Today’s Top Pick is a 1984 Cessna 650 Citation III.

Cessna’s first Citation jets broke new ground in the early 1970s with their forgiving flight characteristics, easy handling, passenger comfort, and economical operation. The only thing the straight-winged machines lacked, some critics said, was speed. Unflattering nicknames, such as “NearJet” and “Slow-Tation,” proliferated. The 650 Citation II put a stop to that with a new swept-wing design and record-setting performance.  

With the 650 Cessna focused its efforts on integrating high-end features that could give the new Citation the feel of bigger and more expensive airplanes. These ranged from a comfortable, surprisingly roomy cabin to trailing link landing gear known for smoothing out even fairly rough landings.

This 1984 Citation III has 9,931 hours on the airframe with 1,939 hours on the left engine and 1,741 hours on the right. The Honeywell TFE731-3C-100S engines are managed under the MSP Gold program. The aircraft is equipped with a Sundstrand T62T-40C7A1 APU and has made a total of 7,336 landings.

The panel features a PS Engineering PMA-8000E audio panel, dual Garmin GTN 750 GPS/Nav/Comms, Bendix/King KTR-953 radio, Garmin GWX 70 radar, Garmin TAWS B, Bendix/King TCAS, Goodrich WX500 Stormscope, Fairchild GA-100 cockpit voice recorder, and GTX 345R transponder with ADS-B In and Out.

Pilots who are interested in a jet with more cabin space and longer range than many light jets should consider this 1984 Cessna 650 Citation III, which is available for $1.2 million on Aircraft For Sale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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• Plane & Pilot: Cessna Citation CJ3+ Gains FAA certification
• AVweb: Textron Unveils Cessna Citation Ascend

The post This 1984 Cessna 650 Citation III Is a Groundbreaking ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2000 Cessna 525 CitationJet CJ1.

Cessna’s 525 CitationJet was designed to fill a gap in the company’s lineup resulting from the end of Citation I production during the 1980s. The original Citation I pioneered the successful formula of a light jet with short-field performance that allowed it to use the same runways as light piston twins. The downside was a relatively low cruising speed compared with larger  models in the growing Citation family of aircraft.

Cessna held onto the notion that there was enough demand in the market to make a new four- to five-passenger jet worthwhile. The resulting 525 CJ1 was based on the original but had a new wing design, T-tail, and better cruise performance.

This 2000 CitationJet CJ1 has 5,816 hours and 6,559 landing on the airframe and 5,750 hours on each of its Williams FJ44-1A engines. The panel features Collins Proline 21 avionics with Dual Garmin GTN 750s, dual GTX-345 transponders, GDL 69A Weather, Honeywell CAS-66A TCAS, Fairchild GA-2100 CVR, and Shadin fuel flow instrument.

Pilots interested in a reliable, economical light jet with a time-tested design for business or personal travel should consider this 2000 Cessna 525 CitationJet CJ1, which is available for $1.9 million on AircraftForSale. 

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Cessna Citation CJ4 Gen 2
• FLYING Magazine: Cessna’s Amazing CJs
• FLYING Magazine: Tamarack Active Winglets Certified for Citation 525 Series
• Plane & Pilot: Cessna Citation 
• Plane & Pilot: Textron Aviation Delivers 8000th Cessna Citation

The post This 2000 Cessna 525 CitationJet CJ1 Is a Time-Tested ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

“Nothing surprises me,” says Vincent. “We were on a sugar high in 2021 and 2022, fed by essentially free money. Now with middle single-digit loan rates, we’re getting back to a more normal market.”

Adds Ron Epstein, senior equity analyst at Bank of America: “The COVID recovery was kind of a weird thing. We’re getting back to a normal [growth] trajectory pre-COVID.”

Rising interest rates haven’t yet been much of a damper on new aircraft sales, as up to 60 percent to 70 percent of purchases now are all cash or 50 percent cash down/50 percent financing. Less than one-third involve a large loan. Some buyers look at 6 percent aircraft loan rates in relation to the 8 percent returns they’re making on investments, so they’re choosing to finance aircraft purchases rather than tying up cash.

The current market cooldown is more related to supply chain snags, particularly as noted by the heads of Bombardier, Dassault, and Gulfstream. Éric Martel, Bombardier’s CEO, says fewer of the firm’s suppliers have problems, but the remaining ones have systemic issues that need remedial work. Bombardier has its own specialists embedded with key suppliers to provide support should issues arise.

Dassault chief Éric Trappier points out that supply chain issues in 2023 are worse than last year, partly from the fallout of Russia’s invasion of Ukraine. Some materials, such as titanium, are in short supply, and European aerospace manufacturer’s energy costs have soared. In mid-July, Trappier disclosed that sales had slowed in the first half of 2023 as compared to the same period in 2022 in large part because of the war in Ukraine.

Gulfstream president Mark Burns says that while supply chains are constricted, the Savannah, Georgia, firm began reordering parts and materials two years ago, resulting in fewer challenges. Phebe Novakovic, CEO and chairman of General Dynamics, Gulfstream’s parent company, has modestly scaled back projected deliveries for 2023.

There’s an upside to supply chain snags, says Epstein, because “it prevents anybody from spoiling the party because it forces production discipline.” Simply put, manufacturers cannot flood the market with an oversupply of airplanes.

Market growth also is being constricted by aircraft certification delays. Similar to many other organizations, the FAA encouraged many employees to work remotely during the COVID-19 pandemic. Several staff members have been reluctant to move back to FAA offices after experiencing the freedom and flexibility of their remote workplaces. Industry observers claim sparsely staffed FAA certification offices are creating long delays in paperwork processing.

In addition, the FAA has doubled down on its aircraft certification checks in the wake of the Boeing 737 Max debacle, delaying by several months the type certification of the Dassault Falcon 6X and Gulfstream G700 and G800, plus potentially the Beechcraft Denali in 2025.

Prospects for smaller turbofan aircraft already in production remain bright. Cirrus, for instance, delivered 90 single-engine SF50 Vision Jets in 2022, according to the General Aviation Manufacturers Association (GAMA) aircraft shipment report. Demand for the entry-level Vision Jet remains strong because it’s an easy step up from Cirrus’ piston singles, owing to its combination of docile handling, human-centered flight deck design, passenger amenities, and top-notch customer support. It’s very similar to the success that Cessna enjoyed 50 years ago when it introduced the mild-performing, twin-turbofan Citation 500 as a modest step-up product from its 300- and 400-series piston twins.

The Vision Jet is the only turbofan aircraft as of yet to offer both a standard airframe parachute system and Garmin Autoland—branded Safe Return—providing unsurpassed peace of mind to occupants. Similar to the long-term growth plan that Cessna had with its Citation500 family, Cirrus is expected to develop faster, higher, and farther-flying turbofan aircraft as follow-on products to the Vision Jet. As FLYING previously reported, Cirrus Aircraft filed for a $300 million initial public offering on the Hong Kong Stock Exchange to provide funds for new aircraft development and increased pro-duction capacity, among other growth goals.

• READ MORE: We Fly: Cirrus Vision Jet G2+

Deliveries in the light jet twin-turbofan market continue slowly to decline, in large part because of the steep drop in demand for Embraer Phenom 100-series aircraft, once the most popular light jet by a wide margin.

Phenom 100 deliveries soared during its first two full production years (2009-2010) for the 100, with Embraer producing nearly 200 units. The Phenom 100 completely eclipsed its archrival, the Cessna Citation CJ1+, a light jet that was $1 million more expensive and somewhat slower. The Phenom 100’s introductory price was on par with the Cessna CE-510 Mustang, but its cabin cross section was nearly as big as the Learjet 45. The Phenom 100’s tall stance and airstair door made it look even larger than its actual size, adding to its perceived value. Owner pilots also favored the Phenom 100’s Garmin G1000 avionics package over the CJ1+’s Collins Pro Line 21 system.

Three years later, Textron Aviation responded by delivering Citation M2, a CJ1 variant with more thrust, Garmin G3000 avionics, a plusher interior than the Embraer, a 40-plus-knot cruise speed advantage, 160 nm more range, and a more attractive price tag than CJ1+. Within a few years, M2 took the sales lead from Embraer in this class and it clearly has maintained it. M2 steadily is catching the Phenom 100 in total sales, with Textron now having delivered more than 340 Citation M2 jets compared to Embraer’s 400-plus Phenom 100 aircraft.

M2 deliveries also surpass those of HA-420 HondaJet, despite the latter’s having a roomier cabin, higher cruise speeds and, arguably, the quietest interior in the light jet class. The Citation, however, offers superior runway performance and a roughly $800,000 lower price.

Veteran buyers also are keen on product support, giving Textron Aviation a major competitive edge over Embraer and Honda Aircraft, according to some industry observers. Textron Aviation delivered nearly double the number of M2 jets in 2022 compared to the HondaJet, and it’s on track to preserve a similar margin in 2023. Phenom 100 comes in a distant third.

Competition in the upper end of the light jet market is far different. Three competitors, Embraer’s Phenom 300E and Textron Aviation’s Citation CJ3+ and CJ4 Gen2 face off. The Brazilian offering has compelling advantages—biggest cabin volume, lowest cabin altitude, longest range, highest cruise speed, and smallest price. Phenom 300/300E deliveries, as a result, now exceed those of CJ3+ and CJ4 Gen2 combined. The Phenom 300 also siphoned off so many Learjet 75 orders that Bombardier was compelled to shut down production. Notably, the Phenom 300 has been the best-selling light jet for more than a decade. And it’s the only light jet to be purchased by all three major fractional aircraft operators—NetJets, Flexjet, and Airshare.

The upmarket Pilatus PC-24 resides in a class of its own, straddling the boundary between light jets and midsize aircraft. Its 18,300-pound max takeoff weight, fuel efficiency, single-pilot certification, and runway performance make it competitive. Its 500-cubic-foot cabin volume, flat floor, standard autothrottles, and 400-knot block speed nudge it into the midsize niche. The right engine has a special low idle rpm ground mode that enables it to double as an APU, thereby providing heating, air conditioning, and electrical power when the aircraft is parked. The PC-24 is the only jet in either class to have a 4.2-foot high by 4.1-foot wide aft cargo door. It can use unpaved runways, just like the PC-12 NGX turboprop. That increases the number of landing facilities it can use from 10,650 to 21,000.

Textron Aviation’s Citation Ascend, the fifth-generation Citation CE-560XL, is the last remaining truly midsize class jet. Gone are Citation III/VI/VII, Hawker800, Gulfstream G150, and Learjet 60. None had the 560XL’s blend of short-field performance, cabin comfort, operating economics, and low purchase price—though it won’t reach the market until 2025.

Ascend could be the last member of the venerable CE-560XL family, a placeholder to buy time for Textron Aviation to develop a clean-sheet replacement aircraft with more speed, more range, and more cabin volume. At nearly $17 million, Ascend’s price point puts it close to the $18 million Embraer Praetor 500, a super-mid-size aircraft with 70 percent more range, 40 to 70 knots more speed, and half again more cabin volume.

• READ MORE: Citation Ascend Mock-Up to Debut at NBAA

The Praetor 500 can fly nonstop between almost any two U.S. continental coastal cities at Mach 0.80 against winter winds. It has the lowest cabin altitude in its class, 5,800 inside while cruising at 45,000 feet. It boasts full-tanks, full-seats loading flexibility. It has a wet galley, vacuum lavatory, and optional Viasat KA-band SatCom connectivity. It’s the least expensive jet in FLYING’s Buyers Guide to boast fly-by-wire flight controls, a technology that used to be available only on the most expensive jets from Bombardier, Dassault, and Gulfstream. Topping all that, it beats Citation Ascend’s short-field performance on equal length missions. However, being much heavier than Citation Ascend, Praetor 500 burns 20 to 25 percent more fuel.

• READ MORE: We Fly: Embraer Praetor 500

The super-midsize class remains one of the most hotly contested sectors with offerings from Bombardier, Gulfstream, and Textron, as well as Embraer. All contenders feature two cabin sections, typically configured with double-club seating or a single-club section up front and a divan plus two facing chairs at the rear. Bombardier Challenger 3500, the latest variant of the Challenger 300 that entered service in 2003, sports a cabin with nearly the same cross section as a Gulfstream V, lower cabin altitudes to reduce fatigue, more comfortable and stylish Nüage chairs and numerous connectivity and convenience upgrades.

The Challenger 300 series has been the bestseller in class for two decades because of its combination of cabin comfort, performance, operating economics, and dispatch reliability. With fat margins and fuel problems, it’s a cash cow for Bombardier. However, some industry analysts maintain Challenger 3500 is due for a major refresh to keep it competitive in the long term.

The Gulfstream G280 is the performance leader, capable of flying four passengers 3,700 nm at Mach 0.80, and eight passengers 3,500 nm at the same speed. Its cabin is slightly narrower than Challenger 3500, but it’s longer, so the volume is virtually the same. The G280 features a wing derived from the GV airfoil, albeit one with different twist and improved winglets. Fuel efficiency rivals the best class, a result of the low drag wing, fuel-efficient HTF7250G turbofans and comparatively high cruising altitudes. For example, it can climb directly to 43,000 feet on an ISA+10 degree Celsius day. Demand for G280 is getting stronger, with Gulfstream delivering 24 aircraft in 2022, according to GAMA.

Textron Aviation’s Citation Latitude is the firm’s bestselling jet, with 42 deliveries in 2022. Passengers love this airplane, especially its roomy aft lavatory. This low-risk derivative of the Model 680 Sovereign+ offers the largest cabin cross section of any Citation yet to enter production but one with impressive structural efficiency. Its increase in empty weight is less than 360 pounds compared to Sovereign+, while its cabin is 4 inches higher and 11 inches wider. It features the first flat floor in a Citation, a 9.66 psi pressurization system that maintains cabin altitude below 6,000 feet and a Garmin G5000 flight deck. Cabin width is about 5 inches narrower, and floor width is 7 inches less than in the Praetor 500, thus its cross section is the leanest in class. The Latitude’s typical block speed is 400 knots, so it’s optimized for two- to three-hour trips even though it has a 6.5-hour endurance.

• READ MORE: We Fly: Cessna Citation Latitude

The Latitude’s fraternal twin, the Citation Longitude, shares its cabin cross section, low cabin altitudes, and G5000 avionics package, but little else. The wing has a super-critical airfoil with 28.6 degrees of sweep at one-quarter chord. It’s powered by Honeywell HTF7000 series turbofans, considered best in class by Bombardier, Embraer, and Gulfstream. Normal cruises peed is Mach 0.80, so mission block times are nearly identical to those of Gulfstream G280.

The jet will fly four passengers 3,500 nm and eight passengers 3,400 nm at that speed, enabling it to cruise from New York to Paris, but not necessarily Paris to New York against winter headwinds. On typical two-to three-hour missions, the Longitude burns less fuel than the Latitude and its takeoff and landing distances are only slightly longer. Textron Aviation’s asking price is nearly $30 million, the highest in the super-midsize class, but that’s not dampening sales, again boosted by the company’s renowned product support and the air-plane’s unsurpassed low cabin noise levels. Textron Aviation delivered 26 units in 2022.

Embraer’s Praetor 600 is the value leader in this market niche. With a $21.5 million base price, it’s less than $2 million more than the Citation Latitude, yet it offers an extensive list of standard features. Along with the Praetor 500, it’s the only super-mid to have fly-by-wire flight controls. Its cabin cross is slightly smaller than either the Bombardier Challenger 3500 or Gulfstream G280 but larger than the Latitude or Longitude. Similar to the Citation Latitude and Praetor 500, there is no access to the unpressurized aft baggage compartment in flight. With a highest-in-class, 16,000-plus-pound fuel capacity, it can fly eight passengers 3,900 nm at long-range cruise. At Mach 0.80, range is close to 3,700 nm.

While orders are strong at all the jet manufacturers in FLYING’s Buyers Guide, storm clouds rapidly are forming in Europe. Climate change activists cut the airport security fence at Geneva International Airport (LSGG) in May and chained themselves to aircraft on display at the European Business Aviation Convention& Exhibition, calling for a total ban on private jets, decrying them as “toxic objects” and carrying signs that read, “Warning: Private Jets Drown Our Hope.”

Another environmental group sprayed orange paint on a Citation CJ1 at Sylt, Germany, in June, and a third splattered yellow paint over an Embraer Phenom 300E at Ibiza, Spain, in July, unfurling a banner that read, “Your Luxury = Our Climate Crisis.”

Dassault fully understands the threats posed by environmental protesters in Europe, warning that aviation bashing often translates into government regulatory policies. Amsterdam’s Schiphol Airport (EHAM), for instance, plans to ban private jets after 2025. Dassault officials counter that all 2,100 Falcon Jets in service produce the same emissions as a single day of internet video streaming.

To put business jet aviation emissions into perspective, it’s constructive to first look at global energy-related carbon dioxide emissions. In 2022, the total was 36.8 billion metric tons, according to the International Energy Agency. IAE says aviation represents 2 percent of total CO2 emissions, or 736 million metric tons. ICAO also quotes a 2 percent aviation share, based upon research conducted by the Intergovernmental Panel on Climate Change. GAMA claims that business aviation represents 2 percent of all aircraft emissions, or 14.7 million metric tons.

The World Health Organization, in contrast, reports the tobacco industry emits 84 million metric tons of CO2 every year, more than 5.7 times as much as business aviation. FLYING knows of no climate change activists who are protesting cigarette smoking.

“There’s [an] angle of class warfare here,” says Epstein, the Bank of America analyst.

Says another business aviation veteran: “Business jet owners are targeted as fat cats that don’t have to go through TSA. It’s not yet an existential threat in the U.S. But what happens in Europe eventually comes here.”

In light of growing public sentiment regarding the carbon impact of private jets, the business aviation industry has committed to slashing total CO2 emissions by 50 percent by 2050 compared to 2005. Transitioning from fossil fuel to sustainable aviation fuel (SAF or bio jet-A) can reduce overall aircraft CO2 emissions by 80 percent, according to the International Air Transport Association. Some SAF advocates claim up to 90 percent reduction, depending upon the bio feedstocks and production processes.

The challenges to making the jump from fossil jet-A to SAF are immense. Currently, the aviation industry uses close to 100 billion gallons of jet-A annually but only 14 million gallons is SAF, the majority of which was purchased by business jet operators, according to Timothy Obitts, CEO of Alder Fuels, a leading sustainable fuels company in Virginia. One big hurdle to scaling up SAF production is price. The wholesale cost of biojet is up to three times as much as fossil fuel, so FBOs are bound to charge a substantial premium for it, squeezing the already tight budgets of many light jet operators.

• READ MORE: Business Aviation Industry Groups Aim to Speed Adoption of SAF

“Scaling up production of SAF is beyond the scope of business aviation,” says Epstein. “It’s not happening anytime soon. It’s going to take a massive investment by government. And then business aviation can ride on the coattails.”

However, the underpinnings of the business jet sector remain strong.

“People want to travel by air,” Epstein says. “The industry needs to be aware of climate change pressures and manage them. Climate change activists aren’t the ones buying business jets.”

The post Jets: Reaching the Service Ceiling 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.

According to a statement from the FAA, at around noon CDT on September 23 the pilot of a Cessna Citation at Austin-Bergstrom International Airport (KAUS) received an onboard alert that the F/A-18C Hornet was nearby. The pilot of the Cessna Citation “took evasive action.”

Radio traffic revealed the Citation had been cleared to land as the F/18 approached. The F/18 was cleared to execute a break, a maneuver that involves a sharp turn to slow down. The air traffic controller expressed surprise at the F/A-18’s descent, and another voice on tape added, “That’d have been nice to know, guy.”

According to the Washington Post, after landing the F/A-18 pilot asked for a phone number to contact the ATC office, and a controller replied, “Yeah, I was going to give you the number here because I guess there was a miscommunication. I misunderstood what was requested, I guess.”

The FAA also noted that the F/A-18 also overflew Runway 18L when a Piper PA-28 was preparing for takeoff.

The F/A-18 was in the area for exercises and stopped at KAUS for fuel. The agency is investigating the event to determine the closest proximity of the aircraft. According to Marine Corps Times, the Corps has also launched an investigation into the incident.

The post FAA Investigates Fighter Close Call in Texas appeared first on FLYING Magazine.

The Garmin autothrottle system will be fully integrated with the M2 Gen2’s Garmin G3000 avionics suite, allowing it to manage engine performance and power “based on factors like altitude, airspeed, and aircraft weight.” Textron noted that the system also includes features that will prevent exceedance conditions and alert pilots if deviations occur.

“Adding Garmin Autothrottles into the Citation M2 Gen2 exemplifies Textron Aviation’s ongoing commitment to product investment across our entire product lineup,” said company senior vice president for sales and flight operations Lannie O’Bannion. “With its intelligent automation and streamlined operation, the integration of autothrottles in the aircraft provides pilots added precision and efficiency.”

• READ MORE: Textron Unveils Citation M2 Gen2, Citation XLS Gen2

The Cessna Citation M2 Gen2 was introduced in October 2021 at the NBAA Business Aviation Convention & Exhibition, entering service in April 2022. The model has a top cruise speed of 404 knots, 1,550 nm range, and useful load of 3,180 pounds. Powered by Williams FJ44-1AP engines, the M2 Gen2 seats up to seven passengers and is capable of operating off of runways as short as 3,210 feet. In the cabin, it offers USB-A and USB-C ports at each seat, ambient accent lighting, illuminated cupholders, and an optional folding seat that can be converted for additional storage.

Textron Aviation reports that it has delivered more than 5,000 Citation-family aircraft to date.

The post Textron Aviation Adds Autothrottle for Citation M2 Gen2 appeared first on FLYING Magazine.

The aircraft, which went to an undisclosed longtime Cessna customer, rolled off the production line in May. The Longitude received its FAA type certificate in September 2019 with deliveries beginning the following October. The aircraft earned its type certificate under the European Union Aviation Safety Agency (EASA) in July 2021.

“The Citation Longitude’s performance, efficiency and unrivaled cabin experience have already made it a legendary aircraft in its segment,” said Textron Aviation’s senior vice president of global sales and flight operations Lannie O’Bannion. “We’re proud of this significant delivery milestone and of our talented team who continues to design and deliver the best aviation experience for our customers.”

·        READ MORE: Textron Aviation’s Flagship Longitude Receives FAA Type Certification

The Cessna Citation Longitude “super-midsize” business jet features integrated autopilot and autothrottle systems with emergency descent mode (EDM), Garmin synthetic vision technology (SVT), and in-flight diagnostics reporting. Powered by FADEC-equipped Honeywell HTF7700L turbofan engines, the model has a 3,500-nm range, full-fuel payload of 1,600 pounds, and top cruise speed of 483 knots. It comes equipped with Garmin G5000 avionics and is capable of seating up to 12 passengers plus an optional crew jumpseat.

The Longitude boasts a 6-foot-tall, flat-floor cabin outfitted with fully berthable seats and technology designed to allow passengers “to manage their environment and entertainment from a mobile device.” It offers a cabin altitude of 4,950 feet at flight level (FL) 410 and can climb to FL430 in 20 minutes.

The post Textron Aviation Delivers 100th Cessna Citation Longitude appeared first on FLYING Magazine.

Today’s Top Pick is a 2008 Cessna 510 Citation Mustang.

The development and market debut of the Cessna Citation Mustang caused a sensation in the early 2000s as very light jet (VLJ) concepts began to proliferate, often touting ambitious performance goals and prices that seemed impossibly low.

Cessna designed the Mustang to compete with small jets from the likes of Embraer, Cirrus, Piper, and Eclipse. Some of those models took longer than expected to enter service while others didn’t last long or never made it to production. Cessna stayed the course, though, and turned out Mustangs for several years. For many pilots, the model came to represent the ideal entry-level jet.

This 2008 Mustang has 1,845 hours on the airframe and on both of its Pratt & Whitney PW615F-A engines since new. The aircraft has logged 1,212 landings. Its upgraded panel features the Garmin G1000 NXi integrated avionics suite with dual 10.4-inch primary flight displays and a 15-inch multifunction display with synthetic vision dual Garmin GRS 77 altitude and heading reference systems, Garmin GMA 1360D audio panel, Garmin ADF, dual Garmin GIA 63W (WAAS/LPV), Bendix/King KN 63 DME, dual Garmin GTX 345R transponders, Garmin GFC 700 autopilot, Garmin Flight Stream 510, and more.

The cabin includes seven seats and an interior that was refinished in 2021 with seats covered in tan perforated leather with diamond stitching and blue piping. The aircraft was repainted in 2019 and looks sharp. Seats are situated in a double club arrangement with a nonbelted lavatory, storage cabinets, and dual executive writing tables.

If you are ready to move up to a light jet designed for single-pilot operation, consider this Cessna Citation 510 Mustang, which is available for $2,295,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Financial Group. For more information, email info@flyingfinancial.com.

• FLYING Magazine: Putting the Cessna Mustang to Work
• FLYING Magazine: Cessna Mustang Hits the Mark
• Plane & Pilot: Citation Step-Up Magic
• Plane & Pilot: Owners’ Analysis: Eclipse, Mustang & Phenom
• The Aviation Consumer: Cessnas Mustang: On Time Performance

The post Today’s Top Aircraft For Sale Pick: 2008 Cessna 510 Citation Mustang 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.

That’s the question the FAA is trying to answer in regard to a near-miss incident between a Cessna Citation and a Southwest Airlines Boeing 737 at San Diego International Airport (KSAN) last week.

In an interview with CNN, National Transportation Safety Board Chair Jennifer Homendy said the Citation came within 100 feet of the airliner. The incident occurred shortly before noon PDT Friday.

According to an FAA spokesperson, an air traffic controller had cleared the Citation to land on Runway 27 then instructed Southwest Flight 2493 to taxi onto that runway and wait for instructions to depart.

“The facility’s automated surface surveillance system alerted the controller about the developing situation,” the agency said in a statement. “A preliminary review of the event showed that an air traffic controller instructed the pilot of a Cessna Citation business jet to discontinue landing because a Southwest Airlines Boeing 737 was still on the runway awaiting clearance to depart.”

According to CNN, LiveATC.net archived ATC audio indicated the pilot of the Citation apparently noticed the Southwest 737 on the runway, as the Citation pilot transmitted “Verify Four Hotel Victor is still clear to land?”

The tower controller replied, “Citation Four Hotel Victor go around, fly the published missed approach.” The Citation pilot replied, “Alright, going around, Four Hotel Victor,” and aborted the landing.

The Southwest flight was then instructed to taxi clear of the runway because there was another airliner on a 2-mile final.

“We’re participating in the FAA’s internal review regarding an incident that occurred Friday just before noon local time at the San Diego International Airport, where a Southwest aircraft was cleared onto the same runway that a Cessna Citation aircraft was also cleared to land,” Southwest said in a statement. “Our aircraft departed without event and the flight operated normally, with a safe landing in San Jose [California] as scheduled.”

According to an FAA spokesperson, the agency is sending experts to San Diego to investigate. “The team will determine the closest proximity between the airplanes as part of the review,” the spokesperson said.

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