CeeJay4

The Cessna Citation has come a long way since the original turbofan Citation 1 debuted forty years ago. In fact, it is no longer an individual aircraft type, rather the ‘Citation’ in the 21st Century is an entire family of bizjets. And it’s a large family, ranging from the diminutive and popular Citation Mustang, right through to the patriarch Citation X, capable of spanning the globe at 0.92 Mach. Nestled nicely within this range sits the new Citation CJ4.

Having flown a number of the Citation range, a certain philosophy starts to become apparent. If it’s simple and it works; don’t change it. This underlying theme gives each Citation a familiar feel to others within the range and yet the different models all have something different to offer. Some customers seek a stand-up cabin or short field performance, while others look for the flexibility of single-pilot operations. Range may be critical in one instance, while top end cruising speed is the ‘must have’ quality for another client. As such, a critical role of such an ‘Air Test’ is to seek out that niche that the CJ4 is set to fill and assess just how successfully it achieves it.

More than a Glance.

As the Citation CJ4 sits proudly on the flight-line at Avalon, its form speaks volumes for the aeroplane. Immediately apparent is the comfortable rounded nose that is so distinctive of the early Citations. However, atop the nose sits a newer, sleeker, wrap-around windscreen and side windows of electrically heated glass. The wing is swept at around 12 degrees and is reminiscent of its larger sibling, the ‘Sovereign’, suggesting a higher cruising speed than the CJ3. Although the CJ4’s wing span is slightly less, its fuselage is slightly longer than the CJ3 and overall gives a very balanced appearance. So at first glance, the CJ4 suggests a higher cruising speed with additional cabin room for the passengers and crew than its forerunner.

Continuing to walk around the twin-jet, more features become readily apparent. The T-tail and aft-mounted turbofan engines possess a distinctively ‘Cessna look’. Each engine is capable of producing 3,621lb of thrust with their intakes heated by bleed air, while the tailplane retains the traditional Cessna pneumatic de-icing boots. Accessibility to the various systems during the pre-flight inspection is straightforward. Oxygen and gear ‘blown down’ gauges are in the nose locker, single-point refuelling is ahead of the wing on the starboard side while the hydraulic system is accessed to the rear. Notably, the CJ4 possesses a constant 3,000 psi system not featured on earlier models. Unless a top up of oil is needed, levels can be checked without the use of a ladder while on the port side, two access doors reveal the battery and brake system aft of the wing. The new 44 Amp-hour Lithium Ion battery offers a 30lb weight saving over an equivalent NiCad unit, while the new positioning of the brake system from the nose section reduces the distance from the unit to the brakes. In all aspects, the location of these various systems are well thought out, but even more significant is the clean spaces within the nose and aft baggage lockers by virtue of this. In fact there is an impressive 76 cubic feet of storage room.

Overall, the CJ4’s exterior is all Cessna. It is clean and functional, but possibly more so than the other aircraft in the ‘CJ’ line-up. With increased baggage space, well thought-out systems access and a wing that suggests a slippery cruise speed, the balance of appearance and functionality seemed just right. Now it was time to climb aboard and see if beauty was more than skin deep.

Beneath the surface.

Simply boarding the CJ4 revealed a new perspective. The door did not possess a window like the CJ3, but nor did it taper in its dimensions towards its top. Rimmed with a passive seal, the door is symmetrical and generous in its dimensions for ease of access. Once on board, the luxurious interior was just as one would expect for an aircraft of this category and calibre. In addition to a slightly longer cabin, the floor has been lowered compared to the CJ3 reducing the degree to which the curved upper walls impinge on head room along the cabin’s side. Furthermore, the CJ4 offers a fully integrated cabin management and entertainment suite with the ability to access CDs, Blu-Ray DVDs, games, 3-D moving maps and so on. The options seemed limitless, but I was keen to move forward and see the technology available in the cockpit.

On sliding into the left-hand seat, I was immediately impressed by the CJ4’s cockpit. It is superbly clean and ergonomic, dominated by the Collins ProLine 21 suite’s four 8” x 10” screens. Significantly, this is one screen more than the CJ3, permitting adequate displays of flight and navigational information, with a screen still available to call up the relevant Jeppesen chart. The entire panel is so efficient with most systems accessible on the lower inclined panel, while the autopilot and frequently used switches are near eye-height. The two FMCDUs are centrally located ahead of the light switches and thrust levers, while the trim controls and engine start switches are aft of the levers.

The thrust levers themselves are sporty, yet substantial with the ‘Go-Around’ buttons located on the outboard faces. Differing from earlier CJ aircraft, the CJ4 thrust levers possess detents for cruise, climb and take-off. There is no reverse thrust on this aeroplane, but either side of the thrust levers are located a speed brake lever and flap lever. Everything is clear, logical and close at hand and it is easy to see how this aircraft is certified for single-pilot operations.

As with all Cessna jets, I set my seat where I feel comfortable and then check it against the alignment indicators on the central windscreen stanchion. To date the track record is 100% matching my comfortable position with where Cessna believes I should be sitting. Today I am flying with Cessna’s Tom Emerson, all the way from Wichita, Kansas and together we start to enter the applicable performance data into the flight management computer.

At this stage, another major difference with the CJ3 becomes evident; the CJ4 has a superior range of over 2,000nm. On further investigation into the numbers, the CJ4 also has a speed advantage of around 35 knots in the cruise at around 450 knots. It seems like the swept wing has enhanced the top end performance, although it still retains the ability to operate out of 1,000 metre runways at MTOW given sea level, ISA conditions. It’s an impressive combination at both ends of the envelope.

Today we are at a mid-weight of 15,000lb and our take-off speeds are a V1 of 95 knots, rotating at 97 knots and V2 at 111 knots. Speeds that are right in line with the aircraft’s short field ability, but belie its cruise potential. With our passengers on board and a critical Avalon slot time approaching, there is little to do but start engines and get underway.

Flight of the Four.

Starting the two Williams International FJ44-4A engines could not be simpler. The aft-mounted starter switch for the applicable engine is depressed and then the hand is moved forward of the thrust levers where the ‘Run’ button is depressed. This starts the cycle and the run button is guarded until the engine is stable as it is also the button to select to abort the engine start. The FADEC controlled engines make this start sequence one of the simplest that I have come across. There is a slight pause between starting the first and second engine while awaiting the Amps to drop back in tolerance, but in no time we are started with systems online and ready to depart.

Lined up on Avalon’s runway 18, the thrust levers are advanced to the take-off detent. With an all-up weight of 15,000 pounds being pushed by just over 7,000lb of thrust, the initial acceleration is impressive and felt through the seat pants. Despite 15 knots of crosswind, directional control is not an issue, nor is the rotation and initial climb. With the gear up and the yaw damper selected on, clean up of the take-off flap is commenced and in no time our initial level of 3,000 feet is upon us. At this level the aeroplane is slippery and the thrust needs to be brought back without delay to prevent an overspeed, but that’s the sort of problem that pilots like.

Cleared to FL300 and direct to King Island, we establish the CJ4 in a standard climb profile of 250KIAS/0.64M. Passing FL200 I engage the autopilot and our rate of climb is around 2,400 ft/min and initiating a series of left and right hand turns, the aircraft is incredibly stable to hand fly, which equates to a smooth ride for the VIPs in the cabin. The pressurisation system on the CJ4 is fully automated and sources the airfield elevations form the flight management system. It has a maximum differential of 9.0psi and importantly retains a sea level cabin to 27,000 feet.

Levelling at FL300, the aircraft is allowed to accelerate to 0.76M, which is a respectable speed for a Boeing 737-400. Setting thrust involved retarding the levers and then pushing them forward toward the ‘cruise’ detent until further motion was met with resistance. With the thrust levers set for cruise, the true airspeed was ‘as advertised’ at 450 knots. As this was a relatively short sector, we flew well below the optimum cruising levels which lie nearer the maximum certified ceiling of 45,000 feet. Even so, the noise levels on the flight deck were low and conversation without the intercom was effortless. Continuing on the theme of comfort, I extended the speedbrake which consisted of two outboard panels above and below the wing. The lever made it easy to modulate the extension of the flight spoilers and only a slight ‘rumble’ was evident from the disturbed airflow, while airspeed reduced steadily.

Over King Island the aircraft was taken out of lateral navigation and flown in basic ‘heading’ mode to re-intercept the outbound track. At this flight level, the comforting ‘half bank’ function was evident during the turns to protect against reducing the margins on the buffet boundaries. All too soon, the top of descent into Essendon was approaching and briefings for the arrival were completed. Cleared to a lower level, the VNAV path was now armed and highlighted and simply required me to manage the thrust. As we were operating near Mmo, I anticipated the pitch into descent and retarded the thrust a little early to protect against the aircraft slipping away from me with its new swept wing. With the power set, the aircraft descended comfortably on profile at 285 knots until 10,000 feet. Use of the speedbrake on descent resulted in a very effective means of speed control, while still the buffet was minimal in company with an almost imperceptible pitch up moment. My overwhelming impression of Citation speedbrakes to date has been very positive, from the Citation X down.

Continuing the descent towards Plenty for the Essendon Runway 26 ILS approach we were ‘cut in’ as the Tower anticipated a visual approach from a six mile final. The reduced track miles were easily managed in unison with commencing speed reduction towards 210 knots. During our descent briefing we had determined a landing weight of 13,650lb would require a landing field length of 2,288’, so Essendon’s generous 6,302’ would be no problem. Extending flap, I was looking at reducing around an additional 100 knots to reach a Vapproach of 112 knots.

Breaking out of the cloud base, Essendon was clearly visible and it was time to hand fly the aeroplane once again. The aircraft was very stable and easy to fly. On the centreline, fully configured with landing gear and flap extended, the speed continued to bleed back toward the target of 112 knots. At 1,000 feet we were on speed and the thrust was brought up to maintain the approach speed and subsequent thrust lever movements were negligible. Everything about this aeroplane seems to be in proportion. The speed changes just the right amount for the amount of thrust change and the pitch and roll is equally proportionate to the control inputs. This was particularly evident in the flare.

Being wary of not carrying any excess speed over the threshold, I crossed the keys on speed and started to round out and reduce the thrust. The aeroplane responded instantaneously and to the degree I would expect, making the landing an absolute breeze. Lowering the nosewheel, I manually raised the speedbrake lever to deploy both flight and ground spoilers once all three wheels were on the ground. In the absence of reverse thrust, the anti-skid braking system is very effective and without any problem we decelerated comfortably to walking pace by the intersection of the cross runway. It is easy to see how the performance manual boasts a landing distance of 823m at maximum landing weight.

As I taxied back to the ramp at Essendon, I was already lamenting that my ride back to Avalon would be via a taxi cab. I had been very spoiled over the last hour flying the CJ4 above the weather and noise, but all good things must come to an end.

A Citation for You.

The Cessna Citation CJ4, like its siblings, has found its own niche in the bizjet world. It has built upon the solid base of the CJ3, but is very much its own aeroplane. In simple terms with a range of over 2,000nm and a top speed of 0.77M, it flies farther and faster. But there is far more to this comparison.

The CJ4 has sanded a lot of edges to result in a number of refinements. From the cleaner flight panel and slightly larger cabin to the location of aircraft systems access points and increased baggage space, it is an aeroplane that reflects a continuing design philosophy of keeping it simple, while making it better. Moving up from one Citation CJ to another will still feel like home, but it will also offer the operator a slightly better house.

The more I fly the Citation range, the more I am impressed. Their subtle differences tailor them to a range of different operational tasks. Whether it is speed, range or seating capacity that is needed, there is seemingly a Citation that fits the bill. Without doubt, the Citation CJ4 is such an aircraft, offering flexibility and improved performance in a number of domains. It may well prove to be the Citation that makes it mark for all the right reasons.

The author would like to recognise the assistance of Nick Jones and Peter Lang of Cessna Citation’s exclusive Australian representative, Aeromil Pacific.