Cessna Citation CJ2

Cessna Aircraft recently celebrated the delivery of its 100th Model 525A CJ2, a benchmark in the life of a business airplane. Recently B/CA surveyed operators to determine how well the aircraft is living up to their expectations. Almost all operators gave the CJ2 a qualified thumbs up.

Indeed, not one of the dozens of operators with whom we spoke was dissatisfied with the overall performance and utility of the CJ2, even though most had gripes about something -- airframe, engine, avionics or systems.

Most CJ2 operators have only one aircraft and upgraded from CitationJets, CJ1s or Citation I aircraft, according to survey participants. A few upgraded from turboprops. Overall satisfaction with the performance, reliability and Cessna's product support of older Model 500 and 525 aircraft they previously operated, were key reasons why these folks stayed in the Cessna family. While they liked their old aircraft, they needed more range, more speed and more tanks-full payload.

When evaluating the CJ2 prior to purchase, they said the closest competitors were the Citation Bravo, Learjet 31 and Raytheon Premier I. In the end, they said the Bravo was too big and too expensive to operate, the Learjet 31A was too fast and required two pilots, and the Premier I was too late, too long on the runway and too poorly supported by Raytheon. ``The Premier I is still coughing and struggling,'' said U.S. Venture Partners' David Lenz, who owns and flies 525A-0028.

Operators' perceived difference between Cessna's and Ray-theon's product support was a key factor in deciding on the CJ2. Notably, the majority of operators contacted said they didn't seriously consider any other aircraft when they acquired their CJ2s.

Most of the CJ2 operators remarked that the aircraft's per mile, direct operating costs were about the same as older and smaller Citations or their older turboprops. ``Initially, we weren't sure about getting into a jet,'' explained Todd Hughes of Salt Lake City-based Hughes Construction, a firm that previously operated a Piper Cheyenne and now flies s/n 0019. The CJ2's operating costs have proven to be about the same, except for higher insurance, Hughes said.

The CJ2's climb performance was especially impressive compared to Model 500 and 525 aircraft previously used by the operators, making possible mid-40 cruising altitudes, even on relatively short missions. Most operators reported 400-plus KTAS cruise speeds, 40 to 60 knots faster than the CJ1. They said the CJ2's 300- to 400-mile range advantage over the CJ1 also was a factor in the purchase decision, along with its increased payload capability.

``We were impressed with our CJ, but it fell short of our 900 nautical mile primary mission, especially with full seats,'' explained Chris Ellis, who flies s/n 0016 based in Cleveland. ``Buying the CJ2 was a no-brainer.''

``The CJ2 just had everything else whupped,'' said ACI's Bill Borgsmiller, who manages s/n 0013 based at San Luis Obispo, Calif. ``Nothing else can touch it,'' exclaimed Daniel Berg, chief pilot of s/n 0018, home-based in Reading, Pa. ``The CJ2 is the only thing we considered. The cost of operation is a big selling factor,'' said Frank Grazier of Altoona, Pa.-based Bun Air, which manages s/n 0021. ``We did our research. And there couldn't be a finer aircraft for our mission,'' said Sal Thompson, who flies s/n 0022 based near Chicago.

Mission Profiles and Performance Reports

The CJ2 fleet is young, with a total time of slightly more than 24,000 hours. That's less than 240 hours on an average aircraft and reflects the fact that the vast majority of CJ2s are used by one-aircraft operators. There are a smattering of CJ2s assigned to management firms with fleets of mixed-use, FAR Part 91/135 aircraft, but the CJ2 is one of the smaller aircraft in such fleets.

Four of five aircraft are U.S. registered. Outside the United States, Germany and Brazil account for most of the sales, with small numbers scattered throughout the rest of Europe and Central America.

About half of the CJ2 fleet is owner-flown and the rest are professionally crewed, according to Aaron Hunt, Cessna's CJ2 program manager. The aircraft are well equipped, with six in 10 buyers opting for the third Pro Line 21 display ($118,150), including second digital air-data computer, and another 43 percent choosing the AM-250 digital air-data altimeter ($9,450). Either of those options enables the aircraft to meet the impending U.S. domestic RVSM requirement, slated for December 2004.

The standard package includes a Honeywell KLN-900 GPS navigation system, but 71 percent of buyers upgrade to the UNS-IK ($33,850) or -IL ($43,000) FMS. A large majority of customers also buy the optional ELT ($800 to $9,575, depending upon model), the 50-cubic-foot oxygen bottle ($4,950), and either the Honeywell CAS-1 TCAS 1 ($87,375) or Goodrich Skywatch ($22,900) traffic avoidance systems. One-third of customers opt for the Honeywell EGPWS ($82,275), but an increasing number have asked for the Universal TAWS, a $50,000 upgrade. The latter, however, requires installation of the UNS-1E FMS, a $63,000 option.

The CJ2 comes standard with Honeywell Bendix/King CNI-5000 panel-mount radios. Eighty-five percent of customers, though, are opting for the Garmin radio package ($5,000), including dual GNS-530 comm/nav/GPS radios and a GTX-327 transponder. Some folks install a Garmin GPS-400 in the instrument panel as a second long-range navigation system.

Half of the customers opt for the large-capacity Marathon battery ($625). Four of 10 buy the Precise Flight Pulselite system ($5,125) and the cockpit speaker mute switch ($1,575).

The cabins are well appointed, with 69 percent ordering the left forward storage cabinet ($12,025), 44 percent opting for the flushing lavatory ($15,575) and nine out of 10 buying the indirect lighting system ($7,350).

Even with all these options, the average basic empty weight reported by participants in the survey was 7,603 pounds. With one pilot aboard, the resulting BOW is 7,803 pounds, which is actually seven pounds less than the BOW advertised by Cessna for a B/CA-equipped airplane. That earns Cessna an ``A'' grade for accuracy in advertising, even though it's not an official category on the B/CA Report Card.

While the CJ2 has a fairly complete options list, some operators thought Cessna's charges for custom engineering work were excessive. One said, for example, that Cessna quoted him $11,000 to add a cabinet door to a refreshment center.

Hunt explained that special engineering costs must be passed through to customers. ``Cessna maintains a high standard for equipment we install,'' Hunt said.

Respondents said they average just less than 300 hours per year. Cessna's CESCOM records, though, indicate the annual utilization is closer to 275 hours, Hunt said. Most operators we contacted said their aircraft are owner-flown, sometimes assisted by a professional, second crewmember. They said their average passenger load is 2.8, but some operators regularly fly with all seats full on business travel. CESCOM records show an average passenger load of 1.8 people, accounting for positioning and maintenance flights. The average mission is just under 500 miles, according to respondents. CESCOM indicates the average is closer to 435 miles.

Higher is better when cruising in the CJ2, even on short missions. Climbing to FL 390 or FL 410 can save 20 percent on fuel and it lengthens trip time by only two to three minutes. Operators said ATC constraints on climb-out cost them time and money, claiming that ATC computerized climb profiles don't differentiate between a CJ1 and the much better performing CJ2. One CJ2 operator said he files his flight plans using CE-526 as the aircraft identifier because ATC computers recognize that code as Cessna's hot-performing JPATS runner-up competitor from the early 1990s.

If operators are given clearance to climb directly to the low 40s by ATC, they report first-hour average fuel burns of 1,000 to 1,200 pounds. The CJ2's cruise speeds consistently meet or exceed 400 KTAS, with some operators reporting 412 KTAS to 418 KTAS speeds in the low 30s with fuel flows of about 1,350 pph.

On long-range missions, operators said they climb directly to FL 410 to FL 450, then accelerate to 385 KTAS to 395 KTAS. During the second hour, fuel flow drops to 700 to 750 pph and cruise speed nudges 400 KTAS. Every respondent said the CJ2 meets or beats Cessna's published climb and cruise performance numbers.

Operators said they're comfortable flying the aircraft 1,350 miles, on average, in all weather conditions. If the weather is clear at the destination airport, some, such as Paul Chiapparone (s/n 0001), Jim Trotter (s/n 0014), Chris Ellis (s/n 0016), David Liddle (s/n 0028), Scott Robinson (s/n 0047), Jason Simpson (s/n 0051), Ed Burke (s/n 0065), Al Arnold (s/n 0083), and Dale Moulton (s/n 0086), say they can fly 1,500 or more miles, if the forecast weather is severe clear. The CJ2 can fly four passengers 1,505 miles and land with 100-nm NBAA IFR reserves, according to B/CA's May 2002 Purchase Planning Handbook. But that's with an ideal climb, cruise and descent profile that doesn't account for ATC altitude, hold, delay, reroute and speed constraints.

Cessna predicts that the CJ2 will have an hourly direct operating cost of $540.45 during the first year, $591.20 per hour in the second year, and $626.53 per hour for the third and subsequent years, reflecting reduced warranty coverage. Cessna's cost projections, however, don't seem to be a primary concern for CJ2 operators. Only about one-third of the respondents said they actively track DOCs. Professional pilots, who are much more likely to track DOCs than owner-operators, reported the average hourly DOC was $646.

Five Best and Five Worst Features

CJ2 operators don't hesitate to rattle off five or more favorite features. Speed, climb performance and range, cabin comfort and quiet, Pro Line 21 avionics, short field performance and the roomy aft external baggage compartment are most frequently mentioned. They said it's easy to fly, it's very reliable, the maintenance costs are low and it has nice ``ramp appeal.'' The CJ2 also is well supported by Cessna's service center network.

``I like the ability to climb directly to FL 450,'' noted Harold Bagwell, who owns and flies s/n 0040. ``It's easy to fly single-pilot and it has eight seats. We can operate out of 3,000-foot runways, and it just looks good,'' explained David Lenz, chairman and CEO of North Central Group, who flies s/n 0050.

With the demise of the Learjet 31A, the CJ2 offers better climb performance than any other light jet in production, priced under $7.5 million. Only the CJ1 offers shorter standard-day takeoff distances. Departing from a 5,000-foot elevation, ISA+20C hot-and-high airport, however, the CJ2 boasts the best takeoff field performance of any production aircraft in B/CA's May 2002 Purchase Planning Handbook. The CJ2 is no match for the Premier I in all-out speed, but it offers more range under all payload conditions and considerably better runway performance, especially on warm days at high-elevation airports.

Operators praised the Williams/Rolls-Royce FJ44-2C turbofans and were especially pleased with the engine maker's product support. ``It's just outstanding,'' said Jim Toland, who flies s/n 0003 based in Towson, Md.

Passengers laud the CJ2 for cabin comfort, especially when compared to the CitationJet and CJ1. The first Model 525 has a cabin 17 inches shorter than that of the original Model 500 aircraft. The CJ2's cabin, stretched 22 inches, offers more volume than either the Model 500 or Model 525. The Premier I's cabin, though, is considerably wider and taller, and almost as long.

The CJ2's 70-cubic-foot external baggage compartment is another favorite with operators. One quipped that it could double as his bunk room, potentially saving the company overnight expenses. Want a bigger external baggage compartment? Plan on spending $9.5 million for a Citation Excel. It has an 80-cubic-foot aft baggage compartment.

The Rockwell Collins Pro Line 21 avionics package earned plaudits because of its large-format, flat-panel displays, smooth autopilot operation and reliability. Some folks, though, groused about having to replace a faulty MFP 386 ASIC computer chip that could cause failure of a flat-panel display.

And finally, folks said they like the CJ2's ramp appeal. Its longer fuselage, sleek wing and T-tail endow it with lines more pleasing than the CJ1's.

Most operators were hard-pressed to come up with five things they didn't like about the aircraft. Topping the list, though, was the CJ2's problematic wheel brake system. To shave weight, Cessna eliminated the rudder pedal master cylinders, opting instead to connect the rudder pedals directly to the power brake servo by means of mechanical links. Early aircraft were prone to uneven braking action and slow response of the anti-skid system. In response, Cessna developed three recommended service bulletins, all covered by warranty, that reduce friction in the linkage, upgrade the brake metering/anti-skid valve and replace a brake high-pressure switch. A fourth service bulletin changes the geometry of the brake lines in the wheel wells to increase clearance. All the brake upgrades were incorporated in production aircraft, beginning at s/n 0060.

Some operators said the CJ2's cockpit was a bit cramped for long-legged pilots. They said its additional range and endurance merit more room for the flight crew. A few also mentioned they wanted more chart storage space.

A number of operators reported amber-zone ITT temperatures produced by the Williams/Rolls-Royce FJ44-2C engines when takeoff thrust was set. Hunt responded that FJ44s always have demonstrated transient ITT indications, particularly on hot-and-high days. ``This has no impact on DOC and requires no maintenance action. So long as the engine is operated within the appropriate AFM limits, hot section and overhaul costs will be in line with those costs on the engines in the fleet,'' Hunt explained.

Some folks, though, said they were concerned about even warmer ITT temperatures being generated as the engine life approaches the 3,500-hour overhaul interval.

B/CA received reports of excessive engine oil consumption from a few operators. Williams/Rolls-Royce officials are investigating the underlying cause, which apparently resulted in one engine being removed due to excessive oil consumption.

Air conditioning and heating problems were reported by several respondents. They said the refrigerant compressor makes too much noise and vibration. Cessna is developing a revised mounting system for the compressor to reduce noise and vibration. Several operators said compressor reliability has been less than satisfactory. Hunt said he was unaware of such complaints.

But Hunt acknowledged that Cessna has received reports of refrigerant leaks, along with ``other component issues.'' Servicing the system with coolant seems to alleviate most problems.

Some folks complained about not having a temperature set-and-forget, dual zone, heating and air conditioning for the cockpit and cabin. When the cockpit is comfortably cool, the cabin is too cold, they said. ``You can get a system like this on a $40,000 Cadillac. Why not on this airplane?,'' asked Daniel Berg.

Hunt responded that a prime design objective for the CJ2 was to retain the systems of the CJ1. Nothing unneeded for certification was added, thereby reducing development time and cost, plus aircraft empty weight. This also helps to explain why Cessna didn't develop electrically heated windshields, thrust reversers, and a single-point pressure refueling option, shortcomings respondents mentioned during our survey.

A few operators complained that turning up the cabin heat causes an air duct overheat annunciation. Cessna fixed this problem in production aircraft at s/n 0031. A recommended service bulletin, covered by warranty, that replaces the duct temperature sensor with one having a higher temp actuation threshold is available for earlier aircraft.

Condensation forming on cabin windows is a problem in some aircraft. Cessna is studying the issue and expects to develop a service bulletin in the next few months that rectifies the problem.

Consistent, high-quality paint work hasn't yet been mastered by Cessna, according to respondents, a long-standing complaint heard during prior B/CA Citation operator surveys. Cessna is working on paint process improvements and it's starting to pay off, according to operators of newer CJ2s. They report less peeling and flaking than that experienced by early CJ2 buyers.

CJ2 Report Card

When asked to grade the quality, reliability, utility and performance of the CJ2 item by item, respondents found it easier to recall its strong points and shortcomings. A, or excellent, grades are worth four points, B, or good, grades earn three points, average C grades net two points and barely passing D grades score one point. The results are shown on the accompanying CJ2 Report Card. Operators also made comments during the grading process.

Generally, the CJ2 earned A-/B+ grades for airframe, engines, avionics and systems. A few respondents said they would prefer digital electronic engine controls, such as those fitted to the Premier I's -2A engines, to reduce the need to constantly adjust thrust during climb, thereby easing pilot workload. Hunt said Cessna opted for standard hydromechanical fuel controls because of their demonstrated reliability.

Most operators were critical of the Honeywell Bendix/King CNI-5000 panel-mount radios, saying that there was excessive crosstalk between the two comm transceivers and that the gas discharge displays were unreliable. The CNI-5000 was one of only three areas to fall below the 3.0 grade point average. Operators awarded an overall 2.7.

``The reliability number has indicated a growth rate on most components,'' said Hunt. Product improvements have been made to the CNI-5000 radios. ``We have had some issues on older comm and ADF components, now phased out of production,'' Hunt continued.

Honeywell's Dan Barks responded that the CNI-5000 meets Cessna reliability standards for the CJ2. Many operators are unconvinced. Those who upgraded to the Garmin radio package, in contrast, expressed no such complaints and gave it a 3.8 average.

Heating, ventilation and air-conditioning quirks, as previously mentioned, earned relatively low marks that average 2.8 on the scale. Wheel brakes also earned the CJ2 no honors.

The standard Honeywell KLN-900 GPS earned average grades. Operators thought its design was dated, compared to newer systems such as the Garmin GPS-400 and -500. Most folks were decidedly enthusiastic about the performance of the optional Universal UNS-1K, -L and -1E FMSes, marking them 3.8 on the grading scale.

Operators told B/CA they like their traffic alerting systems, awarding high grades for the performance of the Honeywell CAS-66 TCAS 1 and also for the Goodrich Skywatch HP. But the lower-performance and lower-cost Skywatch system was slow to respond and too limited in capabilities because of its six-mile maximum range, operators said.

Honeywell's Enhanced GPWS works as designed and it's quite reliable. Operators, though, thought the TSO C-151-mandated aural warnings were annoying, especially when descending below glideslope on visual approaches. Overall it earned a 3.6 grade.

Generally, operators were pleased with Cessna's product support, saying that it sets the standard in the light jet industry. Some said that the success of the Citation Service Centers has caused overcrowding and scheduling difficulties.

Cessna is aware of the problem, and is doing something about it. The Sacramento Citation Service Center has quadrupled in size in recent years, the Orlando facility is being enlarged to 185,000 square feet with work due for completion in September 2003, and Cessna is building a new 500,000-square-foot, $60 million service center just north of its Wichita main plant, slated to open in fourth quarter 2004.

No feature of the CJ2 earned higher grades than performance fidelity. Most operators said actual performance is better than Cessna's projections, with a few saying it meets the book on the nose. Most folks say they flight plan at 400 KTAS and have to pull back the thrust to avoid exceeding the CJ2's 0.72 Mach MMO while in cruise. Some said they wish the CJ2 had a higher redline because it certainly has enough thrust to cruise faster.

There's no such thing as a perfect airplane, but CJ2 operators, even those with early serial number aircraft, are seemingly unanimous in their upbeat approval of the aircraft. ``Buy it!'' exclaimed s/n 0001's owner, Paul Chiapparone. ``Go for it,'' proclaimed Kevin Long, who flies s/n 0004 based in Chandler, Ariz. ``I sure recommend it,'' said Nick Eliopoulos, who manages and flies s/n 0008 based in Norwood, Mass.

Such strong support provides a core of potential buyers for Cessna's new $5.8 million CJ3, the third member of the Model 525 family, due to enter service in mid-2004. The CJ3 will have 200 nm more range than the CJ2 and a higher maximum payload, plus FADEC-equipped Williams/Rolls-Royce FJ44-3 engines and more capable Rockwell Collins Pro Line 21 avionics. It will also cost about $1 million more than the CJ2.

But, for many, the CJ2 is all the airplane they need. ``You can't go wrong with a CJ2,'' said Cameron Fugal, who flies s/n 0015 based in Provo, Utah. ``It's exceeded all our expectations.''