Page 33 - Volume 18 Number 9

eedSPECIAL CITATION JET OWNERS SECTION!temperature at altitude during our flight was ISO +10.The CJ4 travels only slightly farther than the CJ3 on a full fuel tank (1,920 NM vs. 1,881 NM with NBAA reserves). The CJ4, however, can cover its max distance carrying some 400 lbs more payload.Systems:CJ3 pilots will find the CJ4 systems very familiar. Although some CJ3 preflight checks (Halon extinguisher pressure and J-Box breaker integrity, for example) have been eliminated, thanks to improvements in cockpit- based monitoring, most of the systems (gear, flaps, brakes) are conceptually as before. There are some changes to the spoiler system, including a new handle in the cockpit to control spoilers for descent in the air and the spoilers, speed brakes, and ground flaps on the ground. There is no switch to apply both speed brakes and spoilers in the air. The outboard-mounted spoilers are significantly smaller than the speed brakes. Thus, while the increase in descent rate is less dramatic, compared to the CJ3 with its fully-extendable speed brakes, the ride is considerably smoother.Regarding deployment of ground flaps via the handle, the CJ4 has a new squat switch on the nose gear to prevent ground flap contact with the runway. CJ3 crews must wait for nose wheel contact before deploying the ground flaps to avoid flap trailing edge interference with the runway.The electrical system is considerably improved, in that a dual generator failure is no longer the big emergency well known to most light jet pilots and the crews of the pre-CJ4 line. In addition to the starter/generators, an alternator is connected to each engine’s auxiliary drive, normally used to power AC systems for the heated windshield. But, in a dual generator failure situation, the alternators convert to provide both DC and AC power, so most critical systems continue to operate. Inthe CJ3, a pilothas a maximum of 30 minutes of battery power available to supply a very reduced set of systems (i.e. no speed brakes, AP, EFIS, FMS etc.).Our test airplane incorporated a new technology lithium ion battery. The Li-Ion solution reduces weight by 30 lbs, compared to the conventional lead-acid system. But, Cessna later replaced the Li-Ion design with a NiCad battery, with lead-acid optional. According to Cessna, the Li-Ion solution suffered some sensitivity to cold, but the death blow was an Emergency AD issued after a CJ4 Li-Ion battery reportedly caught fire while connected to a ground cart.SEPTEMBER 2014TWIN & TURBINE • 31