Five years ago, I wrote an article in the August 2017 issue of Twin & Turbine where I described the process that led to my taking delivery of the 2000th Citation Jet built, a Citation CJ3+. In that article, I noted the enjoyment I get from conducting very detailed comparisons of aircraft candidates, and the one I did before deciding on the CJ3+ was very comprehensive. Now, with five years of operating experience, I wanted to revisit the analysis and provide some additional information that I hope might prove helpful for others considering the purchase of the highest level of single-pilot operated aircraft.
One of the critical reasons I had chosen the Citation CJ3+ over competing aircraft was the tremendous support and interest I had received from Cessna, part of Textron Aviation. At every stage of the investigative process prior to making a decision, Cessna was incredibly responsive to my questions and open to additional visits and questions. In the 2017 article, I also highlighted Cessna’s fervent desire that I visit often during the production stage – something that I did several times. Of course, one of the fears might have been that Cessna would change its responsiveness once the purchase was complete. Nothing could be further from the reality that I experienced. Cessna has built their business model around being highly responsive to their customers, and I knew that help was never more than a phone call or email away. As I write this article, I cannot think of a single time that I was truly AOG (Aircraft on Ground) with my CJ3+, but I did have a few times when I wanted to better understand something that had happened and the Cessna resources were immediately brought to bear to investigate to resolution.
Another key criterion for choosing the CJ3+ was that the core avionics panel is the Garmin G3000. In my view, the G3000 and the G1000 NXi are the most capable avionics panels available in the general aviation world today, and I wanted to ensure that this was the system with which I interacted every flight. Garmin has proven exceptionally receptive to input, which has led them to also be the industry’s innovation leader – exactly the kind of partner I wanted. Since taking delivery of the CJ3+ in 2017, Garmin has also added new functionality through releases made in coordination with Cessna. They also introduced a CPDLC (Controller Pilot Data Link Communications) offering for the USA that is referred to as FAA DATA COMM, and I’ve made extensive use of it through my travels. Once again, the partner I had bet on came through as hoped and expected.
As for how the CJ3+ has performed against expectations, it is hard to imagine how it could have been better. In these last five years, including the more than one year of almost lost aviation because of the COVID-19 pandemic, I’ve flown the airplane beyond where most general aviation pilots tend to go. Prospective buyers often choose the shortlist of aircraft based on numerous performance characteristics that always include range. The range used can be based on several factors, but the range sought is normally derived from the so-called “typical mission.” I have found, though, that each airplane I’ve bought expanded the definition of my typical mission. Trips I would not have really considered with one aircraft become wholly practical with another.
Additionally, many people don’t recognize that range equals flexibility. For instance, a trip that I did with some regularity was Savannah (KSAV) to Ottawa (CYOW), a trip length of 840 nm. In my Citation Mustang, it was a trip that I could do most of the time and land with just enough reserves. If the weather was poor for an area around the arrival airport, the trip became much more questionable. In my Citation M2, the trip was more practical, but I often saw large frontal systems that would make the choice of a true alternate challenging. In the CJ3+, all those concerns are gone. A friend of mine followed along my path going from Mustang to M2 to CJ3+, and shortly after he acquired his CJ3+, he called to ask me advice on selecting an alternate when a widespread area had low ceilings and visibility. I highlighted for him some places he could pick that were VMC despite being 250 nm away from his destination airport. The increased range provided much more flexibility and safer operation.
In another case, I needed to get from Iowa to Newfoundland from one day to the next. The trip was 1,650 nm with a small tailwind lasted four hours. I landed with more than 1,600 pounds of fuel – that’s more than two hours of cruise fuel! A friend of mine transports his extended family in his CJ3+ between various family destinations, routinely carrying a total of eight people and, on occasion, filling all 10 seats on board. Again, the fuel carrying capability that provides the range also creates the flexibility to make these trips.
Being able to go these long distances also depends on an efficient airframe. The CJ3+ routinely exceeds its book values like all modern Citations. According to the flight planning and performance manual, the plane’s maximum cruise speed at FL450 and ISA conditions is supposed to be 385 KTAS if departing at maximum takeoff weight. Its maximum cruise speed is at a somewhat lower altitude. I routinely fly at well over 400 KTAS at FL450, sometimes even faster than 410 KTAS at that highest cruise altitude when the plane is lighter. The most recent release of the G3000 software (V4.8 for Citations) has a comprehensive flight and performance planning capability that adds an airspeed bug depicting the book value under the actual conditions. Almost always, the indicated airspeed at cruise is 8 to 12 KIAS higher than the cruise book value. So, given that I based my purchase decision on the book values of each aircraft, I am elated with how much better the performance has been in actual use.
One of the penalties that operators typically pay for such capability is much longer runway requirements. Although nobody can claim that the CJ3+ is a STOL aircraft, its landing and takeoff performance is impressive. I landed the CJ3+ at Mackinac Island for a regional event with the Citation Jet Pilots (CJP) association, the world’s largest owner-operator group focused on Citation aircraft. The airport has a single runway 3,501 feet long. I landed and had to power up to get to an exit taxiway, having used less than 2,500 feet of that runway. I have the G3000 option called Surface Watch installed that shows airport information in many forms, including the distance remaining on the runway. I routinely depart my home airport using less than 2,000 feet of runway. Once again, the CJ3+ had proven to outperform the book values in every category.
Additionally, the amount of storage space available on the CJ3+ has exceeded my expectations. It’s one thing to list these quantities in a comparison sheet and another to be able to use all that space in planned flights. For instance, I flew to pick up a group of professional golfers I know to fly them to their next event. And believe me, they travel heavy carrying large tour golf bags and heavy-duty luggage able to withstand any kind of rough treatment. They also need to carry additional equipment to best prepare for their tournament play. The CJ3+ holds 1,000 pounds of luggage in its two large storage areas. The two Citation aircraft I considered in my analysis were exceptionally well-positioned in this category.
I will also note that I have been pleasantly surprised by the WIFI capabilities onboard. When I ordered the CJ3+ and specified the list of options, I included the Gogo ATG system. I believe I was the first person to have installed an ON/OFF switch in the panel since successfully negotiating the use of hourly pricing for CJP with Gogo. In fact, the system has worked so well that I now consider it as virtually a required piece of equipment. Gogo introduced new technology under the brand name AVANCE, and I am currently scheduled to upgrade my system to that new architecture soon.
A friend of mine recently sold an aircraft he had bought not long ago and is moving back to his previous aircraft type. Although there was much to like about his new choice, too many areas had not lived up to expectations. That often happens as aircraft sales information is difficult to wade through and find what you can certainly expect after purchase. But with five years behind me in the 2000th Citation Jet built, a CJ3+, I can say that the plane has outperformed in every category and the reasons why this jet is so popular are clear.