The Citation CJ4

CJ

Classic Citation On the Road Again • Lone Star Service • Perfect Paint

June 2011 • Vol. 3 • No. 2 THE CITATION JET OWNERS MAGAZINE

The Citation

CJ4

Single-Pilot Speed King

contents CJ

JUNE 2011 • VOLUME 3 • NUMBER 2

departments

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EditorIAL.................................... 5 Thanks, Jack

by Dianne White

Licensed to Learn.................... 18

by John Hayes, Ph.D., Past President

UPDATes.................................... 30 • 20th Anniversary of CitationJet’s First Flight • Cessna Holds Annual Citation Conference • Cessna Positions Newest Mobile Service Unit

perspectives........................... 32

On the Cover

The Citation CJ4 The speed king of in-production, single-pilot jets.

Bad Attitude

by Kevin Dingman

CJP Regional Event Out of this World

features

Private tour of NASA, L-39 rides and safety standdown highlight Houston

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Classic Citation On the Road Again After Complete Redo 19,500-hour chief pilot keeps it trucking

Lone Star Service at Its Best

Perfect Paint

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Cessna factory now performs aftermarket painting through the Wichita Service Center

State-of-the-art San Antonio Service Center attracts top talent, which results in a great service experience for Citation owners

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POSTMASTER: Send address changes and inquiries to CJ Magazine, Village Press, Inc., P.O. Box 968, Traverse City, MI 49685

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wenty years after the first flight of the first CitationJet, the model 525 Citation has been one of Cessna’s greatest contributions to business aviation. With nearly 1,600 model 525 Citations delivered, Cessna has continuously used improvements in technology to expand the capability, ease of operation, and operating efficiency of their expansive product line. Over the twodecade span of the CE-525 operating history, Cessna has delivered four generations of aircraft, and different six models: CitationJet, CJ1, CJ1+, CJ2, CJ2+, CJ3 and now the CJ4.

The Citati

by Cyrus Sig

First generation includes the CitationJet built between 1993-1999. Second generation includes the CJ1 and CJ2, which included the introduction of Collins Pro Line 21 to the flight deck and improved useful load. In the case of the CJ2, a 33-inch longer cabin than the CJ1 was provided along with additional speed and range.

Second-generation production lasted from 1999-2005.

The third and arguably the most popular generation includes the CJ1+, CJ2+, and CJ3. All third-generation CE-525s saw a flight deck makeover with the addition of the Collins FMS3000 and an operational efficiency boost with FADEC controlled engines.

Third-generation production started in 2004 and is still in production.

This leads us to the fourth generation, currently only occupied by the CJ4. Come along as CJ Magazine completes a pilot report and review of Cessna’s newest model 525, the 525C, also known as the CJ4.

Flight Test With a maximum cruise speed of 453 kts, the CJ4 looks fast sitting on the ramp. The sweep of the windscreen, vertical stabilizer, and wings give the CJ4 a distinctive static presence, while still maintaining the classic look pioneered by Citation.

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The speed king of in-produ CJ Magazine

ation CJ4

us Sigari

My evaluation of the CJ4 consisted of five flights with varying weights and temperatures. My first test flight of the CJ4 started on a mildly warm Wichita day, with the jet filled to its maximum certified ramp weight of 17,070 pounds. Typically equipped, the CJ4 has a an empty weight of 9,900 pounds, a maximum fuel capacity of 5,828 pounds, leaving room for 1,342 pounds of people and baggage, including pilots and stores. Cessna advertises that the CJ4 with full fuel at maximum gross weight has a maximum range of 2,002 nm, including a NBAA IFR Fuel Reserves (100 nm) at High Speed Cruise (HSC). Pulling power back to Long Range Cruise (LRC) will provide an additional 100-150 nm of range.

On initial taxi-out, the CJ4 showed very familiar steering and braking control as the previous-generation CJs. While ground handling and braking was found to be straightforward, it appeared the CJ4 ground idle thrust settings were higher than that of third-generation CJs, presumably to keep the DC generator output consistent for the extensive electrical loading on the CJ4.

I found that it took very little thrust to begin movement from the static condition, and furthermore required occasional braking to keep the jet from accelerating, even with power at idle during taxi. Nonetheless, we were here to fly, not taxi. Onto the flight.

As part of my test, my first order of business was to determine how quickly the CJ4 climbs to its maximum certified altitude of FL450. In doing so, we coordinated with ATC to ensure that we could get an unrestricted climb to FL450.

production, single-pilot jets june 2011

Once cleared for takeoff, I started the stopwatch and stood the thrust levers to attention. With takeoff power set, the CJ4’s single greatest feature made an impressive appearance. POWER! 7

With the 3,621 pounds of force put out by each of the two Williams International FADEC-controlled FJ44-4A engines, the CJ4 is a proverbial rocket ship.

The recommended climb profile published by Cessna calls for maintaining 240 knots indicated airspeed until hitting Mach 0.64, at which point the climb is continued at Mach 0.64 until reaching final cruise.

Cessna’s CJ4 flight planning guide predicted that on a standard day, at maximum gross weight, it would take 28 minutes to climb from sea level to 45,000 feet.

With an average temperature of ISA +7 from FL300-FL450, I expected that our time-to-climb would suffer.

However, not only did we meet the advertised time-to-climb, we beat it by approximately 4 minutes‌ at ISA +7! It took 23 minutes and 23 seconds to FL450, burning just over 700 pounds of fuel to get to altitude.

Upon reaching level flight, I experienced a wide range of cruise performance based on varying temperature and 8

weight conditions. At one point, with just two pilots on board, 100 pounds of baggage, and 3,000 pounds of fuel, at ISA -2, we reached up to 434 knots at FL450, burning approximately 1,000 pounds an hour.

Descend a few thousand feet from FL450 and the CJ4 easily hits in level flight Mmo (Mach 0.77) and maximum cruise speed of 453 knots, largely independent of weight.

Generally anytime below FL400, a power reduction is required to prevent an overspeed.

Once the cruise portion of the test flight was satisfied, it was time to play with the highly acclaimed Rockwell Collins MultiScan RTA4112 weather radar. There is one word to describe the radar in the CJ4: awesome. The 4112 radar is the easiest to use and most comprehensive radar ever installed in a light jet.

The 4112 radar is primarily operated in automatic mode, which completely removes the pilot from the loop of having to manually tilt and/or adjust gain while evaluating radar weather returns vs. ground clutter returns.

The radar simultaneously monitors high-, middle- and low-altitude weather merged to form one composite picture of virtually clutter-free weather. While the radar is typically left in automatic mode, manual mode is always available should an operator choose to further investigate radar returns.

Coming down from altitude, it was time to test the new variable speed brake system found exclusively on the CJ4. The CJ4 is the first in the 525 family to have a variable speed brake system. Each wing of the CJ4 has four-speed brake/ground spoiler panels located on the upper surface of the wing. Of the four, only one of the panels is used in flight, while all four deploy once on the ground and the speed brake lever is pulled to the ground spoiler detent. With the low drag profile of the CJ4, I found it necessary to use speed brakes to descend any faster than 2,500 fpm at idle power without overspeeding.

With the added capability of ground spoilers, Cessna engineers eliminated the ground flap design found in all CJ Magazine

previous 525 model Citations.

Therefore, instead of having the typical four-position flap handle, the CJ4 only has three positions: up, takeoff/approach, and landing.

In all 525s prior to the CJ4, it is commonly required to activate the bleed-air-powered defog and windshield anti-ice system to prevent frost formation on the pilot windscreens, particularly in descent and potential icing conditions. These pneumatic-based systems are fairly complicated, noisy, and can be easily mismanaged. While the pneumatic system was quite effective, Cessna engineers opted to improve the system by implementing electrically heated windscreens that are automatically activated when the engines are running, reducing pilot workload and noise while increasing reliability and maintainability of the system.

The windscreens are electrically powered by two independent, engine-driven AC alternators during normal operations. However, in the unlikely event of a dual DC startergenerator failure, the AC alternators automatically revert to providing backup DC power through a series of transformer rectifier units (TRUs), effectively providing a total of five independent power sources (Left/ Right DC starter-generators, Left/ Right AC alternators, and the main battery). As a result, all four of the cockpit displays plus all major systems remain fully functional during a dual-generator failure, as opposed to third-generation 525 model aircraft, which significantly lose system availability during dual generator failures.

Handling qualities of the CJ4 are quite consistent with the remainder of the 525 Citations. I completed a

series of 59-degree steep bank turns to evaluate control force as a function of G loading and found the response to be quite pleasant. Slow flight and stalls are as benign as can be. Approach and landing of the CJ4 is almost identical to the CJ3, with one small exception. Due to the additional sweep added to the windscreen for the added speed of the CJ4, the field of vision has been consequently reduced. However, I found that with full flaps deployed, the subsequent flight path angle provided adequate forward visibility of the runway. With a Vref of 112 kts at maximum landing weight, the CJ4 rarely uses more than 3,000 feet of runway at sea level.

Once on the ground, a gentle pull of the speed-brake handle to the ground spoiler position and a generous helping of wheel brakes bring the CJ4 to a quick and painless stop.

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CJ4 Cabin and Features The tube shape of the CJ4 is consistent with previous 525s, providing 57 inches of height and 58 inches of width. However, the floor has been widened by two inches on either side for more foot room for passengers while seated. To further increase creature comfort, the traditional inboard, dropdown armrests found in earlier-generation 525s have been redesigned to stow in such a way as to not take up valuable center walkway space.

As a basis of comparison, the CJ4 has six windows on the right-hand side of the fuselage and five on the left-hand side (due to the door), as compared to seven on both sides of the CJ3 and six and both sides of the CJ2+.

The 24-inch-wide CJ4 door has many of the design improvements proof-tested on the Citation Mustang. For example, the CJ4 door design does not require the use of an inflatable door seal. Furthermore, the door is easier to operate with a single push/pull throw lever, versus the triggered door on earlier 525s.

One of the tradeoffs associated with the new door design is the elimination of the window in the door found in earlier generations, reducing natural light in the cabin.

The CJ4 window shades are no longer manually controlled as found in previous generations, but rather are controlled through either the integrated cabin entertainment system or through push-button panels at the base of each window that commands an electric motor to mechanically move the shades up and down. The control panels are sensitive to the human touch and I found it easy to accidentally activate the shades up or down by unknowingly brushing up against

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the control panel while resting an elbow on the outboard arm rest.

Cabin noise is one area of complaint that many CJ4 operators have reported. The complaints stem from three distinct noise generators: the aft air conditioning fan producing a high-frequency whine, outflow valves producing a whistle, and the cabin environmental muffler not effectively dampening high frequency noise. At least three independent service bulletins are scheduled to be out by the end of 2011 to address each of these issues. These fixes currently are being incorporated into the factory line.

With regard to seating capacity and cabin layout, operators have the option to choose either the double CJ Magazine

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side-facing bench seat at the door and a smaller galley, or the larger galley and a single side-facing seat.

However, with the new door design, Cessna engineers were forced to redesign the folding entry steps that are stowed next to the door when the door is closed. When sitting in the side-facing seat the knee clearance the folded up steps appeared to be less than that experienced in experienced in third generation 525s.

Flight Deck The Rockwell Collins Pro Line 21 layout that has dominated the cockpit of third-generation CJs has been significantly modified by the addition of a fourth screen (second Multi-Function Display), the consolidation of the autopilot controls, removal of the dual

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Radio Tuning Units (RTUs) and the repositioning of cockpit switches in places that are more ergonomically desirable. The layout is consistent with that of the Citation XLS+ or the Hawker Beech Premier 1A/Hawker 200.

Overall, I found the changes to be a big improvement in cockpit ergonomics. Based on my experience, pilots comfortable with the flight deck in third-generation CJs will have little difficulty transitioning to the CJ4.

Similar to the XLS+, CAS messages are now displayed on the multi-function display as opposed to a dedicated annunciator panel found in earlier-generation CJs. Removing the annunciator panel from the central glare shield allows for the placement of the autopilot control panel on the glare shield as a single, centrally located autopilot control panel.

Besides the layout changes of the cockpit of the CJ4 as compared to third-generation, Cessna engineers removed the line-select keys from the PFDs and MFDs. PFD and MFD control is now managed through dual Display Control Panels (DCP) and dual Cursor Control Panels (CCP).

Overall, I was very pleased with the flow, layout, and operational efficiency of the CJ4 cockpit.

External Features Cessna has added a few notable ground-servicing features new to the CJ4. While over-wing fueling is also available on the CJ4, single-point refueling is now a standard feature. With single-point refueling, operators need not worry about inexperienced and careless refuelers damaging leadingedge and wing surfaces with fueling nozzles, or spilling fuel on the wing.

Fueling time is significantly reduced, making quick-turns a breeze.

CJ Magazine

The fueling system will automatically balance and provide a fueling rate of 120 gallons per minute.

Single-point refueling can also allow for easy defueling.

Cessna engineers also cleverly removed the battery from the aft baggage of third-generation CJs and added an externally accessed battery panel on the left-hand wing to body fairing. This provides a much more convenient method of disconnecting the battery after a long day of flying.

Conclusion The CJ4: Lots of power, big cockpit improvements, incredible performance, improved cabin comfort, and great external lines. While operators give Cessna their feedback on where attention is needed, the CJ4 will undoubtedly go down in history as the biggest generational leap in the 525-family of jets. CJ

Citation CJ4 Performance

Maximum Cruise Speed:

453 ktas

Maximum Range1:

2,002 nm

Takeoff Distance (S.L., ISA, MTOW)2: 3,130 ft Landing Distance (S.L., ISA, MLW):

2,700 ft

Maximum Operating Altitude:

45,000 ft

Maximum Climb Rate (Sea Level):

3,945 fpm

MMO:

Mach 0.77

1 2

NBAA IFR Fuel Reserves (100 nm), HSC, Max Fuel, Max Takeoff Weight.

Distance to 35 feet above the runway.

Cyrus Sigari is president and co-founder of jetAVIVA, a light jet sales/acquisition firm based in Santa Monica, Calf. Cyrus holds type ratings in four single-pilot jets, is an aerospace engineer, and competitive aerobatic

t s Sthairng!

Let’m t So e

pilot. Contact Cyrus at cyrus.sigari@jetAVIVA.com or learn more at www.jetAVIVA.com

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june 2011

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