Pilot Report

2002 Citation X Mo r e tanks-full payload, shorter takeoff distances, better hot-and-high climb perfo r mance, nicer handling qualities

By Fred George T hen, Citat ion X pilots start i ng racing he a v y - i ron jets acro s s t he No rth Atlantic. In spite of having to make a 20-minute pi t stop in Canada or Iceland for fuel, the Citati on X could best most la rg e - c a bin jets flying nonstop betwe e n Euro pe and the Uni t e d ix years ago, the 0.92 Mach Citati on X, Cessna Chairm a n St a tes by up to one hou r. If you wanted to top the X, you had to R uss Meyer ’s riposte to dec ades of “slow - t at ion” joke s , buy a Gulfstream V or a Global Express at two and one - h a l f Sst a r ted strea k i n g past every other busi n ess jet at speeds of times the pri c e . 500 - p l us knots. With 3,000 - m ile range, it could beat the ne x t But the Citati on X potentially had its share of Achill es’ hee l s . fastest midsize bus i ness jet betwe e n New York and Los Ang e le s Ty pically equipped, it could carry only four or five passenger s by 30 minutes against 95 - perc ent prob ab il i t y wint er he ad w i n d s with full fuel. A seri es of weight increa s es had sapped its takeo f f and burn 2, 500 pounds less fuel in the process, much to the fi eld and climb perfo rm a nce. On warm days, for example, the X delight of new own ers . needed more than 6,000 feet of runway for takeo f f. Weight limit-

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ed, one - eng i ne - i n o per ative climb per- fo rm a nce cut up to 350 miles off its four- p a s seng er range when depart i ng from hot - a nd-high air p o r ts, a short c om i n g fully ex p l oited by archrival Dassault Falcon Jet with its trijet Falcon 50. In ad d i t ion, the Ci t at i on X’s climb perfo rm a nce with anti - ice on was anem i c . Mo re o v e r, roll contr ol author i t y and rol l feel left plenty to be desired, espec i a l l y wh en land i n g with a strong cros s w i n d . E nt er the 2002 Citat ion X. Start i ng at serial number 173, the Citat ion X re - ceived a 400-pound weight increa s e, plus a 5 - perc ent take o ff thrust incre a se. The co mbo gives the Citati on X a slightly bet- t er take o ff thrus t - t o - weight rat io than a Gu l f s t r eam IV-S P . Now it can carry six to sev e n passenge rs with full fuel and it nee d s less runway at its 36, 100-pound MTOW th a n the old air craft req u i r ed at its 35,7 00- pound MTOW. (See accom p an y i ng The Citation X’s standard equipment now includes TCAS II, EGPWS and CVR. The Honeywell Primus “R a nge / Pa y lo a d Prof i le” chart. ) 2000 avionics also has been upgraded. T he new Citat ion X also has more climb thrust, enab l i ng it to reach cru i se a l low a 19°C boost in maximum ITT for No rth Atlantic, for example, the new ai r- altitude sooner, which gives it slightly t a ke o ff and a six-deg ree higher temper a- craft cannot climb directly to FL 410 at m o re range. The climb impro v e m ent is t ure for climb and cru i se. This allows a MT O W in ISA+ 1 0°C cond i t i ons. Plan on es p ecially appa r ent with bleed air anti - i c e 5 - perc ent incre a se in take o ff thrust with a 52-minute climb with an int erm e d i at e on. Time to climb to FL 290 with anti - i c e no loss of flat rati n g and only a $4 increa s e le v e l - o ff at FL 390. At ISA + 20°C, FL 370 on, for instance, is 15 minutes for the new in each engi n e res erve . is the initial crui s e altitude and that takes a C i t at ion X. The old ver s ion needed 26 Five perc ent more take o ff thrust may 67-minute climb. It can step-climb from minutes. The res ult? The new Citati on X not seem like much, but it produces virtu - FL 370 to FL 390 after 37 minutes, an d sp ends cons id er a bly less time in icing and ally the same re d u c t ion in take o ff fie l d t hen climb from FL 390 to FL 410 after tur b u l ence duri n g the climb. length distances. The impro v e m ent is ju st over two hour s . Th e aileron contr ol linkage has been re- e v en more app a rent when depart i ng ho t - Ru l e of thumb? After lev e l - o f f, if the air - g e a red. This doubles aileron deflec t ion and-high ai r p o rts. The Citat ion X still is craft can climb 500 fpm or more at 0. 80 with the same degr ee of yoke rot at i on, up weight limited under such cond i t i ons, but Mach, then it can make a 2,000-foot step to maximum deflect i on. Roll spoiler gear- t here is less range pena l ty. De p a rt i ng climb to a more- e ff i c i ent crui s i n g altitude. i ng re m ains unchanged. The re sult is R en o - S t e ad, ele v at ion 5,046 feet, on an Each 2,000-foot step climb nets a 200- pp h cr i s p er initial roll res p on s e and softer ini- ISA + 2 0°C day, for example, the Citati on X red u c t i on in fuel flow. At FL 410, for exam- tial rol l - c o ntr ol feel. c an fly four passeng ers 3,003 miles, on l y pl e, total fuel flow is about 2,2 00 pph. But at S t an d a rd equipment now includes 138 miles less than the range when depart- FL 470, fuel burn drops to 1,6 00 pph . TCAS II, EGPWS and a CVR, along with in g San Fra ncisco on a stand a r d day. The On long trips, few oper ators thro t t le a 76-cubic-foot oxygen bottle, lighted old Citat ion X, in contrast, had a 2, 738 - back to 0. 82 Mach to stretch the rang e . a pproach plate ho l d ers and logo lights. A mi le range with an 800-pound payload . Th ey climb at 285 to 300 KIAS to 0.8 0 or deluxe inter io r , including high-gloss wood With se v en passeng ers on board, the 0.8 3 Mach unti l rea c h i n g initial crui s e alti- ve nee r cabi n ets, also comes stand a rd . 2002 Citati on X has about the same range tude. Cro s s i ng the No rth Atlantic, for T he Hone y well Primus 2000 avioni c s ad v antage in such ho t - and-high con d i- i n s t ance, they get enough he ad start to package also has been upgraded. High- t ions. The new model can fly a 1, 400 - climb to FL 410 pri or to rea c h i n g oceanic s peed yaw dampi ng is more ro b us t . pound paylo ad 2, 778 miles, while older airspace, if ambient temperat u re perm i t s . Vertical path guida nce is availab l e for non- models were limited to a 2,5 14- m i le range Once level, they let the speed build up to prec i s ion appro a c hes. And the EICAS m i s s ion with se v en passeng ers, assu m i ng 0. 86 or 0. 88 Mach and then request a n ow spells out the causes for a “No th e same air p o r t cond i t i ons . h i g her cru i se altitude, usually FL 430 to Ta ke o ff” message, enab l i ng the crew to B et we en 5,000 feet and 8,000 feet , FL 450. This tec h nique essentially allow s ta k e immediate corrective action. t hough, the incre a se in take o ff thrus t th em to crui s e at 490 to 500 KTAS, except How well does the 2002 Citat ion X t a pers back to the original rat i ng . for the step climbs. m e a sure up to expec t at ions? Here’s what Howe v er, the ai rcraft can depart As pen T he 2002 model has improved yaw we found dur i ng a rec ent demon s t r at ion with six passeng ers on a 31°C day, fly to da m pi n g, enabl i n g opera tors to descend at fl i g h t . White Plains, N.Y., and land with NBAA 0.90 Mach with ro c k - s o l id com f o rt for IFR res erves. And that’ s with no tailw i n d . p a s seng ers, based upon our observ at ion s . Performance Boost G re at er thrust also slightly re d u c e s U s i ng a 0.90 Mach/340 KIAS descent T he 2002 Citat ion X’s Ro l l s - Ro y c e climb times to initial crui s i n g altitude. But s peed sche d u le to 10,000 feet, oper at o r s A E 3007C1 tur b o f an eng i nes have been th e new airc r a f t ’ s great e r weight puts it at a p l an on a 3,000-fpm average descent rat e u p g r aded from the AE3007C con f i g ur a- slight disadv a ntage rega rd i n g initial crui s e and an altitude-to-distance rat io of ab o u t t ion with improved hot sec t ion parts that altitude on warm days. Cro s s i ng the 2. 5 : 1. For example, a descent from FL 470

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Cessna Citation X

These three graphs are designed to be used together to provide a broad preliminary view of the Citation X's performa n c e . These data are subject to change prior to type ce rt i f i c a t i o n . The 2002 Citation X Preliminary Flight Planning Guide, available from Cessna Ai r c r a f t , contains additional run w a y, cl i m b , cr uise and descent data.

Time and Fuel Versus Distance — This graph shows the performance of the Citation X long-range cruise and high-speed crui s e . The numbers at the hour lines indicate the miles flown and the fuel burned for each of the two cruise profiles. Each of the data points is based upon specific mission data supplied by Cessna Ai r c r a f t .

Specific Range — The specific range of Citation X, the ratio of miles flown to pounds of fuel burned (nm/lb), is a measure of fuel efficiency.The sharp slope of the lines be t w een the long-range and high-speed cruise end points, as well as the peak at FL 470, indicate that the Citation X's highest cruise speeds are available in the mid- 30 s , but fuel consumption increases by nearly 50 percent. Flying in the high-40s drops cruise speed by 25 to 35 knots, but cruise speed still nudges 500 KTAS .

Ra n ge / P ayload Profile — The purpose of this graph is to provide simulations of various trips under a variety of payload and airport density altitude conditions, with the goal of flying the longest distance at high-speed crui s e . The payload lines are plotted from individual mission profiles with several data points, ending at the maximum ra n g e for each payl o a d . The time and fuel burn dashed lines are based upon the long-range cruise profile shown on the Time and Fuel Versus Distance chart. The run - wa y distances are significantly improved compared with the data published in B/ C A 's December 1995 report.

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to sea level re q u i res 117 miles and take s about 16 and one-half minutes.

Passenger Accommodations Optimists describe the Citati on X as being a su per- m idsize bus i ness ai rcraft. While t h at ’s true in exter ior dimen s ions, the c abin measures 5.7 feet high and 5.6 feet wi de, resu l t i n g in the smallest cross sect i on of any midsize ai rcraft, except for the Gu l f s t r eam G100 (née Galaxy 1125 SPX). T he 23.5-foot cabin length, howe v er, enabl es opera tors to conf i g u re the inter io r in a variety of ways. Most buyers, thou g h , have cho sen an eight-se at, double - c l u b a rr ange m e nt, so Cessna stand a r dized that con f i g ur at i on in the 2002 model and made ot h er layouts optional . Each of the sea ts has pitch, late ral track, swivel and rake adj us t m e nts. Pairs of seat s c an be con f i g ured as fully rec l i ned bert h s for overnight flights. Howe v er, if left an d right adja c e nt sea ts are tracked inboard or Most Citation buyers have chosen an eight-seat double-club configuration. sw i v e l ed, ais l e access is restricted. Folks in T he 2002 model comes with a long list C i t at ion X ret ains much of the “simple th e forwa r d cabin can’ t walk aft to the lav of stan d a rd feat ures, including Te le d y ne Ci t at i on” design philosophy incorporate d if adj o i ni n g rear sea ts are tracked inboard. Cont rols’ MagnaStar C-2000 (us i ng the in to the original Citati on 500 we first flew Ce s s n a inter i or engi ne e rs, howev e r, have GTE network), most avionics items that th r ee deca des ago. m ade good use of the avail ab le int er io r were form er options, plus pulse and lo g o T he split-bus electrical system, for space. The factory demons t r a tor we flew , lights. Most cust om e rs also orde r a secon d i n s t ance, is autom atically tied toget her for example, has double-club seat i n g, with HF radi o and extend e d - r a nge, two-bottle, pr ior to eng i ne start and autom at i c a l l y f o rw a rd galley and storage cab i nets, plus 125-cubic-foot capacity oxygen system, split with both eng i ne - d r i v en gener at o r s an aft lav with luggage and equipment a m ong other options that add about 80 in oper at ion. APU fire det ec t ion chec k s storage bays. The cab i nets feat ure high- pounds to the air craft. Less than one- t h i r d and the start se q u ence are autom at e d . gl oss finish, walnut burl venee r, with sati n - of the cust om e rs are order i n g the $127,000, C i t at ion X ret ains the original ai rc r a f t ’s fi n ish gold-plated hardw a r e. The sea ts are 49-pound Aero-I satc o m system. ro t a ry test switch, green - c o lo r ed ice pro- co v e red in cappu c c i n o - c o l or leat h er, com- As a re sult, it’s unlikely that the BOW t ec t ion switches and autom ated start ple m e nted by a buff color overhea d fabr i c wi ll exceed 22,1 00 to 22,2 00 pounds. This seq u en c e . and ivory color side-wall mater i a l . pre serves the ai rc r a f t ’s six- to se v en - se at , Dur i n g start, APU bleed air is automat i - Up front, there are generou sly sized lef t ta nks-full payloa d capabil i t y. cally re - routed from the packs to the ai r and right na v i g at ion chart storage com- t ur b i ne start er. FADECs han d le all the pa rt m e nts, a lef t - s i de ente rtai n m e nt cente r Flying Impressions st a r t chor es and the engi ne - d r i v e n genera - with dual DVD players, a con v ert i b le B / C A’s basic test pro f ile doesn’t pro v id e tors autom atically come on line at the c lo set with hang i ng bag rod and a cab i n t he best test of the Citat ion X’s capab il i- a ppro pr i ate point. Once the start is com- ent ert ai n m ent display scre en. On the t ies, so factory demons t r at i on pilots Jo h n p lete, APU bleed air is re d i rected to the right, the forwa r d galley featu res two hea t- E s pi ng and Ant hony Merck planned a pa c k s . ed liquid cont ai ners, a microwave oven , roundtrip in serial number 750- 0 173 from Th e Citati on X’s Honey w ell LASERE F bo t t l ed and canned beverage storage, and San Diego Brown Field to Reno Ta ho e IV IRSes take six minutes to align, so the ice drawer, plus roo m for cater i n g, stores , Int e rnati onal Airport. ai rcraft must be fro z en in position unt il d i nnerw a re and napkins. A 117 - VAC 60 - We wanted to look at ai rcraft perf o rm- t he warni ng lights extinguish. Merck ini- Hz AC outlet is avail ab le for accessorie s . ance at high weight, so we loa ded the air - tialized the NZ-2000 FMSes with posi- Bet we e n facing pairs of sea ts, the airc r a f t craft with all 13,000 pounds of fuel. This ti on, air craft weight loa ds, runway choi c e has fold-out worktabl es covered in leat h er res ulted in a ramp weight of 35,2 92 pounds and wind vec t o r. Merck overrode the and framed with high-gloss walnut bur l . and a takeo f f weight of 35,000 pounds, 97 FMSes’ default climb speed sche d u le of T here are cabin ent ert ai n m ent display perce nt of MTOW. 300 KIA S / 0. 80 Mach and ent ered 285 sc re e ns for each se at and four AC outlet s For the first leg, Merck took the right KIA S / 0. 8 3 Mach for a faster block spe e d for laptops. se at and guided me through pro c e d ure s . to Reno. The FMSes autom atically com- T he aft lavat o ry has solid pocket doors F l y i ng a Citat ion X, he noted, is much puted a req u i r ed runway distance of 5,2 80 for privacy and an externally serv i c e d m o re like pilo t i ng a current - g ener at ion , fe e t and posted V speeds of 128 KIAS for f l us h - p o t ty. Some oper ators believe the la rg e - c a bin busi n ess air craft than a mids i z e V1, 131 KIAS for ro t at ion, 136 KIAS for p o t ty ’s five-gallon capacity and re - c i rc u- j et. Systems are autom ated and the V2 and 190 KIAS for en route climb on lat i n g fluid design are inade q u a te for long- Hone y well Primus 2000 avionics suite is both PFD ai r s peed scales. Some he a v y - r ange missions. The lav also feat ures a c om p letely int eg r ated, including full per- ir on busi n ess air craft are just now acquir- wash basin with warm wat er. The fre s h fo rm a nce comp u t at i ons availab l e throu g h in g this capabil i t y. wat e r res ervo i r , though, must be rem o v e d th e FMS. This short e ns the checklists and Rol l i n g out of the chocks, we noted that for ref il l i ng . d ec re a ses pilot worklo ad. More o v er, the t he Citat ion X’s carbon brakes are quite

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touchy when cold, prone to grabb i n g with no stab b i ng. In ad d i t ion, the AE3007 C 1 eng i nes produce plenty of id le thrust, so f re q u ent use of the brakes is re q u i red to c heck taxi speed. We deployed the le f t t h rust rev er s er to avoid rid i ng the brake s dur i n g the taxi. And a quick deploy m e nt it was. Thrust rev er s er operat i on and geomet r y has been ch a nged on late model Citati on X airc r a f t . Now they pop out in one seco nd flat, not t h ree. And, the bottom half of the c l a m s hell deploys more than the top, th ereby prev e nti n g nose-up pitch up with full thrust re v er se. The changes enab le d Ce s s n a to certify and take credit for thrust rev er s er use duri n g rej e cted takeo f f. Using one thrust re v er ser has little eff ect on a c c e ler ate/stop distance at heavy we i g h t s and on dry pavement, but on conta m i n at- Core customers love bragging about blowing off every other business priced under $45 million ed runways, especially at lighter take o ff on sprints up to 3,000 miles. weights, usi n g a singl e thrust rev er s er con- sid er a bly short e ns the RTO distanc e . to reduce workloa d. The book predicted a t o u c h d own, we extended the gro u n d Dur i n g the taxi, Merck adv i s ed that the 497 KTAS crui s e speed and 1,9 34- p ph fuel s p o ilers, re su l t i ng in a pronounced nose - C i t at ion X re q u i res a healthy tug on the bu rn. Nine minutes late r, crui s e speed had up pit c h i n g mome nt. yo k e to achieve the prop er takeo f f att i t u d e , in c re a s ed to 0.8 78 Mach and 505 KTAS in M a ke a note: Push down on the yoke es p ecially at high weights. This is beca u se IS A cond i t i ons . w hen exten d i ng the ground spoilers. And full fuel moves the c.g. clo se to the for- D ur i ng the descent into Reno, we le v- fly the nose down to touchdown pr ior to w a rd of just over 15 perc ent MAC. Wi t h e led off for a mom ent at FL 350. The d e p lo y i ng the thrust re v er sers. The no fuel and no passenge rs, the Citati on X’s c ru i se speed was 520 KTAS, but the fuel C i t at ion X’s powerful carbon brake s c.g. push es the aft side of the env e lo pe . b urn incre a sed to 2, 920 pph. Cont i n u i ng s t o pped the ai rcraft with no loss of com- Once cle a red for take o ff, I pus hed the t he descent for lan d i ng to the south, we po s ure. And duri n g taxi to the ramp, they t h rust le v ers into the take o ff det ent . requested a delay vector to burn down to were warm enough to pro v ide smoother Su b j ec t i v e l y , the Citati on X’s accelerat i on t he ai rc r a f t ’s 31, 800-pound max lan d i ng br a k i n g action. felt similar to that of a Gulfstream IV-S P . wei g h t . Total fuel burn for the 498- m i le first leg Take o f f ro t at ion, howe v er, re q u i red con- T he Citat ion X rides well through tur- was 3, 270 pounds and the flight time was sid er a bly more effo r t, and I under-ro t at e d b u lence caused by mount ain winds an d one ho ur, 12 minutes. No t ab l y, witho u t ini t i a l l y . t hermals. It has moder ate wing lo ad i ng , t he ILS approach and with a ty pical fuel Th e Citati on X has fully powered flight but its wing struc t u re is quite flex i b l e, pro- lo ad for a sho rt mission, the trip pro f ile c ont rols in all three axes with art i f i c i a l v id i ng a soft ride in rough ai r. The wing would have been more direct, quicker and feel. We noted that pitch force is appropr i - also is une x pectedly strong. It was mo r e econ om i c a l . ately su b s t antial. In ad d i t ion, it takes a de s i g n ed for 160- p erce nt ultimate loa d and For the ret urn leg, Merck and Espi ng w h ile to get accus t omed to the ai rc r a f t ’s i t ’s been tested to 198 - perc ent lo ad with- s w a pped right and observ er jump se at s . on - c ent er dead - b and in fore/aft yoke out failu re. O a k l and ARTCC capped our cru i se alti- mo v e m e nt. Th e air craft is slippery. It won’ t go down tude at FL 330 bec a use of arrival traff i c T he ai rc r a f t ’s new aileron gearing , and slow down simultaneo us l y . Slowi n g to i nto the Bay area. So, we just left the t hough, makes it much more ple a s ant to 250 KIAS at 10,000 feet, we had to plan the po wer up and watc h ed the air craft acceler- h and fly. But, the Citat ion X’s re l at i v e l y a rrival carefully to stay below maximum ate. The book predicted a maximum high climb, cru i se and descent spe e d s flap extens i on speeds. There is little pit c h c ru i se speed of 525 KTAS while burni ng req u i r e lots of conc e ntr at i on when the air - trim change with extended slats and flaps 3,057 pph. Our actual cru i se speed was as craft is hand flown. The Primus 2000 to five degr ees. Pitch change is more pro- fast as 0.907 Mach and 530 KTAS, with a au t o p ilot slashes cockpit workloa d, and, of nounced, but not excessive, when the flaps fuel flow of 3,080 pph. The 488-nm trip co ur s e, it flies the ai rcraft more prec i se l y a re deployed to 15 deg rees. Exten d i ng req u i r ed one hou r, five minutes, including and smoother than most pilots, including lan d i n g flaps produces noticeabl e drag. a non - prec i s ion, circ l i ng approach int o our s . T h rust re s p on se to thro t t le movement B rown Field. Total fuel burn was 3,070 Kudos to SOCAL approach and Los at low power set t i ngs is sensitive. Small pounds, quite sur pr i s i ng cons id er i n g our A ng e les ARTCC. We had requested an mo v e m e nts res ult in large thrust change s . rel a tively low crui s e altitude. Pos s i b l e rea - u n restricted climb and both agen c ie s We found it useful to hawk the ai r s pe e d so ns were the lower takeo f f weight and the obliged. We hand flew the ai rcraft to FL t rend vector to avoid excessive ai r s pe e d hea d start on the climb prov i ded by Reno ’ s 430 in 26 minutes, very clos e to book pre- de v i at i ons with throt t l e movement duri n g 4,4 12-foot elev at i on. d i c t ions for the default climb sche d u le . fi n al approa c h . One - eng i ne - i n o per ative take o ffs an d Once level, the ai rcraft acceler ated to Our first lan d i ng was crude. Our lan d i n gs are easier to fly with the Citati on 0.8 76 Mach in ISA cond i t i ons, resu l t i n g in a pproach speed was too fast and the X ’s re v i sed aileron gearing. Roll cont ro l a 503 KTAS cru i se speed and 1, 980 - pp h Ci t at i on X likes to fly in ground effe ct. We feel is bett e r harmo nized with the airc r a f t ’ s fuel burn. We then engaged the autopilot flo a ted excessively down the run w a y . After m o d er ate ru d d er forces. Pitch forc e ,

86 Business &C ommercialA viation■ July 2002 www.AviationNow.com/BCA Pilot Report

t hough, feels as su b s t antial as in a trad i- t iona ry upgrades that improve its rang e - t ional he a v y - i ron ai rcraft, in our opi nion . pa y lo a d capabil i t i es and short e n its run w a y OEI land i n gs are best done in the flaps re q u i re m ents, reduce pilot worklo ad an d 15 degr ee conf i g ur at i on. There’s much les s in c re a s e passenge r comf o rt . drag than with 35 deg rees of flaps. T he pe ppier perf o rm ance of the 2002 Co u p led with the thro t t le sen s i t i v i ty, it model, including the improved tank s - f u l l was essential to watch the air s p eed close l y pa y lo a d, is one rea s o n why Cessna plans to dur i n g the approach. It was easy to get fast de l i v e r 36 Citati on X air craft this year and on approach, and the ai rcraft did n ’t slow why more than 185 units now have been do wn well without usi n g flight spoilers . de l i v e red . Stay on top of air s p eed contr ol and OEI But the 2002 model is not the ultimat e a ppro a c hes are not difficult at all, in our Ci t at i on X. Cessna always has view ed the opi n ion. In accorda nce with the new flight Model 750 as a smaller, more- e ff i c i ent sta- m anual, we used one thrust re v er ser to bl e mate to hea v y - i r on busi n ess air craft. As sl ow the air craft after touching down dur- a res ult, the firm is studying the feasibili t y in g the OEI approa c h . of adv a nced featu res associated with large - Con c l us ions? The 2002 Citat ion X is ca bin busi n ess air craft, including enh an c e d mo r e plea s a nt to fly by hand than the orig- vi s i on sensors, auto-throt t l es, hea d-up dis- i nal ver s ion, but its he a v y - i ron worklo ad plays and synth etic vision. The 2002 model raises operators’ expectations favors usi n g all the automat i on, especi a l l y Th e 2002 model rais es opera tors’ expec- of what they want in a top-of-the-line Citation. t he autopilot. Dur i ng lan d i ng appro a c h , tat i ons of what they want in a top-of-the- ai r s peed cont rol can be challeng i ng con- l i ne Citat ion. Howe v er, the ultimat e Cor e cust om e rs, though, love bragging s id er i ng its sensitive thro t t le re s p on se u p g r ade for the Citat ion X is a bigger about blowi n g off every other busi n ess air - and low aero d y namic drag. Pitch contro l ca bin. Unti l Tex t r on, Cessna’ s parent com- craft priced under $45 mil l ion on spri nt s af t e r touchdown takes practice, in light of pan y , OK’s develop m e nt of a nex t - g e nera - up to 3,000 miles. Unti l some o ne launches gr ound spoiler effec t . t ion, 500-knot Citat ion with more ro om t he first su per s onic bus i ness jet, the for passenge rs, the firm risks los i n g today’s C i t at ion X’s ni c he at 0.92 Mach re m ai n s Citation X Continuous Improvement Ci t at i on X cus t om ers to bus i ness ai rc r a f t quite secu re. B/ C A Since the Citat ion X’s int ro d u c t ion in m ade in Bo rdeaux, Mont real an d 1996, Cessna has made numero us evolu- Sav a nnah .

88 Business &C ommercialA viation■ July 2002 www.AviationNow.com/BCA