg is a clear recognition point.

Image

Detail of the trailing link main landing gear of the Citation Bravo.

Cessna s550 citation s/ii.

The Citation S/II has the same fuselage as the Citation II, but has a different wing: there is a bend in the wing’s leading edge, at around a quarter of the wingspan from the fuselage. Of course you can see this best when looking at the aircraft from above or below.

The US Navy once flew the military version of the Citation S/II, designated as T-47. This had the Cessna 552 model number and coudl be recognised by the longer radar nose. 

Image

The US Navy used the Citation S/II as a flying class room, designated T-47A. (photo: US Navy/WikiMedia)

Image

Bend in the wing leading edge, the recognition point of the Citation S/II.

Cessna 560 citation v & citation ultra.

The Citation S/II could be made a little longer, resulting in the Citation V, that has seven windows on each side, compared to six for the Citation S/II. Has the same bend in the leading edge as the S/II.  The second generation of Model 560, marketed as Citation Ultra, received new avionics compared to the Citation V and has a better performance. Nothing of this can be noticed on the outside.

The American military designations for the Citation Ultra are UC-35A (US Army) and UC-35C (US Marines).

Image

A Cessna 560 Citation Ultra, with seven cabin windows.

Image

Like the Citation II the Citation V and Citation Ultra have straight main landing gear legs.

Cessna 560 citation encore & citation encore+.

The Citation Ultra received new Pratt & Whitney engines and a trailing link landing gear (like on the Citation Bravo). This model was sold as the Citation Encore. As you can see in the official designation, the Encore is also a descendant of the Citation V, with seven windows. This model 560 flies with the US Marines as UC‐35D, and with the US Army as UC-35B.

A cockpit upgrade for the Citation Encore resulted in the Citation Encore+, but of course you cannot see that difference from the outside.

Image

This is a Cessna 560 Citation Encore, with a trailing link main landing gear.

Image

Detail of the main landing gear of the Citation Encore+ (which is the same for the Encore).

Confusion possible with, cessna citation excel/xls.

citation xls

While the Citation Excel series has the wing and tailplane of the classic Citation family, it has the fuselage of the Citation III, thus with different cockpit windows. This should be enough for distinction.

Cessna Citation CJ family

ce525

The CitationJet/Citation CJ family is the successor of the Citation I/II/V series. Essentially it is the original Citation with a T-tail, although there are more differences. Still if you don't see the tail you might mix up the original and newer Citation family.

  • What to look for?
  • Identify by airplane characteristics
  • Identify by helicopter characteristics
  • Identify by main aircraft types

Aviator Insider

Cessna Citation V Guide and Specs : Is It Worth It?

Table of Contents

The Cessna Citation V, also known by its company designation of Model 560, first flew in 1977 as a stretched version of the company’s successful Cessna Citation II family, itself a stretched Citation I.

A grand total of 774 units were delivered during its long production run between 1989 and 2011, including the improved Ultra, Encore, and Encore+ variants introduced starting in 1993.

Citation V / Specs

The Citation V’s cabin is 17.3 ft long, 4.9 ft wide, and 4.8 ft high, featuring a drop aisle and seven windows per side. The standard seating arrangement is comprised of four seats in club configuration plus three chairs and a lavatory featuring a seatbelt and a door.

The seats are some of the wider in the business jet market, recline 60 degrees and have full freedom of rotation. Passengers do not have to pack light when flying on a Citation V, with an internal baggage capacity of 28 cubic feet plus 48 cubic feet externally.

The cabin is also one of the quietest in the market, thanks to the effort put in by Cessna in the design phase. The cabin features a front and rear temperature control and ventilation system, and holds sea level pressure until 23580 feet.

The fuselage stretch of 20 inches brought empty weight to 9925 lbs, with a maximum ramp weight of 16100 lbs and a takeoff weight of 15900 lbs in standard conditions, including a fuel capacity of 5771 lbs.

The aircraft lands at or below 15200 lbs. The maximum nominal payload for the Cessna Citation V is of 2275 lbs with 929 lbs of fuel.

While the Citation V is larger, designers at Cessna avoided the temptation to add more seats based on the overwhelmingly positive feedback from operators about it.

Instead, the aircraft sticks with its eight seats but rewards passengers with comfort via additional space between rows. The horizontal stabilizer and elevators were slightly stretched to keep pitch authority consistent with previous models despite the longer fuselage.

To account for the increase in gross weight, the aircraft received more powerful Pratt & Whitney Canada JT15D-5A turbofan engines providing a total of 2900 lbf of thrust each.

The engines have improved on the JT15D-4 design by using a new high-efficiency exhaust nozzle, and brought the bypass ratio down to 2.1:1 from 2.5:1 to help with high altitude performance.

A very useful feature of the JT15D-5A is the hydraulically-actuated thrust reverser fitted by default. In high-speed cruise settings, the Cessna Citation V burns around 1000 pounds of Jet A fuel per hour.

Younger pilots may find this powerplant unfamiliar as it lacks FADEC to lower the crew’s workload, a somewhat unusual feature for an aircraft introduced in the late 1980s.

This was brought on by an interesting design decision by Cessna: in order to improve dispatch reliability, a crucial factor for coporate owners in particular, the Citation V was fitted with hydromechanical fuel controllers instead of electronic ones.

The rationale behind this was that owners would find a slight increase in pilot workload an acceptable tradeoff for higher availability.

The flight deck on the original Citation V comes in the early flavor of glass cockpits. The left seat is outfitted with two screens by default, while the co-pilot has no dedicated displays.

Cessna offered an alternative configuration for a newly-built aircraft that included five screens, two per side, plus a central multifunctional display accessible to both crewmen. As the Citation V is rated for single-pilot operations, many pilot owners opted for the cheaper two-screen configuration when they expected to do all the flying.

Navigation is aided by a Honeywell GNS-X flight management system (FMS), with Collins Proline II radio navigation and a Honeywell SPZ-500 flight director and autopilot system. A good giveaway of the Citation V’s age is the LORAN-C compatibility, despite the network being largely obsolete in modern times.

The Citation V’s flaps have four positions: retracted, 7 degrees for takeoff, 15 degrees for both approach and takeoff, and 35 degrees for landing.

Citation V / Prices

During its production run, Cessna quoted an equipped Citation V for $4321900, including the five-screen cockpit option.

Citation V / Performance and Handling

As expected of a straight-wing Citation, the Model 560 has exceptional short field performance for a business jet in its class, with a balanced field length of 3160 ft.

For a hot-and-high field at 5000 ft, the runway requirements grow to a respectable 4780 ft. The traditional caveat of a straight wing design lies in top speed, which falls shorter of many competitors. Still, with a maximum cruise speed of 427 KTAS, the Citation V is not a slowpoke in any sense of the word.

The Model 560 has a range of 1920 nmi including reserves, achievable at the economic cruise settings of 350 KTAS and 45000 ft, the aircraft’s maximum certified ceiling.

This yields a fuel burn of 740 pounds per hour. The published standard cruise speed is of 400 KTAS, but most operators have found a sweet spot at 415 KTAS and around 400 nautical mile trips.

The best climbing performance for the Citation V is 3684 fpm. A climb to FL350 takes 17 minutes and is completed in 69 nautical miles while burning 535 pounds, while getting up to FL430 takes a total of 37 minutes over 170 nautical miles and with 877 pounds of fuel burned.

The Citation V is a very pilot-friendly aircraft and boasts a good safety record to match. Its aerodynamic configuration has led to a jet with docile handling and very few vices across the envelope, with predictable stall recovery and responsive controls at slow speeds.

The crew’s 340-degree field of view facilitated by the large cockpit windows make visual approaches a comfortable affair. The aircraft’s single-engine performance is remarkable, with a climb rate of 1332 fpm and a ceiling of 25900 ft with an engine out.

While the decision to forego a FADEC is puzzling to some, pilots who get acquainted with the aircraft soon find that Cessna did their homework to ensure the engines are comfortable to work with.

Engine power on the ground is regulated by a weight-on-wheels sensor to make ground handling safer. There is an eight-second delay between weight-on-wheels and the system’s activation on landing to ensure that engine RPM does not fall below levels required for a timely go around.

Ground handling is pleasant, with a smooth and precise nosewheel that has two steering modes. The default one allows it 20 degrees of movement to either side, while if full deflection plus differential brakes are applied, the nosewheel casters for a turn pivoting around the main landing gear leg.

The applications of this second more are limited, but can come very useful when maneuvering in a tight spot. Directional control during the takeoff and landing runs is also very responsive.

Citation V / Maintenance Schedule

The Cessna Model 560 family has light checkups scheduled every 150 hours, with basic maintenance at either 300 hours or 24 months, whichever is met first, and deep inspection at either 1200 hours or 36 months.

Engine hot section inspections must be conducted at 2500 hours, with overhauls at every 5000 hours plus additional standard checks at the 10000 and 12000-hour mark, and when 10000 and 15000 landings are recorded.

Citation V / Modifications and Upgrades

The Cessna Citation V has four major variants, not counting military conversions undertaken in the United States. The baseline Citation V is fitted with JT15D-5A engines, and its only major modification available is whether the buyer wants two or five displays on the flight deck.

There are tradeoffs to be considered: the five-screen option brings more crew comfort when flying with two pilots and increases resale value, but it also comes with additional maintenance costs .

Cessna Citation Ultra

Starting in 1993, Cessna introduced the Citation Ultra version of the Model 560. This variant standardized EFIS instruments on both sides of the cockpit using the Honeywell Primus 1000 suite, and brought along an improved pair of engines, the JT15D-5D with 3045 lbf of thrust each.

This modification brought the Model 560’s maximum takeoff weight to 16300 lbs, greatly improving the useful payload. A total of 279 Citation Ultra units were delivered.

Cessna Citation Encore

In 2000, the second major Model 560 variant was introduced, branded the Cessna Citation Encore. This version built upon the improvements of the Citation Ultra and expanded them by again increasing the thrust available. The Pratt & Whitney  Canada PW535A was built with the Citation Encore in mind, and each engine provides 3400 lbf of thrust.

This additional power brought the maximum takeoff weight to 16630 lbs, but also came with significant improvements in fuel efficiency, which allowed Cessna to reduce the fuel capacity to 806 gallons from the original 861.

Coherent with the increased overall weight of the aircraft, the landing gear assembly saw improvements for better reliability and durability. Between 2000 and 2006, 168 Citation Encore units were built.

Cessna Citation Encore+

The final chapter of the Model 560 came in December 2006 in the shape of the Cessna Citation Encore+. This version of the classic business jet replaced the PW535A with PW535B engines, which finally brought a FADEC system to the Model 560 family. This change brought performance on par with the newer Cessna Citation CJ3+, and just slightly below the Citation CJ4.

The avionics also received a facelift to stay up to modern standards, encompassing a complete refit to the Rockwell Collins Pro Line 21 suite, featuring three large displays: one multifunctional display (MFD) on the middle, plus one primary flight display (PFD) for each crew member.

The Citation Encore+ was produced between 2006 and 2011 with 65 aircraft delivered, after which the production line was fully shifted to the newer Citation Excel family, itself a Citation V derivative.

Citation V / Where to Find Replacement Parts

Like all Cessna aircraft, the Citation V benefits from the company’s extensive supply and service network around the world, now under the Textron Aviation banner. The large production run and extensive parts commonality between Model 560 variants make it easy to find the right components in a timely and fiscally sound manner.

Citation V / Common Problems

Early Citation V models have a conflict of the landing gear handle’s shape and the radar mounting bezel. The round handle can hit the mount, and at times this prevents the former from sending the up contact required to command landing gear retraction.

Some major cockpit switches like the avionics master and inverter do not have a protective cover despite being placed among the sea of switches, which can make accidental actuation an issue, particularly for inexperienced crews.

The EFIS on the dashboard runs hotter and is more expensive to maintain than both electromechanical displays and modern LCD displays.

A cooling system involving thermometers and fans was installed to mitigate the heat issue, but this adds in complexity and increases the amount of moving parts that can break down and reduce dispatch reliability.

Ground operation with the pilot’s “EFIS FAN” light on is restricted to 10 minutes or until the “EADI HOT” or “EHSI HOT” lights come on, whichever happens first. If any of the latter two come on, or the “EFIS FAN” light does not turn off, dispatch is prohibited.

The same goes if any of the “HOT” lights has come on during the previous flight: the CItation V can only sortie again after the cause of those is identified and corrected.

Citation V / Insurance Options

According to BWI FLY, there are 8 carriers quoting Cessna Citation V insurance in the United States. These values are estimates given for a qualified crew with a commercial license, current IFR and MEL ratings, and 250 hours in the model, plus 2000 MEL hours and a total of 4000 hours.

A policy with around $1 million in both liability coverage and hull coverage will set owners back between $8100 and $11600 yearly.

Citation V / Resale Value

According to Vref , a 1989 Cessna Citation V commands around $900000, while a 1994 model with the accompanying upgrades usually goes for $1.3 million. Aircraft fitted with the default two-screen configuration instead of the optional five have been observed to take a $100000 hit to their resale value.

Citation V / Owner Reviews

Regular Cessna Citation V passengers cannot stop praising the cabin’s comfort, and those familiar with it understand very well why it is such a major selling point. The lengthened cabin is a noticeable change from the Citation II’s, and its effect combined with the large windows makes the Citation V feel very bright and spacious.

The improved lumbar support on the new seats is a much-loved addition, particularly for those who fly longer routes regularly. Cessna delivers on the noise control promises, which allow for a normal-voice conversation at FL430 with the engines on maximum cruise settings.

Mechanics and pilots alike enjoy the Citation V for its clever design of inspection and operation flows, which are described as very natural and easy to access.

To illustrate, all preflight items on the Model 560 are either clearly visible or easily accessible from a standing position. The same goes for many ramp troubleshooting items, which removes unpleasantries, such as dipping your pants into oil while kneeling.

Citation V / Similar Aircraft

The Cessna Citation V’s main competitors are the Learjet 45 line and its cousins on the CJ side of the family tree, particularly the CJ3 and CJ4 variants. The Citation V is said to best the competition as far as passenger comfort goes but lacks payload compared to both.

The Learjet 45 eclipses the Citation V as far as speed and range go, but its runway requirements and fuel consumption are also much higher.

The Cessna CJ3 has better fuel efficiency and shorter runway requirements but trades in comfort due to the short cabin, while the CJ4 brings better range and payload, but it’s far greater prices make it difficult for it to compete.

Question: Is a Citation V Single Pilot?

Answer: Yes, the Cessna Citation V is rated for single-pilot operations.

Question: How Much is a Cessna Citation V?

Answer: A used Cessna Citation V costs between $900000 and $1300000 depending on the year and avionics suite.

Question: How Fast is a Citation V?

Answer: The Cessna Citation V’s maximum cruise speed is of 427 KTAS.

Question: Does the Citation V have a Toilet?

Answer: Yes, the Citation V does have a closed toilet with a seatbelt.

Question: How Much does a Citation V Weigh?

Answer: The Citation V’s maximum takeoff weight is 15900 lbs.

Further Reads:

  • Cessna Citation CJ4 Guide and Specs
  • Cessna Citation Mustang Guide and Specs
  • Cessna 162 Guide and Specs

References:

https://www.aopa.org/news-and-media/all-news/2016/february/pilot/t_ql

https://www.rocketroute.com/aircraft/cessna-citation-encore-c560

https://www.yumpu.com/en/document/read/47059816/b-ca-analysis-cessna-citation-v

https://jetadvisors.com/cessna-citation-v/

https://bwifly.com/cessna-citation-v-insurance-cost/

https://en.wikipedia.org/wiki/Cessna_Citation_V

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We Fly: Cessna Citation Latitude

The new cessna citation latitude midsize jet raises the bar..

what is a cessna citation

As a brand, “Cessna Citation” conjures up a sense of solidity, of reliability, of conservatism, tradition and value. Utility trumps flash, the tried-and-true takes precedence over the new, and proven service wins out over promises. For decades Citations have sold themselves to customers who were looking to get a great value on an airplane with a track record of getting the job done for many hundreds of owners just like them.

So when the Wichita, Kansas, icon tooled up to build a couple of next-generation larger cabin models, the question I had was this: How does this paragon of plain-sense manufacturing build new Citations that embody the best of the company’s traditional strengths in addition to the latest innovations in propulsion, avionics, aerodynamics and cabin design?

How they did it is kind of a long story. What they came up with isn’t. It’s called the Latitude.

Cessna Citation Latitude at a Glance

For the last few months I’d been itching to go flying in the Latitude, the first of a new generation of Cessnas that at this point includes just one other member, the emerging Citation Longitude. (To keep them straight, I just remember that the “Long”itude has a “long”er range.) Cessna’s flight test program was in full swing, so wresting a flying example from the flight test engineers’ busy slide rules for a couple of hours of atmospheric fun was no easy feat. It finally happened, though, and the flight was amazing.

Some might dismiss the Latitude as a slightly scaled down version of the Sovereign+, but there’s a lot more to it than that. True, the Latitude is certificated under an amendment to the Sovereign Model 680 type certificate, and the airplane shares many design features, components and philosophies with the Sovereign line. To wit, pilots with a Cessna model 680 type rating will need only differences training to fly the Latitude.

The story of the Latitude is proven technology seamlessly meeting high-tech enhancements. The idea was to take the best features of the Sovereign+, improve upon the cabin and avionics, and do it without tackling high-risk new features, like new wings (the Latitude’s is essentially identical to the Sovereign+ wing), tail or, gulp, flight control systems.

Still, there’s a lot that’s new in the Latitude, some of it verging on revolutionary by midsize standards. As with every bizjet we’ve ever flown, the best seats in the house are up front (though we’ll admit we’re biased in favor of seats with flight ­controls as part of the package — that’s true first class). In the case of the Latitude, the cabin is a revelation. Like Embraer, the one competing manufacturer with a true midsize jet, Cessna realized that if it wanted to compete in this new world of high-flying expectations, it had to create a jet with a cabin that passengers more than just put up with; they had to adore it. Target hit.

Cessna started out with a short list of goals consistent with the company’s Citation DNA while pushing into realms of technology and comfort that went beyond any plane that had worn Cessna colors before. The tried-and-true included — and this is not hyperbole — legendary reliability, serviceability, industry-leading runway performance with super-slow approach speeds, low operating costs and a really competitive purchase price. To achieve these things, Cessna designers gave the new model an all-metal design with the moderately swept Sovereign wing for great hand-flying manners and a perfect blend of solid cruise performance and head-scratchingly low approach speeds.

The Latitude features good, old-fashioned “fly-by-wire” flight controls, in that the ailerons, rudder and elevator are controlled by physical “wires,” namely unpowered (not hydraulic) cables and push rods. It’s a simple, proven and robust system. To give the Latitude consistent control feel throughout its large speed envelope — Mach 0.80 to just over 80 knots — there’s a mechanical linkage system that adjusts aileron power to be roughly the same even at higher speeds, so pilots don’t have to use mucho muscle power to maneuver at altitude, where the energetic airflow provides lots of natural control resistance.

Assisting in flight control is a smart, hydraulically powered spoiler system with five spoilers per side. These serve as a multifunction lift and control management system. Three spoilers on each wing augment aileron operation, and all of them act as inflight speedbrakes and lift dump devices after landing. While it’s transparent to the pilots, the pilot and copilot controls are hooked up to different roll controls — the pilot’s yoke handles the ailerons and the copilot’s the spoilers. There’s a disconnect control that can be activated to split the systems, allowing the airplane to be flown by ailerons or spoilers alone, providing a clever form of redundancy in the unlikely event that something should break.

Another design decision that kept the program risk low was sticking with the same engines as on the Sovereign, the rugged, reliable, efficient and proven Pratt & Whitney PW306D1. Incorporating full-­authority digital engine control (fadec) for easy operation and maximum efficiency, the high-bypass turbofan engines put out 5,760 pounds of thrust apiece, while regulating the ratio of exhaust gases with bypass air to lower emissions and noise.

Cessna’s aerodynamicists had the additional luxury of using the magic that is the Sovereign+ wing, which does it all, providing an MMO of Mach 0.80 to go along with VREFs hovering right around 100 knots. Big Fowler flaps provide plenty of slowdown power, both providing drag and increasing the wing area substantially when fully extended. The Latitude doesn’t have winglets but rather little “swooplets,” as on the Sovereign+. These subtly upturned tips look for all the world like cosmetic flourishes, but Cessna says they do more good at less cost than big winglets, which can add weight while requiring additional supporting wing structure to boot.

To understand the Latitude’s cabin appeal, you need to start from the ground up — well, the floor up anyway. The Latitude has a true flat floor and the widest and tallest Citation cabin ever. At 6 feet in height and a super-wide 77 inches across, the space goes beyond other Citations for those reasons alone. Cessna went further, designing the windows to be large and spaced perfectly to give every seat occupant a private view of the world slipping by below. The effect is a cabin that reminds me more of a large-cabin jet than a midsize model, an effect that will not be lost on potential customers.

Cabin styling, comfort, amenities and technology are all big upgrades over past true midsize models. The Latitude’s seats are what seem to be the ideal blend of minimal and comfortable, with enough structure to be substantial while sleek enough to not overwhelm (or take up excessive space). They are also highly adjustable, allowing the passenger to slide out toward the aisle (not the alley), and they rotate, recline, mold to one’s contours and even transform into a very sleep-friendly shape.

It’s hard to quantify quiet in the cabin, but it seemed really quiet, even when I slipped back during flight to check out the passengers’ chambers. Like newly updated Citations, the Latitude has Cessna’s Clarity Wireless cabin connectivity system through which passengers can enjoy music or video and control lighting and temperature. With Clarity passengers can play music (or a selected movie’s soundtrack) through the cabin speakers. Inside a jet screaming through the skies at eight-tenths the speed of sound, I expected that soundscape to be tinny and challenged. It was, instead, deep, rich and encompassing. Hmm, I wondered, what would be my soundtrack to Hawaii?

Like the Citation X+ and Sovereign+, the Latitude has Garmin’s new G5000 touch-screen avionics suite with autothrottles. The four touch-screen controllers allow the pilots to make inputs to the flight management system at easy arm’s reach. The touch-screen layout eliminates the big flight management keypad/displays on the console between the seats, so things seem far cleaner and less cluttered.

G5000, like Garmin’s other similar systems for light airplanes and smaller turbine models, is based on a user interface that’s a big improvement over the G1000 system that revolutionized general aviation but that can be a chore to learn and requires more button pushes to execute a task than one might like. Instead of using big FMS keypads to do the dirty work, pilots can touch the data into one of the touch-screen controllers (set up to work well even in turbulence) and see the magic happen.

Because the tube is bigger, the cockpit of the Latitude is also bigger than the Sovereign’s, which allows the seats to have more travel, to recline farther and to be more widely adjustable. The windscreens are larger too, and there’s interior light and more space along the sides and between the pilot seats. Even the temperature control is better. All in all, it’s a much nicer space for pilots than that of any other Citation.

Taking Latitude

We went out of Austin-Bergstrom International on a beautiful early spring day. We were pretty light, just 26,500 pounds, with myself in the left seat, program test flight head Aaron Tobias in the right and flight test engineer Steve Turner keeping an eye on things from the back.

Flight controls are conventional, with dual columns and a tiller on the pilot’s side. The tiller can swivel the airplane around on a nickel (much tighter than a dime), and you use it for most taxiing. For the takeoff roll, you need only the rudder pedals, which are adjustable with a little foot-operated lever that’s survived 25 years and numerous Citation models despite it being something of a tricky skill to master.

With a light load and a healthy headwind, we wouldn’t need much runway. With a rotation speed of 101 knots, we’d need just under 3,000 feet that day. After a CRJ touched down and cleared Runway 17L, big buildups providing a dramatic backdrop to the south, the tower gave us the go-ahead. Rounding the corner into position, we completed our lineup check, including one last look at the controls (including making sure the taxi control lock was off). I armed the autothrottles, pushed them up and watched them take it away.

Acceleration got my attention as the Pratts spun up to full power and we were off. After I rotated I called for gear up, and then flaps, and we climbed at 250 knots selected, a speed that gave us a rate of climb of around 3,000 fpm that day. We had flight-planned up to 43,000 feet — the plane’s ceiling is 45,000 feet — with only a couple level-offs on our way there. The Latitude can climb directly to FL 430 in 24 minutes.

I hand-flew the airplane up through FL 250. It felt like other larger Citations, a solid, predictably handling plane that asks for steady trimming to minimize control forces. Compared with a fly-by-wire model, it’s work, though with time any proficient pilot would come to feel at one with the plane. With the larger windscreens, the visibility is very good, though I found I liked my seat a little higher than the sight gauge suggested I set it. At FL 430 we were getting book value for our weight and the temperature, a true airspeed of 432 knots while burning 1,460 pounds of fuel per hour.

As I said, technology is nicely integrated, even up front. While up at altitude I tried out the Iridium phone through the headsets. It worked great. I even texted the office that I would be in late, because I was out flying, so please hold my calls.

The controllers, as is not always the case, were accommodating, letting us loiter at FL 430 for a while and then clearing us back to Austin via the usual north arrival procedure with step-down altitudes, speeds and crossing restrictions part of the process, all of which the G5000 FMS can handle automatically. On descent — we were cleared into Austin via the Sewzy One arrival — we let the autothrottles handle the speeds, keeping the value just below the “barber pole,” so you get best performance without hazarding the alarm bells of drifting into the loud land of the red-and-white dashed lines. The autothrottles are a great addition to the Latitude, as they are to the Sovereign+ and X+, because they bring a world of sophistication to the midsize segment that makes flying safer, easier and more economical.

Below FL 180 we canceled IFR, and then I tried my hand at steep turns — I’m glad it wasn’t a check ride — and checked out the autothrottle ­underspeed protection feature. Forget to add in power when you need it, and the system does it for you. But don’t forget. I also worked to wrap my head around the VREF speeds I’d be looking at on approach, as we configured the plane for landing and I took in the strange view of flying a 30,000-plus-pound max gross airplane at 100 knots and it feeling nothing but solid.

Once back with Austin Approach, I flew the ILS for 17L, keeping an eye open for the traffic, a gaudily painted Southwest 737 on final for the parallel, 17R, in the hazy convective light of the Texas afternoon. The first shot was a normal approach — VREF was 100 knots — and full-stop landing. The big brakes on the Latitude are remarkable; even as a newbie to 680 flying, I got the airplane down and stopped at very close to book value, which was just under 3,000 feet.

I taxied back out for a second circuit, this time with a V1 cut to a single-­engine pattern and landing. There was plenty of power, and my approach on one engine was only marginally worse than with two. After touchdown, I powered both mills back up and headed up again, to a third full-stop landing that, while not perfect, was my best of the day. I like it when it works out that way.

In the Latitude, Cessna brings to the table the qualities — reliability, serviceability, performance and cost certainty — that longtime Citation operators value, while adding in levels of comfort, safety and efficiency that only an investment in innovation can bring. The Latitude represents a near perfect blend of those two worlds.

For more, read about the Citation Latitude’s competition in the shrinking midsize jet world here.

Or see more of the Citation Latitude in our photo gallery here.

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Isabel Goyer

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Disciples of Flight

Cessna Citation: From Slowtation to Near the Speed of Sound

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Looking at the cessna citation family, from the “slowtation” and “near jet” days to a screamin’ mach .935.

The 7,000th Cessna Citation , originally named after a thoroughbred racehorse, was delivered on June 27, 2016 . It’s a milestone that began in 1969 and 35 million flight hours later, Citation hours are now in thousands of pilots’ logbooks . From the Citation 500 parents spawned seven different distinct families, each with design improvements which has taken Citation from the “Slowtation” to the screamin’ Mach .935 Citation X+ which can fly between New York and Los Angeles in four hours.

Raising an airplane family isn’t easy, but Cessna has kept the philosophy the same for every generation. Safety, simplicity, strong product support, and increased efficiency by expanding on original designs instead of starting over from scratch for each generation. This has helped create an excellent safety record while at the same time kept operating costs down. This balance of safety and efficiency has put Citations on many charter department’s rosters and the only safety issue I see for the entire Citation line is the ability to fly single pilot on some of the models.

A Brief Rundown of the Cessna Citation Models

anders

NOTE: Anders here. The lineage/details on the Cessna Citation Family aren’t exactly easy to nail down. There are a lot of models and variants. As mentioned, from what Erika has found, there are seven models / series that serve as the base for the various Citation aircraft . And those models / series are the 500s, 525s   , 550s, 560s, 650s, 680s, and 750s. So, with Erika’s aid, I’ve arranged a listing of the various Citation aircraft, what model / series family they hail from, and a brief description. I’d like to share that here before Erika continues the discussion and expands on some of the models.

FanJet 500  – This is the original production version that was first flown in September 1969, and entered service in 1971.

Citation I (Model 500) – After improvements such as longer wingspan, higher gross operating weight, and more powerful engines were added, the previously named Citation 500 debuted as the Citation I in 1976.

Citation I/SP (Model 501) – Single-pilot version of the Citation I introduced in 1977.

Citation II (Model 550) – First certified in 1978, this variant of the Model 500 featured a longer fuselage and longer wings, more powerful engines, and more storage capacity.

Citation II/SP (Model 551) – The single-pilot version of the Citation II.

Citation S/II (Model S550) – Improved version which eventually replaced the Citation II, featured wing improvements drawn from the Citation III.

Citation Bravo (Model 550) – An updated Citation II build with new engines, landing gear, and Primus 1000 avionics.

Citation V (Model 560) – Growth variant, based on the Citation II/SP.

Citation V Ultra (Model 560) – Upgraded engines and instruments.

Citation V Ultra Encore (Model 560) – Another engine upgrade, and improved trailing-link landing gear.

Citation Encore + (Model 560) – Introduction of FADEC (Full Authority Digital Engine Control) and redesigned avionics.

Citation III (Model 650) – All new design, first certified in 1982.  Larger than the Citation I/II/V aircraft, had a swept supercritical wing, T-tail, new fuselage, and turbofan engines.

Citation VI (Model 650) – Low-cost version of the Citation III, with different avionics and non-custom interior.

Citation VII (Model 650) – Upgraded version of the Citation III, with various system improvements, more powerful engines, and single point refueling.

Citation X (Model 750) – All new design, max speed of Mach .935.

Citation Excel (Model 560XL) – This version featured a shortened Citation X fuselage, the straight wings and tail of the Citation V, and new engines.

Citation XLS (Model 560XL) – Improved version of the Citation Excel.

Citation XLS+ (Model 560XL) – Introduction of FADEC, new avionics system

Citation Sovereign (Model 680) – Features a stretched version of the Excel’s fuselage, and an all-new wing.

Citation Jet (Model 525) – A mostly new design, reusing only the front fuselage of the Citation I. Comes with EFIS (Electronic Flight Instrument System) avionics for single pilot operation.

CJ1 (Model 525) – Improved version of the Citation Jet, with new avionics and increased operational gross weight.

CJ1+ (Model 525) – Improved CJ1 with new engines.

CJ2 (Model 525A) – Stretched version of the Citation Jet, with more powerful engines, longer wings, and a larger tail.

CJ2+ (Model 525A) – Improved version of the CJ2, with increased performance.

CJ3 (Model 525B) – Increases in size and performance, more powerful engines.

CJ4 (Model 525) – Improved version with a new engine, and swept wing.

Citation Mustang (Model 510) – new Very Light Jet (VLJ) with a shorter cabin. Smaller and lighter than even the Citation I.

Citation Latitude (Model 680) – Featuring a cruciform tail and all-metal fuselage.

Citation Longitude – Planned for release in 2017.

OK, now back to Erika.

The Cessna FanJet500 and Cessna Citation I

Erika Armstrong - Commercial Pilot and Captain

The Cessna parents have seen their Citation family grow because they have been able to be flexible and willing to change due to market pressures, re-branding efforts, competition, and refinement of aircraft design. This attention to the market has made the Citation lineage complex, recognizable, and extremely successful starting with the firstborn Cessna FanJet500 which took its first flight in 1969. The Citation, compared to the original FanJet 500 prototype, had a longer forward fuselage, repositioned engine nacelles, greater tail area and added dihedral to the horizontal tail. The engineers then increased gross weight and added thrust reversers which produced the Citation I and started the Roman Numeral progression through the generations.

FanJen 500 / Cessna 500 in flight

From the Citation I, engineers redesigned it with higher gross weight, JT15D-1A engines and increased the straight, iconic “Hershey Bar” wing span. With flight departments always looking for a reason to eliminate a pilot paycheck and trying to compete with twin turboprop market, the Model 501 Citation I/SP was certificated for single pilot operation in 1977.

Cessna Citation I in flight

The Cessna Citation II and Citation Bravo

Expanding on the original design, the Citation II, Model 550, grew into an 8 passenger (+2 crew), 5000 lb fuel capacity, 2500 lbf thrust per engine, tenable business jet . I earned my type rating in this one, and the passengers I flew fought over who had to sit in the 8th/belted potty seat. I loved the 340 degrees of visibility and the straightforward philosophy of the systems and design. It was simple, intuitive, reliable, and since I was flying out of a field that’s longest runway was 3,900 feet (at the time), this airplane could land and take off on a dime, even during a Minnesota winter or hot summer.

The only weird frustration I had with this airplane is that the avionics cooling fan would blow behind the panel, across the windshield and, due to the internal aerodynamic windshield design, right into my eyes. It wasn’t something you could turn off or adjust. The airflow was enough to constantly dry out my eyes, but wasn’t enough to help alleviate any condensation build up on the inside of the windshield. Descending into someplace like Gulfport, Mississippi (regular clients), it would literally be raining inside the airplane.

The condensation would accumulate so fast and heavy, it turned IFR inside the airplane so the copilot always carried a towel to clear away the dew. The chief pilot and I tried everything, to no avail. It didn’t happen in the later models I flew, and it might’ve been a quirk with this particular airplane, but given all that could go wrong, this was just a minor annoyance – and we had the cleanest windshield on the ramp.

Cessna Citation II in flight

I also flew the Citation S/II which came after the single pilot certified Citation II/SP. The S/II (I know, the numerals can be confusing), had a little more power, a little more room (11 people max) but the biggest visible change was the removal of the boots from the leading edge of the wings and tail in exchange for the TKS type anti-icing (weeping wing) system in addition to bleed air. Since I was flying in the Midwest, we used this system often and I have to admit, we had some trouble with it. There were patches where the fluid didn’t come through so we had areas of ice that stayed on the leading edge.

Also, if the system was used, it tended to gum up and stay sticky on the leading edge so you had to make sure you didn’t brush up against it because, during a four-day trip, I could turn my underwear inside out and backwards, but I couldn’t do that with my uniform jacket.

After 10 years of the Citation II and S/II, the Citation Bravo was born. It had the basic II airframe, but the landing gear changed into the pilot forgiving trailing link configuration. In order to keep the pilots entertained, they also upgraded the standard avionics suite into the Honeywell Primus 1000 glass cockpit.

Cessna Citation V

I’m sure there is a good reason, but the next model Citation was named the V (five, not the letter, Model 560). Yes, the III still needed to be born, and the IV was a proposed upgrade that Cessna canceled, so they continued to use the Citation II design, but they stretched it, put more powerful engines on it, and put in two primary flight displays and one multifunction display in the cockpit. The Citation V then gave birth to the Ultra and Encore.

Cessna Citation III, VI, VII and Cessna Citation X

Itching for a new design, the Citation III, VI, and VII were a warm up for the Citation X (CE 750). Pete Hearn, a 25-year corporate pilot currently flying the Falcon 7X remembers the progression of Citation and his “Slowtation” time with fondness. “ I think most any corporate pilot, at the very least, got their start in a CE500 or 550 and owe Citation for their basic systems knowledge for any other jet they’ve flown since. I covet my CE525S rating. For contrast, I also flew the Citation X (CE 750) which destroyed the Slowtation stigma.” The X is the fastest civilian aircraft in the world since the retirement of the Concorde. It’s for the 1% of the 1% who don’t mind spending $5,800 (fixed & direct) / hour or the $23M price tag.

Cessna Citation Excel, Citation Sovereign, Citation Jet, Citation Mustang

Trying to please the rest of the business jet market, the Citation Excel (560XL, ELS, ELS+) was created which used a shortened Citation X fuselage combined with the V Ultra’s straight wing and tail, but used new PW545A engines and remained a stand-up cabin. They stretched the fuselage and swept the wings back and kept the standup cabin to create the Citation Sovereign (Model 680).

Cessna Citation Jet, mountain flying

Coming full circle, the model 525 Citation Jet was launched in 1989 as a replacement for the Citation and Citation I market. Even though it was replacing its parents, the CitationJet was an all-new aircraft which included a supercritical laminar flow wing, a new T-tail, a lowered center aisle, two Willams FJ44 turbofans, EFIS, and single pilot certification. Variations include the CJ1, 2, 3 and 4. With a shrinking economy, Cessna aimed for the very light jet of business jets with the Mustang which came out in 2006. It combined the comfort and features of a larger business jet, smooshed into a nimble 5 passenger jet that has exceptional short-field performance, but can still jump over the weather.

Citation Latitude and Longitude

Rounding out the most current generation is the Citation Latitude (with the Longitude, of course, a planned pregnancy for a few years later) which fills the niche in the mid-size business jet market. A pilot with a Model 680 rating (Sovereign) only needs differences training to fly the Latitude, they’re that close in design. With a due date in 2017, the Cessna Citation Longitude will fit into the super mid-size business jet category. It looks fast and sleek because it is. Measuring 73 feet from nose to tail and 67 feet from wingtip to wingtip, it’s the child of well-engineered parents who have traveled the world, gained knowledge with every flight hour, and who prove on a daily basis the beauty that comes from the mind of engineers.

Cessna Citation Latitude on the runway

In Conclusion

Throughout all the changes the Cessna Citation has gone through, the thread that ties them all together is the idea of simply making a good airplane even better. The answer hasn’t been to make the systems more complicated. It has been to make them simpler by taking each system, focusing on the strengths, and putting the positive results into the next design. Add to the mix a company that pays attention to their market and anticipates the next demand, and you have an aviation family with a proven safety record that will be around for generations to come.

Featured Image: Citation Jet, Taken by Disciples of Flight’s Jim Hoddenbach

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COMMENTS

  1. Cessna Citation family

    The Cessna Citation is a family of business jets by Cessna that started in 1972 with the entry into service of the first model. [1] In the fifty years following the 1969 first flight, more than 7,500 Citations were delivered, forming the largest business jet fleet. [2] Deliveries reached 8,000 by 2022, while logging over 41 million flight hours.

  2. Cessna Aircraft

    FIRST YOU MUST ASCEND. Introducing the Citation Ascend™ jet. Step into the future of business innovation. Ascend The new big thing in flight. Now ANAC Certified. Certification paves the way to serve Brazil's diverse aviation needs. Meet the SkyCourier Turbocharge Your Adventures The Cessna Turbo Skylane is back Learn More Fly a Different Sky

  3. Cessna Citation I

    Cessna Citation I The Cessna 500 Citation I is a small business jet produced by Cessna, the basis of the Citation family . The Fanjet 500 prototype was announced in October 1968, first flew on September 15, 1969, and was certified as the 500 Citation on September 9, 1971.

  4. Citation: A History

    The Cessna® Citation Longitude® aircraft was designed with your business and return on investment in mind: transatlantic range, advanced engineering and an unforgettable cabin experience all come together with the lowest total ownership costs of any super-midsize jet. Simply put: this aircraft delivers the reliability and efficiency you need ...

  5. Citation Longitude

    The CESSNA CITATION LONGITUDE aircraft was designed with your business and return on investment in mind: transatlantic range, advanced engineering and an unforgettable cabin experience all come together with the lowest direct operating costs of any super-midsize jet.

  6. Citation CJ3 Gen2

    Overview Exterior Interior Avionics Specifications Maximum Range 2,040 nm Maximum Cruise Speed 416 ktas Maximum Passengers 9 Useful Load 5,530 lb Takeoff Field Length 3,180 ft BUILT FOR THE POSSIBILITIES AHEAD Enjoy performance that's powerful, precise and efficient. The Cessna® Citation® CJ3® Gen2™ takes a detailed approach to your success.

  7. 50 Years In Service: The Cessna Citation Family's Different Variants

    Cessna is one of the leading manufacturers of general aviation aircraft. It started producing small aircraft in the 1920s and, from the late 1960s, was engaged in developing larger business jets. This became known as the Citation series, and jets are still in production over 50 years later. There are many different aircraft in the Citation series.

  8. Cessna Citation II

    The Cessna Citation II are light corporate jets built by Cessna as part of the Citation family . Stretched from the Citation I, the Model 550 was announced in September 1976, first flew on January 31, 1977, and was certified in March 1978.

  9. Cessna Citation CJ4 Guide and Specs

    The Citation CJ4 is one of the latest evolutions of a tried and tested design whose spiritual roots go back to the Cessna 500 Citation I, which first flew in 1969. Citation CJ4 / Specs The Cessna Citation CJ4 seats up to 9 passengers and can be crewed by either one or two pilots, a flexibility loved by owner-operators.

  10. Cessna Citation I/II/V family

    Cessna Citation Excel/XLS. While the Citation Excel series has the wing and tailplane of the classic Citation family, it has the fuselage of the Citation III, thus with different cockpit windows. This should be enough for distinction. Cessna Citation CJ family. The CitationJet/Citation CJ family is the successor of the Citation I/II/V series.

  11. Cessna Citation CJ3 Guide and Specs

    Cessna is known for under-promising and over-delivering when it comes to performance figures, and this seems to be the case for the Citation CJ3. According to pilots, the CJ3 handles well and is very easy to fly. Landing is simple, with no obvious problems. And the type also has an extremely good safety record.

  12. A closer look at the Citation XLS+

    The Citation XLS+ features generous head and shoulder room, allowing passengers to move about - and stretch out - with ease. And with our team of expert designers on your side, you can make the XLS+ your own, incorporating unique cabin configurations, custom furnishings and other elements that make your aircraft truly one-of-a-kind.

  13. Citation M2 Gen2

    The new CESSNA CITATION M2 Gen2 jet. With an interior reimagined with more intention, more pleasure and more purpose, it's the entry level jet that pilots have been asking for. Speed. Control. Range. Comfort. Capability. The M2 Gen2 aircraft is everything you want in an entry-level jet. Perfect for corporate, charter or private use, the M2 Gen2 jet features enhanced cabin lighting, upgraded ...

  14. Cessna Citation series explained

    The Cessna Citation series is well known for a wide range of light and mid sized jets, all with the Citation nomenclature. Though things may get confusing for some travelers when names such as Citation Jet 2, Citation II, and Citation bravo, to the untrained eye, these all seem like a single aircraft, or three different aircraft, but in reality ...

  15. Cessna Citation V Guide and Specs : Is It Worth It?

    Citation V / Specs. The Citation V's cabin is 17.3 ft long, 4.9 ft wide, and 4.8 ft high, featuring a drop aisle and seven windows per side. The standard seating arrangement is comprised of four seats in club configuration plus three chairs and a lavatory featuring a seatbelt and a door.

  16. Cessna Citation X

    The Cessna Citation X [a] is an American business jet produced by Cessna and part of the Citation family . Announced at the October 1990 NBAA convention, the Model 750 made its maiden flight on December 21, 1993, received its type certification on June 3, 1996, and was first delivered in July 1996.

  17. We Fly: Cessna Citation Latitude

    As a brand, "Cessna Citation" conjures up a sense of solidity, of reliability, of conservatism, tradition and value. Utility trumps flash, the tried-and-true takes precedence over the new, and ...

  18. Quick Look: Cessna Citation VII

    The VII was Cessna's biggest and fastest Citation until the advent of the 750 series, better known as the Citation X, in 1996. The VII took the III one better with higher thrust engines that boosted takeoff, climb, and cruise performance.

  19. Cessna Citation X

    The Cessna Citation X is the biggest existing member of the Citation family from Cessna, not only that - the Citation X is also the third fastest civilian aircraft in the world, well actually the Concorde and Tupolev Tu-144 were faster, but they are no more produced . The Citation X is a long ranger specially designed for transcontinental flights , the whole design objective was to fit in a ...

  20. UC-35 Citation > United States Navy > Displayy-FactFiles

    DescriptionThe UC-35C is a Citation V Ultra, Cessna Model 560, and the UC-35D is a Citation Encore, Cessna Model 560, aircraft series manufactured by Cessna Aircraft Company. The UC-35C/D fleet is

  21. Cessna Citation Latitude

    The Cessna Citation Latitude is a business jet built by Cessna . The Model 680A was announced at the 2011 NBAA convention, the prototype first flew on 18 February 2014, it achieved FAA certification on June 5, 2015, and first deliveries began on August 27.

  22. Cessna Citation: From Slowtation to Near the Speed of Sound

    Cessna Citation Excel, Citation Sovereign, Citation Jet, Citation Mustang Trying to please the rest of the business jet market, the Citation Excel (560XL, ELS, ELS+) was created which used a shortened Citation X fuselage combined with the V Ultra's straight wing and tail, but used new PW545A engines and remained a stand-up cabin.

  23. Cessna Citation: The True Cost of Aircraft Ownership

    The Cessna Citation is a family of business jets that debuted in 1972 with the 500 Citation l. The line was named after the American Triple Crown winner Citation, an American Thoroughbred racehorse. Since its start, Cessna has released 27 aircraft in the Citation l, Citation lll, and Latitude lines. ...

  24. JetBrokers ️ on Instagram: "JetBrokers presents Citation SII sn S550

    7 likes, 1 comments - jetbrokers on February 6, 2024: "JetBrokers presents Citation SII sn S550-0131 ️ For inquiries, contact Tom Crowell +1.636.75..."