Cessna was no exception, and it took an interesting approach to developing a new model in September 1959. 

Historically, Cessna would modify civilian types for military use. For example, the 310 became the U-3, the 185 became the U-17, and the 172 became the T-41. In the case of the 407, the company reversed the process, using the existing T-37 “Tweet” primary jet trainer as a starting point and modifying it for civilian use. By installing new engines and modifying the cabin section, it aimed to convert the two-place military trainer into a comfortable, four-place personal jet.

There was some precedent for this new category of aircraft. Just seven months prior, French manufacturer Morane-Saulnier introduced the MS.760 Paris, a four-place jet with similar dimensions. With both military contracts and civilian sales secured, Morane-Saulnier appeared to have found multiple markets and would ultimately go on to build more than 200 examples.

Never one to happily cede market share, Cessna observed that it could pursue the blossoming personal jet market and also possibly secure some additional military contracts with minimum investment. By utilizing many of the same components and tooling as the T-37, much of the necessary development work could be avoided. Building a full-scale wooden mock-up and beginning construction of the first prototype, the marketing group began a sales tour, pitching the concept at various locations around the U.S.

Outwardly similar to the T-37, the 407 utilized the same tail section and wing as the jet trainer but repositioned the engine nacelles 9 inches outward to create more internal space. The cabin utilized this additional space to accommodate four passengers and their baggage. Occupants could easily step into the low-slung cabin without the need for separate steps or ladders, a welcome change from the MS.760, which required occupants to climb a stepladder and clamber into the cockpit from above—decidedly unsophisticated for the target customers of luxurious private jets.

Like the MS.760—but unlike the T-37—the 407 would incorporate a pressurized cabin for passenger comfort. This helped to enable a rather impressive service ceiling of 46,400 feet, some 13,000 higher than that of the French jet. At a more typical cruising altitude of 35,000 feet, the 407’s cabin altitude would have been maintained at a reasonable 8,000 feet.

Performance-wise, Cessna promised some fairly impressive numbers. With a 4,657-pound empty weight and 9,300-pound gross weight, the team boasted a range of 1,380 nm and a maximum level speed of 423 knots. The stall speed was listed as a relatively low 84 knots, making the jet capable of accessing runways of around 3,000 feet in length. 

Ultimately, like some other intriguing concepts from Cessna, the 407 was not to be. The mock-up pictured was, in fact, a T-37 with a wooden cabin section. And while construction of actual cabin sections was underway, the entire 407 project was abandoned in favor of the massively successful Citation family, the first of which flew in 1969. Interestingly, the FAA registry shows that Cessna registered a 407 as N34267, with serial number 627, indicating the project was full steam ahead, right up until the end.

The post Cessna 407: Full Steam Ahead, Right Up Until the End appeared first on FLYING Magazine.

The CJ3 Gen2 mock-up will be featured on the static display at the National Business Aviation Association’s Business Aviation Conference & Expo this week in Las Vegas.

The CJ3 brings together several important changes determined through an extensive customer feedback process, as outlined in the briefing ahead of the show. Key updates include:

• An added 4.5 inches of extra legroom for the pilot
• Integrated autothrottle technology 
• Connectivity via Garmin’s GDL60 streaming
• Optional enhanced vision system (EVS)
• Swivel seating
• RGB accent lighting
• USB-C power at every seat
• Wireless charging 
• Executive tables 
• Ample storage 
• Externally serviceable lavatory featuring CoolView skylights for natural light 
• Optional modern sink and vanity

flyExclusive Is Launch Customer

At the press conference Monday in Las Vegas, Textron Aviation announced that flyExclusive will be the first to receive the Citation CJ3 Gen2 when it is projected to enter into service in 2025. 

The private jet services provider adds to the ambitious fleet modernization program it announced in 2022, including 30 CJ3+ platforms. FlyExclusive operates a fleet of Cessna Citations, including the Citation X, Citation Sovereign, Citation Excel/ XLS, Citation CJ3 /CJ3+, and Citation Encore and Encore+ models. 

“FlyExclusive customers expect the best, and we believe the best planes money can buy are built and serviced by Textron Aviation,” said Jim Segrave, founder, chairman, and CEO of flyExclusive. “We take pride in being the fleet launch customer for the Citation CJ3 Gen 2, building on our decades-long relationship with Textron Aviation. I am excited that our fractional customers will get to invest and travel in the top light jet in the world.” 

The post Cessna Citation CJ3 Gen2 Unveiled at NBAA Preview appeared first on FLYING Magazine.

• READ MORE: Textron Aviation Unveils Cessna Citation Ascend in Geneva

The NBAA-BACE will run from October 17 through 20 at the Las Vegas Convention Center, with the aircraft and mock-ups on view at the static display at Henderson Executive Airport (KHND) to the south of downtown Vegas.

FLYING previewed the shiny new mock-up in a special media day event in Wichita a couple of weeks ago. And though we couldn’t see the updates to the Garmin G5000 flight deck—including autothrottle and synthetic vision, and increased available thrust to the Pratt & Whitney PW545D powerplants—we could experience the new flat floor and other elements of the major interior redesign that the Ascend promises. These include use of sustainable and natural materials throughout the cabin, as well as 15 percent larger windows and upgraded seats.

The post Citation Ascend Mock-Up to Debut at NBAA appeared first on FLYING Magazine.

The fleet agreement extends over the next 15 years, with deliveries of the Ascend to begin after type certification is achieved and entry into service projected for 2025. The deal also includes the Citation Latitude and Longitude.

“NetJets customers around the world continually select Citations as their aircraft of choice,” said Ron Draper, president and CEO, Textron Aviation. “We’re honored to be the largest provider of industry-leading aircraft to NetJets and look forward to continuing to work together to design and deliver the best aviation experience based on customer feedback. Expanding and adding the Citation Ascend to the NetJets fleet will provide its global customers with even more versatility and flexibility to accomplish their missions, building upon the exceptional performance and popularity of the Latitude and Longitude.”

In a media briefing on Tuesday, Draper talked about the strength of the fractional market overall, as well as indicating the Ascend has been part of the company’s commitment to introducing a clean-sheet design on a regular cadence with significant improvements to popular Textron Aviation models. “We’re proud of our current product lineup, but we’re excited about the new [models] we’re bringing,” he said.

Since the partnership began more than 40 years ago, NetJets has taken delivery of more than 800 aircraft, including the Citation SII, V, Excel/XLS, Sovereign, X, Latitude and Longitude.

“As a longtime, trusted ally who shares our commitment to safety and service, Textron Aviation is the ideal partner to help us expand our offerings to NetJets Owners with the introduction of the new Ascend to our midsize jet class, as well as by growing our overall fleet,” said Doug Henneberry, NetJets executive vice president, aircraft asset management. “Based on past demand for the popular Citation Latitude and Longitude, the new Ascend and all our new Citations will undoubtedly be well received by our owners, particularly those who depend on NetJets to help them do more and miss less.”

The post NetJets Signs Record-Setting Deal with Textron Aviation for 1,500 Citation Jets appeared first on FLYING Magazine.

The midsize business jet received certification from the Mexican Federal Civil Aviation Agency (AFAC) in 2022.

The Longitude is a clean-sheet aircraft design powered by FADEC-equipped Honeywell HTF7700L turbofan engines, according to Textron, the manufacturer of the jet. The flagship Longitude is registered to a customer who “plans to utilize the aircraft for business travel throughout Mexico and North America.”

“The Citation Longitude’s performance, efficiency, and unrivaled cabin experience make it the perfect aircraft for passengers and pilots alike, and we are pleased to deliver this for our customers in Mexico,” said Lannie O’Bannion, Textron’s senior vice president of global sales and flight operations. “We’re grateful for the owners and operators who continue to choose Citation business jets for their business and personal travel, and to the extraordinary Textron Aviation workforce that designs, builds and maintains our legendary lineup of aircraft.”

Citation Longitude, By the Numbers

The 100th production unit of the Citation Longitude is expected to be delivered later this year.

According to the company, the Citation Longitude has a range of 3,500 nm. The aircraft has seating for up to 12 passengers, including an optional crew jumpseat and a walk-in baggage compartment accessible in flight.

The first Cessna Citation rolled out of the factory in 1969 as a prototype. By the 1970s the aircraft became synonymous with the term “business jet,” and thousands of Citations in various derivatives were delivered all over the world.

The post First Cessna Longitude Delivered to Mexico appeared first on FLYING Magazine.

The $16.725-million Ascend will be the fifth-generation Citation 560XL when it arrives in 2025, and its refreshed appearance heralds dozens of improvements aimed at sustaining demand for the best-selling business jet in the last quarter century. Almost 1,100 Excel, XLS, XLS+ and XLS Gen 2 Citations have been delivered since 1998. The Ascend has plenty of qualities aimed at extending this sales performance.

“The Cessna Citation Ascend builds upon more than 20 years of the 560XL series success in the market,” said Lannie O’Bannion, senior vice president, global sales and flight operations for Textron Aviation. “It’s designed to outperform and take our customers further in style.” 

Under New Power

​Most noticeably on the outside, it has a new and larger flight deck and cabin windows, giving it a sleeker, more contemporary appearance. Under the cowls, Pratt & Whitney Canada’s 4,213 lb thrust PW545D engines offer a modest 1 percent thrust increase, but they’ve been upgraded with more efficient high-pressure cores that boost flow rate and improve durability, compared to the PW545C powerplants that propel the Ascend’s predecessor, the Citation XLS Gen2.

The PW545Ds also have enhanced deep-fluted mixer nozzles to mix hot core gas and cold bypass air flows in the exhaust section with less turbulence, resulting in better fuel efficiency and reduced noise. Mid-life inspection and overhaul intervals have been extended to 3,000 hours and 6,000 hours respectively for operators enrolled either Textron Aviation’s pay-per-hour PowerAdvantage or PowerAdvantage+ program, or PWC’s private-label Eagle Service Plans tailored for Textron Aviation’s requirements.

The turbofans’ full authority digital engine controls (FADECs) are specifically designed to link up with PWC’s Flight, Acquisition, Storage, and Transmission (FAST) system that allows all engine perimeters to be monitored and analyzed by the engine manufacturer to spot trends and to identify maintenance actions before they become serious problems.

Into the Interior

Inside the Ascend, there’s a new flat floor made possible by filling in the 8-inch dropped center aisle. The new model has upgraded passenger chairs and beefier acoustical insulation to sop up more sound. Interior sound levels now approach those of Textron Aviation’s super-midsize jets.

The inflight entertainment package features a Bongiovi Acoustics speakerless, surround-sound system and upgraded WiFi connectivity package, including standard Iridium SATCOM and GoGo L3 air-to-ground communications.

READ MORE: Textron’s Citation XLS Gen2 Achieves FAA Certification

The Ascend has dozens of other improvements likely to be appreciated by passengers, including electrically actuated dual-mode translucent / opaque window shades, 19 USB-C charging ports—including at least one for each seat—and 6 wireless PDA charging stations, along with electric push-button release of seat movement mechanisms that make for easier adjustment and a cell phone or PDA app to control the Clairity cabin management system.

Options include a higher speed GoGo L5 internet transceiver, “luxury vinyl” or stone flooring for the galley and lavatory, adjustable lumbar supports for seat backs, and choice of soft, medium or firm bottom seat cushions. Available illuminated cabin window frames create soft halos around the transparencies that make them appear even larger than they are. For customers needing 8 inches more headroom in the main cabin, the previous dropped center aisle configuration is available in place of the flat floor.

On the Flight Deck

The ​Ascend promises to reduce pilot workload in many ways. The APU now is approved for unattended operation, so one pilot can look after passengers while the other focuses on preflight preparations. There’s a new light on the bottom of the left engine pylon to illuminate the aft baggage compartment loading zone at night. Up front, the flight deck has the latest version of the Garmin G5000 integrated flight deck, including autothrottles (all-engine only), four touchscreen control units, and high-resolution synthetic vision.

The Ascend’s G5000 avionics package will be the first to offer Garmin’s 3D exocentric view airport diagrams on PFDs, including runway and taxiway signs, obstacle symbols, and building images. A few years ago, this feature only was available on $50-million-plus jets equipped with Honeywell Primus Epic avionics. Garmin’s plans call for upgrading the 3D airport diagram system to display ADS-B In imagery of proximate aircraft, fuel trucks, and service vehicles. No longer will taxiing safely between the ramp and runway in low visibility conditions be more challenging than flying from takeoff to touchdown in solid IFR.

Textron Aviation confirmed the Citation Ascend will achieve a range of 1,900 nm at high-speed cruise, and 2,100 nm at long-range cruise—the same performance as the last-generation XLS. It will also retain the ability to link city pairs such as London City, England, to Athens, Greece; Helsinki, Finland, to Porto, Portugal; or La Mole, France, to Prague, Czech Republic, with four passengers at high-speed cruise.

EBACE attendees can see the Citation Ascend interior mock-up for themselves at Textron Aviation booth T-26 during the show.

The post Textron Aviation Unveils Cessna Citation Ascend in Geneva appeared first on FLYING Magazine.

In the preliminary report released on April 5 by the National Transportation Safety Board, the agency related the following.

“The pilot reported that while in a cruise descent at an altitude of about 30,000 ft, and about

1815 [EDT], he felt two ‘big jolts.’ He felt the airplane yaw, looked at the engine instruments, and noted no anomalies. After that, he looked out the left side window and noted that the left winglet had separated from the wing. He looked out the right side window and saw the right winglet. He elected to disconnect the autopilot, reduce engine power, and declare an emergency. 

The report went on to state: “The pilot performed an emergency landing at Tampa International Airport (KTPA), Tampa, Florida, without issue. Furthermore, he stated that there were no flight control anomalies, but that there was some ‘binding’ of the ailerons on final approach. He also added that he was in visual meteorological conditions at the time of the accident and the flight was ‘smooth’ until the ‘big jolts.’”

No Indication of Winglet Failure

The CJ3 had been modified with Tamarack Atlas active winglets in December 2022, with subsequent replacement of the system’s active camber surface control units (TCUs) after the pilot received fault alerts from the TCUs. The report noted, “The pilot did not report any flight characteristics anomalies associated with the fault alerts. In each instance, the pilot opened and reset the circuit breaker to the system which cleared the faults, and subsequently landed the airplane without issue. There were no further anomalies reported after the TCUs were replaced.”

After landing following the event, the CJ3 was inspected for damage related to the inflight issue. “Postaccident examination of the airplane revealed that the left wing extension and the left aileron were substantially damaged,” said the NTSB in the report. “The left wing extension, winglet, and TACS were all missing except for approximately 28 inches of the leading edge of the wing extension. The left aileron had an impact mark on the bottom side of the trailing outboard edge and was buckled and pressed up, with chipped paint.”

Examination of the remaining components of the system found no anomalies, and the Atlas system circuit breaker was not in the open position. A functional test offered no further issues. 

The event was classified as an accident because, under NTSB 830, if an aircraft receives “substantial damage” while in operation, further defined as “damage or failure which adversely affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component.”

The aircraft has been released for repair and return to service.

The post Report Released on CJ3 Event Over Gulf Involving Loss of Winglet appeared first on FLYING Magazine.

According to the report released Thursday, global business jet activity decreased by 8 percent in the last four weeks compared to the same time period a year ago.

Additionally, there have been double-digit declines in charter activity each week since mid-February, with the week of March 13, 2023 seeing 16 percent year-on-year dip in the U.S. 

Research also shows that by the week of March 13, there was a 14 percent global decline in Part 135 charters and Part 91 Subpart K fractional business jet activity compared to the same dates last year, according to WingX.

Overall for year-to-date from January through March 19, 2023, business jet and turboprop activity is two percent behind last year, but 12 percent ahead of 2019 levels.

• READ MORE: Super Bowl Charter Traffic Plunged 25 Percent

During the week of March 13, 2023, almost 55,000 business jets departed North American airports—10 percent fewer than the same dates last year. In the last month, North American departures were down about 9 percent behind last year. Teterboro Airport (KTEB), the busiest departure airport for Part 135 and Part 91 operations, has seen a 16 percent decline in activity compared to last year, WingX said.

In Europe, business jet sectors were down 11 percent over the last four weeks compared to the same time frames as 2022.

“The Embraer Phenom 300 is the busiest aircraft type this month, and the Cessna Citation Latitude is the only top aircraft with activity ahead of last year,” WingX said.

The WingX report reflects trends and data from the FAA’s Business Jet Report, which the agency says bankers and other economic analysts use as one indicator of overall economic conditions.

“March 2022 was the record peak in business aviation activity, reflecting the pent-up demand as the pandemic faded and lockdowns were released, so it’s not a great surprise to see lower [year-over-year] activity,” noted WingX managing director Richard Koe. “However, with emerging concerns of another global financial crisis, we may well see further softening in business jet usage in the next few months.”

The post Business Jet Activity on the Decline, Report Shows appeared first on FLYING Magazine.

Corporate aviation had existed for decades, but the post-war environment rekindled the segment. A handful of companies converted larger, former military types into executive aircraft, but most new models under development—such as the Aero Commander 500 series and Beechcraft Queen Air—had relatively small cabins. Others, like the Twin Beech, were relatively slow and lacked pressurization. Cessna saw an opportunity.

Launching a massive market research project, Cessna interviewed several hundred executives and corporate pilots who either operated or were interested in purchasing a new corporate aircraft. As Cessna’s marketing team categorized and studied the responses, they identified six very consistent concerns: safety, all-weather capability, comfort, speed, economy, and general utility. Using these themes as guidance, the engineers got to work.

In 1956, the Cessna 620 emerged. Its name derived from having twice as many engines as the 310, the four-engine pressurized corporate aircraft was something altogether different for Cessna as well as for the market as a whole. With a wingspan of 55 feet, a fuel capacity of 535 gallons, and a maximum takeoff weight of 15,000 pounds, it was by far the largest civilian Cessna model to date.

The 620s design and performance reflected the marketing study perfectly. The four-engine configuration was regarded as a significant safety feature compared to existing twins. It was equipped with a Garret turbine auxiliary power unit (APU) that pressurized the cabin, and supercharged, 350 horsepower Continental GSO-526 engines that enabled a service ceiling of 25,000 feet and provided a means of flying above inclement weather.

The 620’s tall cabin enabled comfortable movement within. [Credit: Textron Aviation, Inc, all rights reserved]

Compared to existing 6- to 8-place cabins, the 620’s cabin was massive. The oval cross section provided six feet of height, various seating configurations could be utilized, and niceties such as a lavatory and baggage area were installed for long-distance comfort. Comfort was important, as achieving the maximum 1,700 miles of range at a cruising speed of 260 mph would mean long stints aloft.

The cruise speed was reportedly considered acceptable by the focus group, however. This was fortunate, as it enabled the use of smaller piston engines as opposed to turboprops, which Cessna reasoned would have resulted in an unacceptably high purchase price. Cessna also touted the piston engines as more easily serviceable at out-of-the-way locations than turbines.

Convinced the 620 had a bright future, Cessna constructed a full-size cabin mockup and sent it to trade shows, where it was showcased alongside existing aircraft. Smaller mockups and technical displays accompanied the cabin mockup, touting the 620’s ability to utilize its APU where ground power wasn’t available. The marketing team also displayed individual technical components of the aircraft such as an engine and a propeller.

Cessna’s marketing effort for the 620 was strong, utilizing both miniature and full-sized cabin mockups. [Credit: Textron Aviation, Inc, all rights reserved]

In August 1956, the 620 made its maiden flight. Test pilots reported great handling characteristics, and Cessna began collecting refundable deposits. The price of the 620 had increased substantially above the original target price, however, and had reached $375,000—the equivalent of $3.9 million today.

For perspective, the Learjet 23, which was only about five years away, would initially sell for $489,000. While still a significant premium above the 620, it would be a sign that smaller corporate jets were poised to take over. Additionally, sales numbers of corporate piston aircraft such as the Howard 250 were relatively small, further suggesting the segment’s future would burn jet fuel. 

Cessna President Dwane L. Wallace (left) poses with the 620. [Credit: Textron Aviation, Inc, all rights reserved]

Just over a year later, Cessna made the decision to cancel the 620 program entirely. The single prototype was scrapped, and the company’s largest corporate aviation offerings would be limited to the 400-series twins until 1968, when the Fanjet 500 would make its debut. This, of course, would evolve into the wildly successful Citation series of business jets. 

Whether the 620 would have captured a significant share of the market during that ten-year gap is arguable. It’s possible Cessna could have sold enough of them to create a notable chapter in corporate aviation history. But it’s also possible the development, launch, and manufacture of the unusual four-engine airplane might have robbed critical resources from the development of what would become the Citation, thus hobbling the company for decades to come.

The 620, therefore, is relegated to a curious and unique footnote in the history of corporate aviation, demonstrating what can be accomplished with outside-the-box thinking…and also what can be accomplished by instead opting to pursue more viable alternatives.

The post The Four-Engined Cessna and Its Corporate Mission appeared first on FLYING Magazine.

The post Switching Careers Late in Life, Part 2 appeared first on FLYING Magazine.