Flying the Citation M2, the newest version of the Cessna Citation Jet. The M2 is an absolute pleasure to fly. It’s an upgrade of the original CJ that has six passenger seats and is powered by the dependable Williams FJ-144 engines. It cruises at 400 knots and has the original service ceiling of 41,000 ft. The instrument panel has been completely redone and is now dominated by the three panel Garmin 3000. The new Garmin avionics are incredibly capable but, require a steep learning curve. FlightSafety is now requiring any pilot upgrading to the M2, who doesn’t have previous Garmin 3000 experience, to take a one time two day course on the avionics suite. Half the switches are gone and the systems they controlled are now selected and managed through the Garmin touch controllers, GTU’s. This isn’t always a plus. Now instead of just flipping a fan switch, you have to flip through a couple of pages to get to the selection option. The avionics master switch has been removed and when you turn on the battery the avionics come on. This is an odd adjustment if you transitioned from aircraft that would drain the battery in ten minutes if everything is powered up. The avionics now have their own full size battery. Systems are powered by the original battery. With the loss of both generators, and both batteries fully charged, you now have one hour till the total loss of avionics power. A properly managed electrical failure in this airplane is almost a non event. You still have one full panel in front of the pilot providing all the required information. Some of the other changes are the removal of one of the engine fire bottles, no inverters due to the fact that all lights are now LED’s and all equipment requiring ac power have integral inverters. The aircraft now has little winglets I like to call them stubies but, they are more for marketing appeal than anything else. Cessna had originally planed to provide the M2 with an option for an electric windshield but, recently announced that they had discontinued any plans to do so. In this video we go out for some training before picking up our clearance to Punta Gorda Florida. Some of the basic weights are maximum ramp weight 10,800 lbs., Maximum takeoff weight 10,700 lbs, maximum landing weight 9,900 lbs. Maximum fuel is 3,296 lbs and fuel burn is 800 the first hour then 700 lbs and 600 lbs.
During the climb out we get a good aerial view of the St Louis Lambert Airport and end the trip with a cockpit view of our landing at Iowa City Airport. In the descent, it’s a little bumpy due to summer thermals and as we turn into the sun for our landing on runway 25 the haze seems to reduce the visibility by half. This trip was flown in a 1974 Citation 500 that had much of the original avionics in the panel. The 500 was the original light business jet and this one was still running on steam gauges. It had no thrust reversers or anti-skid and was equipped with an emergency drag chute.
This aircraft was definitely old school, but sometimes that’s what it takes to get the job done. The Drag chute release was on the floor between the pilots. When the pilot pulled it up to arm the chute for landing it looked like he was applying a large automotive hand brake. In the possible event off brake failure, the pilot could deploy the drag chute and bring the aircraft to a stop. the drag chute eventually disappeared from later citations. The Citation 500 was the first of the straight wing Citations built by the Cessna aircraft corporation. It was designed to compete not against the faster Lear jets but in the rapidly expanding business turboprop market. With a maximum takeoff weight of 11,500 lbs., a straight wing and turbo fan engines it could operate out of smaller airports and was much more fuel efficient than other corporate jets.
The down side was that it lived up to its nickname of the “slowtation”. With a cruise speed of 345 knots, It was over 100 kts slower than the Leer Jet. The 500 is powered by two Pratt & Whitney JT15D-1 turbofan engines that produce 2,200 lbs. of thrust each. It has a range of 1,250 nm and a maximum altitude of 35,000 ft. The 500 was only in production for five years then Cessna added thrust reversers, lengthened the wings and renamed it the Citation I.
A Cessna Citation Mustang CE-510 Very light jet (VLJ) makes a visual approach and landing to runway 31 at the Nashville, Tennessee airport. Once cleared for the visual approach we follow a Boeing 767 visually to the runway. In this case, a wake turbulence encounter while following the heavy 767 is a very real concern. Its wake vortices are an invisible hazard and flying into the vortices of an aircraft of the size of the Boeing can cause the temporary loss of control or worse for a smaller aircraft. Our strategy to deal with this possibility is to stay above the wake vortices of the preceding aircraft. These vortices sink at 300 to 500 ft per minute and can last up to 2 minutes before dissipating. Since we can’t actually see these spinning horizontal tornado like columns of air that come off the wingtips of the heavy we stay one dot high on the glide slope as we descend to the runway. There is a fair amount of air traffic control communications in the video. Another interesting thing about the video is that this landing is just before the sun comes up. You can still see all the airport lighting and the two bright flashing lights on the approach end of the runway are the Runway End Identifier Lights (REIL’s) their purpose is to aid in identifying the end of the runway at night when the runway is surrounded by bright city lights.
A Cessna Citation 510 landing on runway 26L at Spirit of St Louis Airport. The Citation Mustang is a single pilot light jet with a fairly low landing ref speeds. For this landing the aircraft was at a weight of 7,500 lbs., the ref speed was 91 kts and the required landing distance was only 2,380 ft. The maximum landing weight is 8,000 lbs. In the video it was a little bumpy on final and you can see that the pitch tends to vary a little more than it does on other aircraft. I think this may be due to the relatively short coupling of the wing and fuselage and would probably be more noticeable to pilots transitioning to the mustang from larger aircraft. Over all, the Mustang has the feel of a sports car and is a good short field performer. Here are a couple of takeoff performance examples at the maximum takeoff weight and high temperature.
Max takeoff weight of 8,645 lbs and Flaps-15
Airport elevation sea level, no wind and temperature +40C
Takeoff distance required is 4,440 ft
Max takeoff weight of 8,645 lbs and Flaps-15
Airport elevation of 5,000 ft., no wind and temperature +20C
Takeoff distance required is 5,020 ft
A year of charter and corporate flying in the Cessna Citation Encore, Citation II, Citation Mustang. Citation Excel and the beechcraft King Air 350. This is a representative video of a year of flying with cockpit views of takeoffs and landings.
A short video made with a friends go pro camera of a steep turn in the Cessna Citation Mustang and a wide angle view of the cockpit. After practicing a couple of turns we head west to Wichita for a check ride in the Mustang.
This video is a year of corporate flying in 5 minutes. It’s mostly takeoffs, landings and approaches or what I like to call the fun part of the job. I enjoy what I do and like to share that experience in my videos. In actuality, over a years’ time, I’ve flown many more flights and in more airplanes than are shown in the video. So this video is more of an attempt to give you the feel of flying as a charter pilot than a day by day account. Unfortunately, I don’t always have the chance to pull out my camera and capture what would have made great video so some of the coolest things I’ve seen I didn’t get in the video. The aircraft in the video are the Cessna Citation Mustang, Citation Encore, Citation II, Citation Excel and a Beechcraft King Air 350. Some of the video is taken while acting as the pilot or co-pilot. A few of the included scenes are of the aircraft cockpits and the cabin. The name of the music is “Full Throttle”
|Citation Encore Master Warning Panel|
A Cessna Citation Encore (CE-560) waits out a severe thunder storm next to a United Airlines Airbus 319 on the holding pad at Washington Dulles Airport. Both aircraft are turned into the gust front and the rain can be seen moving across the ramp. The wind registered 46 kts or plus 50 mph on the standby attitude indicator, “the little one” but it was probably higher sense it only registers the portion of wind that goes straight into the pitot tube. The primary airspeed indicator on the flight display doesn’t register airspeed till it reaches a minimum of 60 kts. The inflight portion of the video shows the cabin, cockpit, and instrument panel with the master warning test activated so that the warning lights are illuminated. The landing is at Chicago O’Hare airport.
|G1000 Multi Function Display|
A short single pilot Mustang trip from Columbia Missouri to Spirit of St Louis Airport. This IFR trip has low ceilings and visibility on both ends. If you’ve never flown single pilot IFR the autopilot serves as your copilot. The Citation 510 has an integrated Garmin 1000 avionics suite which really makes the whole single pilot IFR experience so much easier. The large panel moving terrain display on the MFD is a huge help with situational awareness. The trip itself is only about 20 minutes long but it’s a busy 20 minutes. IFR COU to SUS with an ILS to 26L.
A Cessna Citation CE560 takes off from Spirit of St. Louis airport (SUS) at sunset, climbs out over st Louis and makes a night Landing at Nashville International Airport (BNA)on runway 31. The middle of the video during this IFR flight is a night view of the aircraft cockpit.