Beyond the wow factor

It could be mistaken for just another day on the ramp at Aeromil Pacific at Bankstown Airport. Aeromil Pacific is the Cessna authorised sales and service representative in the region. The substantial facility hosts an array of sleek business jets both inside the hangar and on the apron outside, but there’s something more at hand. Veteran CEO Steve Padgett greets me with a handshake and there is a buzz about the building as senior executives from Aeromil and Cessna go about their business. The cause of the excitement is the new Citation Sovereign+ which has recently arrived in Australia for its demonstration tour.

From my elevated vantage point in the building’s ante room I am afforded a wonderful perspective of the new Sovereign+. Looking down I can appreciate not only the raked tips, but how the additional 3m of wingspan gives a stunning aspect ratio for an aircraft that has a maximum cruise speed of 458kt and a maximum operating altitude of 47,000ft. Senior demonstration pilot Shannon Peterson points out other subtle external changes as her counterpart Alan Pilcher prepares the aircraft to be towed from the hangar and readied for flight.

On the tarmac, the fuselage lines of the Sovereign are familiar. As Alan and I move closer to walk around the aeroplane, the refueller disconnects from the single-point refuelling filler cap on the port side. This Citation has a total useable fuel load of 5,166kg, an increase of 60kg on its predecessor. It is not a huge amount, but when combined with the improved wing design, the result is an increase in range of 200nm.

Commencing the external inspection at the air stair, it is common to earlier Sovereigns, with a passive seal for pressurisation and an acoustic seal for reduced noise levels. The first real difference comes in the nose section and it is immediately apparent when we open the access doors. The Honeywell ‘boxes’ are gone, replaced by a range of Garmin units that power the new Garmin G5000 system. This change has also provided a weight saving of around 36kg by Alan’s estimation. Looking closer there are also two noteworthy additions – transformer rectifiers or ‘TRs’. Previously the aircraft’s alternators only supplied AC power for windshield heating. Now fitted with TRs, in the unlikely event of a dual generator failure, the TRs kick in and redirect the alternator AC power from the windshields and convert it into DC to power the DC bus. It is a true standby electrical system that provides a good deal of peace of mind.

As with the earlier Sovereign, the faired fuselage provides a straightforward path for systems, cables and hoses to run along the aircraft without interfering with the pressure cell that constitutes the cabin. Furthermore, this area facilitates a shallow drop in the centre wing section that permits attachment of the wings to the fuselage without interruption of the cabin’s cross-section.

The tricycle undercarriage employs a chined tyre, for water and slush deflection, on the nose gear and trailing arm main landing gear. The four main gear wheels boast multi-disc anti-skid carbon brakes which are hydraulically powered and actuated by the top of the rudder pedals. The critical ‘V speed’ for all aspects of the undercarriage operation remains at 210kt.

With the exception of a slight change in the overwing filler cap position, the wing inboard of the wingtip extension remains the same. The leading edge is moderately swept and free of aerodynamic devices and de-icing boots as anti-icing is provided by bleed air. The ailerons retain the simple cable and pushrod system. Electrically driven aluminium Fowler flaps are arranged in three sections on each trailing edge and extend up to 35 degrees while the upper surfaces host hydraulically driven spoilers, five per wing, which are utilised for lift, drag and roll control. The three central spoilers can be modulated while the inboard and outboard panels are simply up or down.

The wingtip extensions increase the aeroplane’s span to 22. 04m. The external lighting is now equipped with LEDs and should offer some maintenance advantages over the older bulb style. However, the real change in the wing is in the form of its performance offering. It provides improved second segment climb performance and the ability to climb straight to 45,000ft. Once there, the new Sovereign cruises at a lower angle of attack. This ability to go straight to the higher levels, get on ‘the step’ and cruise more efficiently is key to the new model’s enhanced range.

Still sitting 6. 2m tall the tail section appears the same with a reasonably swept fin and the horizontal stabilizer sitting slightly lower than mid-section without dihedral and trimmed by an electrically driven actuator. Like the ailerons, the rudder and elevator are actuated by a pushrod and cable system. For pitch and yaw control, the empennage incorporates the appropriate control surfaces and systems, including mach trim, rudder bias, and a single yaw damper.

Also housed in the tail section is the auxiliary power unit (APU), which is certified to start up to 20,000ft and continuous operations up to 30,000ft. In business aviation, full ground services are not always available. The APU provides a level of autonomy in cabin air conditioning, electrical power and engine starting when away from base. Access to the APU has also been significantly improved facilitating an ease of maintenance that was not previously available.

On the left hand side of the rear fuselage is access to a spacious 2. 8m3 (100cu ft) baggage compartment, capable of holding a substantial 454kg of baggage. This section is also equipped with a Halon firesuppression system, reminiscent of equipment found in airline transport category aeroplanes.

The subtle change in the aft section lies in the mounting of the two Pratt & Whitney Canada PW306D FADEC engines, each producing 5,907lb (26. 3kN) of thrust. These engines provide the ability to uplift a maximum takeoff weight of 13,959kg, but their offset mounting also offer improved takeoff performance.

From behind, the aft-mounted engines appear to be aligned on a slightly different axis to the fuselage. The tailpipes are actually canted a modest 4 degrees outboard, reducing the forces on the nose gear in an engine failure on takeoff. This in turn reduces the ‘Velocity of Minimum Control-Ground’ or ‘Vmcg’ for certification and makes this aircraft’s impressive short field performance even a little better by reducing the runway required in wet conditions by 150m.

While the sleek wing grabs the attention externally, there are many less obvious improvements that contribute to the enhanced performance of the Sovereign+. However, inside the aircraft the changes are far less subtle.

More than skin deep

The Sovereign+ offers a comfortable stand-up cabin and can accommodate up to 12 passengers, although more realistically it is configured for eight or nine. A well equipped galley and a coat closet are just forward of the door on entry and the latter can accommodate navigation charts, flight manuals, coats, briefcases and fire extinguishers. To the rear is another closet, coat rack and externally-serviced private area and toilet. The combination of the ability to stand up and 15 windows presents a spacious feel in the cabin. By virtue of the new pre-cooler system, the cabin temperature is verypleasant. The sunshine can also be kept at bay by the automatic blinds that silently glide up and down the windows, but these are just the tip of the features iceberg.

The seats are of a new design and very comfortable. A nice touch is that the armrests fold seamlessly into the sides of the seat rather than jutting out into the aisle. There is an impressive presentation of new technology with the cabin providing the capibility to “connect” through Wi-Fi and a layout conducive to the business work flow expected nowadays as you travel. Each seat has its own sound system and touch screen information/entertainment centre capable of facilitating the passengers’ own mobile devices or a moving map display drawn from the Garmin G5000 data. Where coffee holders once sat, there is now a thoughtfully positioned shelf for iPads and phones. Passengers can even text and transfer movies between seats! There are almost too many creature comforts to fathom, so I head for the cockpit where even more technological leaps await me.

Cessna Citation Sovereign+

Technical specifications

Powerplant
Two 5,907lb (26.3kN) thrust Pratt & Whitney Canada PW306Ds with FADEC. TBO 6,000 hours
Performance
Max cruise 460kt TAS
Range 5,556nm
Takeoff distance 1,076m
Max operating ceiling 47,000ft
Max climb 4,083ft/min
Weights
Max takeoff 13,959kg
Basic operating 8,314kg
Max payload 1,211kg
Useable fuel 5,166kg
Dimensions
Length 19.35m
Height 6.20m
Wingspan 22.04m
Wing area 50m2
Cabin height 1.73m
Cabin width 1.68m
Cabin length 7.70m

From first sight, the new Sovereign cockpit is striking. Its former grey finish has given way to a sleek black and there is an overall sense of clean efficiency that is no doubt assisted by the three massive 14in (36cm) Garmin G5000 displays. That being said, the entire cockpit seems ‘cleaner’ as I slip into the left hand seat and survey my surroundings. Alan provides more detail about where switches have been relocated and various functions as we run through the pre-takeoff sequences.

A good many knobs and switches have been replaced by the Garmin Touch Screens, or GTCs. These provide the data entry units for the flight management system, but they also allow all manner of other switching. From tuning radios to selecting flight director formats, these touch screens allow access to a world of functions. Their format is logical and intuitive and if you get lost in the process, you simply return to the familiar home page and go from there.

Each pilot’s seat has a GTC outboard of their seat while two central GTCs are used for flight management and performance functions. Alan guides me through the entry of today’s flightplan to Essendon and in true Garmin style, real place names as well as pilot-tech abbreviations are provided. This is a great help to bizjet pilots who are continually asked to venture into unfamiliar airspace.

The performance data is entered and today we have six passengers onboard for a takeoff weight of 12,077kg, well below the MTOW of 13,959kg. The fuel load is automatically ‘synched’ to the flight management system. The takeoff and landing speeds are still drawn from handbooks at this stage and our critical speeds are V1 105kt, Vr 106kt and V2 115kt. The Garmin G5000 system is like any modern computer and I know that I will only use a fraction of its capability, but to look at those three screens I am already impressed. As always there is the ability to transfer the displays and vary the data from Synthetic Vision Technology, to aerodrome charts and approach plates to moving map displays. It is at the prerogative of the crew which display combination they choose. Significant upgrades for the G5000 system are the ability to input a holding pattern at any location and overlay the Garmin digital weather display over the moving map.

Alan is very thorough with his introduction to the system and by the time we obtain an airways clearance I am fairly competent at working the radios. Only time will tell what else I have absorbed. For now it is time to start engines and let the Sovereign+ do what it is designed to do. . . fly! Taking flight The cockpit continues to impress me with its uncluttered feel and the engine start system and sequence is no different. Behind the thrust levers is a row of simple push-buttons, two of which are guarded. To commence engine start I simply select the appropriate engine and push the button. When I have greater than 9% N2, I select the guarded ‘run’ switch and set the wheels in motion. Fuel is fed to the engine, the temperatures and oil pressure rises and soon the light in the ‘run’ button extinguishes and the engine is stable. The process is repeated for the second engine and we’re set to go.

Releasing the park brake, the Sovereign moves off on the level surface outside Aeromil without the need for additional power. The residual thrust from the two Pratt & Whitneys is ideal for a comfortable taxi speed, balanced by a touch of toe-brake as needed. To my left is a small knurled wheel that acts as a tiller for nosewheel steering and I recall from previous flights that ‘less is more’. I am conscious of the 22m wing span in the confines of the parking area, but the cockpit affords great visibility back to the tip for me, while Alan watches the other wing.

As we taxi we perform a series of checks including the thrust reversers and soon we are at the end of Runway 11 Centre. After a final takeoff brief, I ready myself to depart, being aware of the proximity of Sydney’s airspace on the initial climb out. I brief that I will turn without delay and keep the flap extended until we are pointing downwind. Alan is in agreement and we line up and stand up the thrust levers before selecting TOGA and getting underway.

Pow! A big change was upon me for the Citation Sovereign+ comes with an autothrottle system and now it drove the thrust levers precisely to the takeoff power setting. Alan and I had briefed the autothrottle system at length, but feeling the levers move of their own volition was a new bizjet experience for me and felt more like a Boeing.

As we hurtled down the runway, the acceleration was tremendous and soon we were at ‘rotate’ speed and I pulled the Sovereign into the air. The aircraft is a little heavy on rotation, but I was expecting this and countered with a touch of trim as the nose rose into the sky. Wheels up, clear left and I rolled the jet away from the Sydney Control Zone and out to the west, holding the speed back and limiting the altitude to 1,500ft until we were established westbound. It all happens very quickly and I am thoroughly enjoying it.

The flaps are retracted and we accelerate to a 250kt climb. We are cleared to a higher level and asked to expedite through 10,000ft, a request that is easily accommodated with a slight increase in back pressure that results in a rate ofclimb of 6,000ft/min. We are climbing with verve and the aircraft is smooth to fly as long as the cardinal rule of trimming is observed. Next we are given a sweeping right turn through nearly 270 degrees to depart overhead Bankstown and we are climbing through Flight Level 160 as our departure port slides beneath. One simple feature is that one click on the altimeter equates to 1,000ft which simplifies the process of selecting altitude.

Passing Flight Level 250 and with Wollongong ahead in the window, I engage the autopilot in order to better absorb the flight management system. We are cleared to Flight Level 400 and our climb speed of 0. 7 Mach is yielding 2,000ft/min comfortably. Our airways clearance is still limited to a few waypoints down track as we level off in the cruise and take in the spectacular view, complemented by those stylish wingtips.

The autothrottle maintains maximum continuous thrust (MCT) as we accelerate towards our cruise speed of 0. 79 Mach. It is just below the maximum cruise of 0. 8 Mach, but the autothrottle does a wonderful job of guarding against an overspeed. Alan runs through even more functions of the G5000 system and the information on hand is incredible. We pull up the charts for Essendon and brief the ILS and discuss the taxi route to our parking spot. All the while we can zoom in for a closer look at the detail. At this time we also draw an approach speed of 110kt from the manual.

We are vectored off track due to traffic and we are still parallel when our descent clearance is issued. Even with VNAV available, we descend in vertical speed initially with the vertical speed tape suggesting a rate of descent to achieve the end of descent waypoint that we have entered through the GTC. In time we return to our flight planned route and return to a standard LNAV/VNAV descent towards Essendon. Alan has requested that we arrive via the Runway 26 ILS initially before breaking off to ‘circle’ for a visual approach to Runway 35. A little voice inside me says that flying the ILS would have been a simpler option, but at least I’ll get some more ‘real flying’ before this flight comes to an end.

Passing 10,000ft we decelerate to 250kt and are cleared to intercept the ILS. I note that we are a little above the glideslope, but a touch of speedbrake aids the descent and assists in slowing the aircraft further as the approach draws nearer. The speedbrake is smooth and effective to use with a minimum of airflow buffeting. On glideslope it is time to select the first stage of flap and arm the approach mode as the Sovereign continues to slow down with ease.

I disconnect the autopilot and extend the landing gear and remaining flap. In trim, the Sovereign+ sits steadily on the ILS with only fine tuning required by me. Cleared to circle by the tower, I break off the approach at 1,000ft and turn to my left and away from the airfield onto a downwind leg. With a combination of Alan’s support and craning my neck, I turn the jet onto a base leg in a timely fashion. At this stage Alan smiles and expresses his mirth at the fact that I’m flying an unfamiliar jet into an unfamiliar airfield on a circling approach. In my

Alan smiles at the fact that I’m flying an unfamiliar jet into an unfamiliar airfield on a circling approach.

favour is good weather and a very stable aeroplane.

The turn onto final is gentle and as I begin to fly down the PAPI towards the runway I bleed the speed back towards an approach speed of 115kt on Alan’s advice. Still, the aircraft just sits there, on speed and on slope. Only the slightest inputs are required of me, even as I edge the thrust levers back crossing the airfield perimeter. Over the runway I keep the thrust levers coming all the way back and positively flare the aircraft.

The Sovereign settles nicely on the runway and forearmed by previous flights, I am quick to pull the spoilers into play and stop this aircraft wanting to keep flying. All that is now left to do is fly the nose smoothly onto the runway and bring reverse thrust into play. I initially select full reverse and the effect is immediate and significant. However, I then back off to idle reverse which is more in keeping with the transport of VIP passengers on long runways.

Throughout the approach and landing, the control of the aircraft is simple and its responses are in line with the inputs through the control column. There are no surprises and it makes a pilot look good. I like that. After a short taxi and some clever marshalling, we turn the Sovereign seemingly ‘on a dime’ and park it for the night. A simple sequence shuts down the engines and a great flight has come to an end.

Sovereign+ The Sovereign+ has the range to reach into Asia and the short field performance to be at home on the mining airstrips of the Pilbara. It is efficient and well appointed, while still adhering to the Cessna philosophy of simplicity. The Citation Sovereign has always been a sound performer, but this latest model brings something more to the table – for pilots, engineers and passengers alike. Undoubtedly, the Sovereign+ looks stunning, but there is truly more. There is much more depth beyond the wow factor.