Page 10 - June 2015 Volume 19 Number 6

stall characteristics. The trailing- link main gear design delivers consistent smooth touchdowns, compared to the original Citation’s stubby legs. The CJ4’s gear span is narrower than the broad stance of earlier CJ’s, which is beneficial on restricted taxiways.
The cockpit retains the Citation look, with big yokes mounted through the floor. The pedestal is short, containing power levers, the spoiler and flap handles, and an array of trim switches; there’s no manual pitch-trim wheel. As
with most newer general aviation jet designs, the CJ4 has a simpler, cleaner cockpit, with fewer rows of circuit breakers and annunciator lights. Most abnormalities are displayed via a CAS message, presented on the ProLine 21 displays in plain language.
Starting is push-button easy,
entirely automated, and steering
numbers, even in the bigger CJ4; max-weight V1 is 102 knots, with V2 at 116. And climb it will; at 240 knots, the CJ4’s climb rate is over 4,000 fpm. Be careful to get the gear up before its operating limit speed of 200 knots is exceeded, as the airplane accelerates quickly.
On approach, full flaps can be selected with IAS as high as 160 knots, using the incremental speed brakes as needed. Vref numbers are typically just over 100 knots, more if heavy, less if light. Cessna engineers have managed to keep the CJ4’s standard-day runway requirements under 3,000 feet, thanks to anti-skid brakes and six panels of ground spoilers, actuated by the speed-brake lever.
Stuart Fred’s latest CJ is the best yet, by most accounts, taking this most recent of the Textron light jet series in a direction far removed from its predecessors. It’s a great ride. T&T
and braking is still pedal operated; •
the brakes are powered by a separate hydraulic system from the gear and speed brake/ground spoiler system. Expect CJ-like runway performance
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JUNE 2015