Page 14 - January 15 Volume 19 Number 1

a great city to visit that it will become their “go to” stop in the future. And with friends in Iceland and Greenland, they were able to experience volcanos in Iceland and glaciers in Greenland. Stunning sites in both countries. Then it was time to head back to North America, landing at Goose Bay and reentering the U.S. at Brunswick, Maine. A side trip to Newport was made before returning to Sanford, Florida in early September. What an Odyssey!
The M2
From a certification standpoint, the Citation M2 is a Cessna 525, the same model designation that was used back in 1993 with the original CitationJet, later becoming the CJ1 and CJ1+. With the appearance of the CJ2 and CJ3 and the Mustang light jet, there began to be little marketing justification for the smallest CJ, and it was phased out the line.
However, it soon became evident that a gap existed between the entry-level Mustang and the CJ2. The CJ1 would be too expensive to build in its original form, but with some pricing concessions the 525 airframe could be revived as
a step-up from the Mustang, to be called the M2. What was changed? For starters, the Collins ProLine 21 flight deck was exchanged for a Garmin G3000 suite, which involved much more than just a different supplier. The CJ1+’s ProLine gear was remotely located in the nose bay, while the G3000 hardware goes mostly in the cockpit; this caused a rearward shift in C.G., so a slight ballast may be required up front when flown by a single pilot. With normal loads, there’s no need for ballast if some baggage is loaded in the nose. A nose-mounted auxiliary battery was made available to power up the M2’s avionics before starting.
The M-2’s Williams FJ44-1AP-21 engines are rated the same as the CJ1+’s FJ44-1AP, but FADEC enhancements boost thrust at altitude by 10%, and the overhaul cycle of 4,000 hours was a 500-hour increase from the previous engine, to eventually be raised to 5,000 hours. No thrust attenuators were needed for ground operations.
Externally, the M2’s major visual distinction from the CJ1 is the addition of a set of small winglets; the engine pylons were also reclocked. These, along with
more usable thrust, boosted max cruise speed to 405+ knots and brought maximum range up to 1,400 NM. As with the earlier CJ’s, bleed air windshield heat remained, supplemented by an alcohol spray bar for the left side, and the hot wing was retained, with pneumatic boots on the horizontal stabilizer.
An aft lav, with solid doors, is an option for the M2, with a belted seat. New LED lighting is used in the M2 cabin, along with the optional Clairity wireless entertainment system. Up front, the center pedestal is slimmer, compared to the CJ, and the instrument panel was slightly tilted.
Overall, the Citation M2 represents a good value and a good step-up choice for Mustang owners seeking more of everything. Embraer’s Phenom 100 was the obvious reason Cessna chose to offer a gap-filler model in the Citation line. The M2 has become an excellent option for the owner/pilot looking for a light jet upgrade
Recap
The owner of the spanking-new Citation M2 had done his homework and had employed the resources of Air Journey’s trip-planning department, which he calls his “Guardian Angel”.
The Rocket Route flight planning website is an excellent help in Europe, he told us. His best resources, however, were a long list of friends and business contacts from previous travels, always available to lend a hand in their locale. American Express’ travel agency does a great job of finding accommodations in Europe, he said. He also reported that the Honeywell AeroWave internet service on board the M2 worked well, at a reasonable cost.
With prior experience and planning, and with the capability of the n•ew Citation M2, a multi- continent excursion is possible and practical. T&T
JANUARY 2015
12 • TWIN & TURBINE