Update – Cessna Citation V

Cessna, on their part, have supplied the range of Citation jets and for nearly two decades now they have proven themselves in both performance and safety. Their standards of safety earned the company the prestigious Robert Collier Trophy, the only one ever awarded to a general aviation aircraft. Even while some operators are shedding parts of their fleet due to a troubled economy, the number of Citations has remained consistent. Now Cessna have introduced the latest in the range, the Cessna Citation V.

The Citation V certainly appears as if it will become a key part of the Citation fleet that already exceeds 1,600 Citations, based in 56 countries. It is the world’s largest fleet of operational business jets. Currently, there are already more than 100 advance orders for the Citation V. The actual aircraft itself is more than just a stretch and upgrade of the popular S/ll as its speed and performance approach that of the swept wing Citation III. The Citation V was introduced in October 1987 as a larger, faster, more powerful follow on to the S/11, designed to fill a ‘niche’ between the Citation II and Ill in aircraft performance and passenger comfort. Certification in the US was attained in December 1988 and the first production jets have become operational. What has been delivered is a jet that is already noted for being highly reliable and fuel efficient.

In comparison to other business jets available, the Citation Vis at the lower end of the market. It provides for nine passengers to travel 1,550nm. Still, the actual performance of the Citation Vis enough for competition with the midsize jets.

The performance characteristics as compared with others in the class such as the Lear 35A or the Beechjet stand out favourably. With more passengers, the Citation Vcan fly at the same ceiling for an equivalent distance, though at a slightly slower speed. But more importantly in more comfort for the passengers en route than the Lear offers. Also, with a basic operating weight consistent with these jets, the Citation can takeoff in a much reduced length. At a time when, for operators on the east coast, major airports such as Sydney’s have congestion problems with lack of runway space and air traffic control difficulties, the Citation V can thus provide the ability to operate out of smaller airports, such as Bankstown subsequently saving much time in bypassing the holding patterns that often plague the major airports.

The fact that the Citation Vis an upgrade shows that the Cessna people have done their homework on how the aircraft could be further improved. In tradition with other successful designs, the Citation V is a part of a building block design, an upgrade from the S/11, from a design of the II which was itself based on the I. Changes made for the Citation include a 50cm cabin extension, and installation of a more powerful ‘dash 5’ version of Pratt & Whitney’s JT15D turbofan engine and 75cm wider tailplane. The improvements are in fact requests from current Citation operators.

Cessna may also have learnt from the military version based on the Citation II, purchased by the US Navy. Designated the T-47A, it is used in simulated intercepts, at both high and low level flight for officer flight training. The wings were partially clipped and a general strengthening of all stress points incorporated.

The Citation V has undergone many changes when compared with its predecessor. For those familiar with the S/I1 the more noticeable differences are, as mentioned above, the external changes. That is the cabin extension, the engine upgrade, the wider tailplane, as well as polished inboard wing leading edges. The cabin has also been strengthened – a prerequisite for the Citation Vto be certified for its 45,000ft ceiling. For the standard seven or eight passengers there is ample room in the cabin for aircraft of this size. As a result of the cabin stretch, there is now an additional window on each side of the fuselage, improving the feeling of spaciousness.

There is also considerable comfort provided for the passenger when in flight – a large refreshment centre, leather seats, retractable arms for each seat and dropout hardwood tables. There is plenty of baggage space, both in the nose and in the rear of the aircraft, totalling 1. 94m3 which can hold up to 680kg in weight. Thought has also been given in the design for a toilet, which has been placed aft, a feature that’s usually only an afterthought. The landing gear has also been beefed up to cope with the increased MTOW and to enhance the aircraft’s ‘rural’ qualities.

The layout of cockpits in the latest generation of airliners has changed drastically forsaking the old ‘steam gauge’ dials for the new technology ‘glass’ cockpits dominated by arrays of cathode ray tubes. The corporate aviation field is also following this trend with owners and pilots demanding the latest and the safest in design. The Cessna people are beginning to head in this direction with the Citation V. While the basis of the cockpit is traditional Citation in layout and design, there are elements of this new technology being integrated in the Citation V. There is also a wide range of other features being employed in the cockpit. An advanced weather radar replaces an earlier model in the S/11. Hardware also include a Global GNS-X navigation management system, an integrated Sperry autopilot and a flight guidance system which includes an electronic flight instrument system as standard. Provisions have also been made for the pilot as part of a general upgrade for a higher ceiling. These include oxygen masks provided for emergency pressurised breathing and an increased oxygen capacity. Another major feature of the cockpit is the viewing range, which is exceptional through the large windscreen and deep side screens. The lateral vision is claimed to be somewhere near 340°, which is unusual for aircraft of this type.

An area not to be overlooked is the upgrading of the engines.

The Citation V has upgraded to the Pratt & Whitney Canada JT15D-5A turbofans. Each of these produce some 2,900Ib thrust, as compared with 2,500Ib from the SIii’s ‘dash 4Bs’. The engines are also equipped with thrust reversers, which become very useful when operating out of small airfields such as Bankstown and Essendon, while another feature is an engine synchroniser.

According to Cessna’s performance predictions, the Citation V will take 32 minutes to reach its ceiling of 45,000ft. It is only then meant to be able to cruise at-370 knots. At 41,000ft the cruise speed is listed at 408 knots and at 37,000ft 425 knots. That’s what the book says. In actual fact, the Citation V only needs to take 28 minutes to reach its ceiling and then cruises at 380 knots. It cruises at 408 knots at 41,000ft and easily surpasses the book’s 425 knots at 37,000ft. It should be noted that these speeds are exceptional for this class of jet, the speeds being only 25 to 30 knots slower than those of the typical swept-wing business jet.

A major advantage with the Citation Vis that, at its ceiling of 45,000ft, it is able to clear most bad weather. Yet it is also able to utilise gravel strips, a situation which could be vital for corporations normally being forced to use regular air fields. The range of the Citation V makes it eminently suitable for such a task. Indeed, it is very capable of a wide range of tasks, whether they be short bush hops, or of extended overseas journeys. The Citation V does in fact have excellent hot day performance from short 18 metre wide gravel/unrated runways. Confidence in this area must be high, as mining giant North Broken Hill has put in an order for one of the Citation Vs which in fact is due to enter service during the course of this issue.

Cessna have done well with the popular Citation range. Their latest offering only goes to show that, like heavy metal airliners, upgraded derivatives of proven designs are sure sellers.