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Citation CJ4 Gen2 By The Numbers
Max Speed (KTAS/ALT)* Fuel Flow Max Speed (PPH) Vmo/Mmo
Range (Pilot, 4 PAX,
HSC, NBAA IFR Reserves) Max Ramp Wgt
MTOW (SL, ISA)
Basic Operating Wgt*** Useful Load
Max Zero Fuel Wgt
Fuel Capacity
Payload with Max Fuel**
Max Fuel with Max Payload (2000)
Base Price As Flown
*Weight 16,000 lbs, ISA
***Typical Configuration, One Pilot
450/444/407 FL310/FL350/FL450 1883/1624/970 FL310/FL350/FL450 305/0.77
1,926 nm
17,230 lbs 17,110 lbs 10,280 lbs 6,950 lbs 12,500 lbs 5,828 lbs 1,122 lbs 4,730 lbs
$10,700,000 $11,500,000
**Based on Max Ramp Wgt, One Pilot
Acceleration was quick. With a V1 of 89 KIAS and Vr of 96, I was lifting off of Runway 20 on the ZIASE4 departure.
The handling qualities of the CJ4 are enjoyable as I comfortably hand flew the jet up to FL400, with an initial climb speed of 240 KIAS. We encountered some turbulence on the way up, which was inconsequential to our flight.
Once we reached FL400, the CJ4 accelerated quickly to cruise flight with a cabin altitude of 6,700 feet and a pressure differential of 8.8 PSID. The CJ4 has a Vmo/Mmo of 305 KIAS/0.77 Mach at high altitude, and we were fly- ing at 436 KTAS/0.74 Mach burning 600 pounds per hour on each engine (this with an outside temperature seven degrees above ISA!).
As pilots we have the best seat in the house, and a excellent feature of the Citations are the large cockpit windows. The side cockpit windows and windshields on the CJ4 feature electric heat that effectively keep them clear throughout flight and enhance the warmth of the cockpit. Their design also virtually eliminates fogging that can occur when land- ing at airports with high humidity. The cockpit sound level I measured was low, measuring 78-79 dB in cruise.
After flying around New Mexico, it was time to return to base. The Collins Pro Line 21 FMS is easy to program with two Console Display Units (CDU) to enter data, which of- fers great flexibility especially in crew environments. After loading the VNAV descent and reducing power, I started a descent at 230 KIAS/420 KTAS (close to max speed at FL400) with a ground speed of 517 knots. With a strong tailwind and altitude to lose, it was a great opportunity to work with the speed brakes. The CJ4’s variable speed brakes allow the pilot to progressively extend them with a very smooth operating lever on the center console. The first 10 percent offers a very slight but smooth increase in descent rate. Progressing past 10 percent to 50 percent is still relatively
14 • TWIN & TURBINE / July 2021
free of vibration, then extending them to 100 percent really shows off their full potential. At 200 knots both gear and approach flaps can be deployed.
We programmed the FMS for the RNAV 20 approach outside of POAKE intersection. Our landing weight was 13,500 pounds with only 3,700 feet re- quired for landing at a Vref of 104 and Vapp of 111. I wanted to hand fly the approach single-engine with a missed, then vector back for another approach to landing, so I limited my flap extension to just Approach. As turbine pilots know, single-engine approaches are relatively easy. It is the missed ones that require specific attention due to the asymmetric thrust. At the DA of 6,800 MSL, I initiated the single-engine missed. As expected, with an asymmetric thrust of over 3,600 pounds, it took substantial rudder pres- sure to keep the aircraft on the runway heading with the automatic rudder bias doing most of the work. The quick accel-
eration of the CJ4, even on one engine at high altitude, made the SE climb easy. Quickly at missed approach altitude, it was time to vector back for an approach and landing.
All of the 525 series Citations are easy to land smoothly (making the pilot look good to their passengers). The CJ4 brakes are incredibly smooth and effective, with the same nice feel as the other jets in the 525 series.
When considering a new aircraft, potential jet operators typically consider three options in this class of airplane: Citation CJ4, Embraer Phenom 300E and Pilatus PC-24. The CJ4 and Phenom 300E offer virtually identical top speeds. The PC-24 is slower by about 20 knots. Most people buy jets to go fast, so long-range cruise in the CJ4 at sub- stantially slower speeds is only useful for specific flights. What most people want to know is, “What is the maximum payload with full fuel for the longest possible flight?” In the CJ4 I flew, you could carry slightly over 1,100 pounds. A Phenom 300E would be close to that amount, and the Pilatus PC-24 would be 900 pounds.
With proven performance, an estimated hourly operating cost of $1,040 (plus fuel), and now upgraded interior, the Cessna Citation CJ4 Gen2 is sure to satisfy the needs of many operators. And thanks to a wide network of maintenance facilities, both Textron Aviation-owned and independent MROs, support is never far away for owners – an important consideration when selecting an aircraft.
With 12,000+ hours of piloting more than 100 aircraft models Rich Pickett still has a passion for flying. Rich holds an ATP, CFII SME, SES, glider licenses, and type ratings in the L29, L39, Citation 500/510s/525s, Eclipse 500S, Beechcraft Premier and DA10. His company, Personal Wings, provides training, mentoring and aircraft services. He is also a proud owner of an Eclipse and Cirrus SR22. You can contact Rich at rich@ personalwings.com.