Cessna Citationjet CJ 4

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Flying the CJ4
By last December, Cessna had completed all testing for the FAA, a task that required more than 1,800 hours of flying in three airplanes. I was invited to fly the first production airplane, which had participated in the flight testing along with the prototype and the No. 2 production airplane. Even though it was built on production tooling, it was still laden with test equipment and ballast, so with just engineering test pilot Peter Fisher and I on board, we could bring the weight up to 16,650 pounds for takeoff, just about one or maybe two passengers short of the 16,950-pound takeoff limit.

Climbing into the CJ4 cockpit, you will immediately appreciate the short pedestal while clamoring into the seat. The CDUs and most other controls have been moved to tilt panels forward of the throttles, which cuts the pedestal length dramatically.

The CJs have had fadec engine controls for several years, but the CJ4 is the first to not have mechanical fuel-cutoff positions on the throttles. Cessna and Williams have acknowledged that the computer is in charge, and it will put fuel into the engines when it's ready during start and will shut it off when you push the engine button from run to stop. It's an important cultural step and one that recognizes automation is here to stay.

The CJ4 checklist is somewhat shorter than those for others in the family, thanks to more automation. For example, as in many other newer jets, the pressurization system looks up the elevation of the destination you have loaded into the FMS and enters it, saving pilots an unnecessary step.

Every light in the CJ4 is some sort of an LED, so turning on any and all lights that can help in visibility won't shorten bulb life. The LEDs could last as long as the airframe, and maybe even outlast CJ4 pilots.

Cessna seems to have gotten the steering and brakes just right on the CJ4, and smooth, precise taxiing is easy. The flight control and throttle positions are totally familiar to anyone who has flown any CJ. And the takeoff speeds of 107 knots for V1 and VR and 116 knots for V2 are just about the same for a near-maximum-weight takeoff in the others.

The new, bigger wing and more powerful Williams engines teamed up to give an initial climb rate of near 4,000 fpm. Normal-climb airspeed target is 240 knots until reaching Mach .64. With one brief level-off on the way up, the CJ4 was through 30,000 feet in just over 10 minutes. There was moderate turbulence as we climbed through 37,000 feet in under 14 minutes. Air temperatures were within a degree or two either side of standard, and we arrived at 45,000 feet before the clock hit 23 minutes. Those are climb rates pilots of the first CJ could never have imagined.

At the certified ceiling of 45,000 feet, the CJ4 quickly accelerated to Mach .75, which equals about 425 knots true airspeed. Total fuel flow was 1,040 pounds per hour (pph). That is more than 10 knots faster than Cessna engineers predicted, but the fuel flow is on target, so the range is longer than forecast. Flying faster on the same fuel flow is a very good thing. If you had a big tailwind, you could pull back to the long-range cruise of around 390 knots and stay up longer and thus go farther, but in light winds or with a headwind, the maximum power cruise comes close to matching the slower long-range cruise in distance covered.

I made some steep turns at 45,000 feet and couldn't make the wing buffet until the angle went well past 45 degrees, and I pulled pretty hard, and then there was only a very small rumble of complaint. The new wing clearly has lots of margin even at its ceiling.
The new variable-position speed brakes are a delight to use, making it easy to stay right on airspeed limits while still achieving the necessary rate of descent to meet controller demands. Down at 31,000 feet, where the CJ4, like most turbofan-powered airplanes, hits its maximum cruise speed, the air was three degrees below standard, and with max cruise power set, the jet blew right through its Mach .77 limit. With power pulled back to keep the speed right on the Mmo maximum Mach red line, the colder temperatures held true airspeed down to 448 knots, clear evidence that the airplane easily makes the brochure maximum of 453 knots with air temperature at standard.

Despite having an all-new wing, the overall flying qualities of the CJ4 seem to match the rest of the family with totally predictable and docile behavior. The new all-electric trim system matches its speed perfectly to the airplane configuration, so there is little pushing or pulling with speed change and flap extension or retraction. Some pilots may miss the trim wheel spinning against their right knee, but I never touch the thing except to grab and hold on when it runs away in the simulator. If the primary trim fails in the CJ4, there is a second system with a rocker switch on the pedestal under your right hand.

Cessna has done a great job of establishing easy-to-remember speed limits, and there are really only two. For all gear actions the speed limit is 200 knots, and the same for approach flap setting. Landing flaps can go out at 160 knots. None of that 197 knots, or 154 or whatever, that is such fodder for oral exams on type-rating checks.

Around the airport the CJ4 is as easy to fly as any airplane, jet or propeller. Landing approach speeds will usually be just over 100 knots, and the trailing-link landing gear that Cessna perfected many years ago smoothes every touchdown. The lift-dump flap extension of the other CJs is eliminated because the six panels of ground spoilers are so effective. It is perfectly natural to move your hand from the throttles to the longer speed-brake lever on touchdown to extend the spoilers.

Though all testing was complete at the end of last year, Cessna was still awaiting FAA certification, which undoubtedly will have happened by the time you read this. Single-pilot eligibility had been established, and it certainly looked like the CJ4 would qualify to be flown by pilots holding the CE-525 type rating assigned to all other CJs. If I had a vote, I would certainly put the CJ4 under the same type rating with a few days of required "differences" training to learn how to use the system and avionics advances.

In an otherwise dismal market for light jets, the CJ4 is a bright spot with a big order book with essentially no cancellations. Deliveries are expected to begin early in the second quarter. With its longer cabin, advanced avionics and systems, 2,002 nm range and 425-knot cruise speed, the CJ4 delivers what other light jets can't. That, along with the rock-solid reputation of Cessna and the CJ family behind it, is the recipe for success in any market condition.

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Viel Spaß beim Lesen! :beer:

Im März oder April kommt der erste nach Deutschland. Nach STR. Dann schauen wir mal, wie er real ausschaut.

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Kommt sofort.....

Zitat

By Mike Gerzanics

After launching the CJ4 in October 2006, Cessna's development efforts reached certification on 12 March. Flight International was recently able to fly the third production aircraft at Cessna's Wichita production facility.
The safety pilot for the flight was Gregory Pavlish, Cessna's manager of flight operations. Alex Unruh, a Cessna demonstration pilot, accompanied us. The pre-flight inspection was straightforward. No ladders or steps were needed to accomplish required checks. The two external baggage compartments were easily accessible - the nose and tailcone compartments hold 182kg and 272kg, respectively.
Two new features highlighted by Pavlish were the CJ4's single-point refuelling capability and its standard lithium ion battery. The Li-ion battery weighs 15kg less than available lead acid or nickel cadmium products. For extreme cold weather operations, the Li-ion battery can easily be removed and stored in a warm place before reinstallation for flight.
New for the CJ4 is its machined cockpit entry door frame. Previous CJs had a stamped frame. The machined frame allows for tighter tolerances and a single static door seal provides good acoustic sealing.
Primary exit in the event of a ditching is the aft emergency exit, but a water barrier is also standard on the CJ4's forward entry door. Raising the barrier allows the door to be opened with the aircraft floating in water.
The interior of the preview aircraft was configured with the standard single seat opposite the entry door. As expected, the level of fittings was quite high. The cabin had LED lighting as well as electronic window shades. Window shades could be actuated at each seat or remotely via the Venue's remote control.
The cockpit is separated from the cabin by a curtain, allowing easy access. Referencing the pillar-mounted eye alignment balls, the four-way adjustable cockpit seat made it easy to find a comfortable seating position. The throttles fell readily to hand, but the control yoke sat a bit too high for my liking.
SINGLE-PILOT OPERATIONS
The forward instrument panel is arranged to facilitate single-pilot operations. Even with a maximum take-off weight of 7,690kg, the CJ4 is single-pilot certificated, as are all CJs. The flight guidance control panel is just underneath the instrument panel's glare shield.
The ProLine 21's four 200 x 250mm LCDs nearly cover the entire instrument panel; a single electronic standby instrument display and landing gear lever are centred between the displays. Outboard displays are set as primary displays, with the two centre ones configured as multifunction displays.
The inherent flexibility of the displays allow for dispatch with one display inoperative. The CJ4 has an engine indicating and crew alerting system (EICAS), which should be standard on an aircraft in this price range. System control panels are along the lower edge of the instrument panel and aligned to the left for ease of single-pilot operations.
Before-start checks were done by reference to a paper checklist. The standard electronic checklist was not fitted in our aircraft. FADEC-controlled engine start was a snap - each engine started with the push of two buttons. After-start checks were typical of a light twin jet, apart from the electrical system checks.
In addition to two engine-driven generators, the CJ4 has engine alternators, the main function of which is to power the windshield heat for the cockpit windows. In the event of a dual generator failure, they can also power the essential electrical bus via a transformer rectifier unit that converts AC to DC.
The quick alternator check ensured this valuable back-up would be there if we needed it. Although I had flown out of Wichita's Mid-Continent airport many other times, I found the JeppView airfield diagram greatly enhanced my positional awareness.
The CJ4 has a central 207bar (3,000lb/in2) hydraulic system to actuate the landing gear, flaps and wing-mounted speedbrakes, but, like other CJs, the CJ4 has an independent wheel brake hydraulic system. During the taxi out, I found the toe-actuated wheel brakes easily modulated taxi speed.
With 1,755kg of fuel and flaps set to 15° (take-off/approach setting), the 6,547kg Citation had take-off indicated speeds of 94/97/109kt (V1/VR/V2). Aligned on Runway 19L, I pushed the throttles forward to the take-off detent, a green "TO" indication in the EICAS display confirming full take-off power.
Acceleration was brisk, with the CJ lifting off the runway in a 10° pitch attitude. Cessna lists a take-off distance of about 975m for our conditions, a number confirmed by our short ground run. At maximum take-off weight and standard day sea level conditions, take-off distance is only 1,006m.
Once airborne, I retracted the landing gear, followed by flap retraction. Changing yoke forces during the clean up and acceleration were countered easily by the electrical elevator trim. I used the flight director flight level change mode to capture and track the initial climb indicated airspeed of 240kt as we turned towards the west for our climb.
After engaging the autopilot, I retarded the throttles to the climb setting, the FADEC keeping the optimum N1 set for the changing ambient conditions. On a hotter than standard day (ISA +18°C), we transitioned to an indicated climb of Mach 0.62, passing through 28,000ft.

The CJ4 levelled at FL400 about 21min after brake release with a total fuel burn of 250kg. In level flight, the throttles were retarded to the cruise setting, passing M0.75. The Citation settled into a M0.76 high-speed cruise condition, with a total fuel flow of 558kg/h giving a true airspeed of 440kt. The CJ4's listed maximum true airspeed of 453kt occurs at FL310. Next, the fuel flow on each engine was set to 172kg/h (344kg/h total) to approximate a long-range cruise condition.
As the aircraft slowed, I left the cockpit to sample the cabin's en-route comforts. The cabin floor was just a degree or so up at long-range cruise, allowing easy transit to the rear.
Ambient cabin noise level was fairly low, with the area opposite the entry door the loudest. I was easily able to carry on a conversation with Unruh as he expanded on some of the CJ4's features. The engines' FADECs have a feature that synchronises N1s to prevent the annoying reverberation heard with dissimilar engine settings. The improvements over the CJ3's cabin provided a more spacious interior. The Venue remote control device will please Alpha males in the cabin, with entertainment and comfort settings at their fingertips.
EMERGENCY DESCENT MODE

When I returned to the cockpit, I noted a cabin altitude of 6,600ft, the 0.6bar delta pressurisation system providing an environment on a par with civil airliners. Like several other Citations, the CJ4's autopilot has an emergency descent mode capability. If the cabin depressurises at altitude, the autopilot will start a descent to 15,000ft. As there is no auto throttle, it may take a while to reach the lower altitude, but the autopilot alone will get the aircraft going in the right direction.
The aircraft by then had stabilised at an indicated airspeed of 173kt, where the M0.586 cruise yielded a 339kt true airspeed. Compared with the high-speed cruise point, long-range cruise was about 100kt slower, but total fuel flow had dropped to 344kg/h. Long-range operations will certainly be at the slower cruise speed, but if a high-speed dash is needed, the CJ4 can do it, if you can afford the gas.
After the high-altitude work, I lowered the CJ4's nose for a high-speed descent to medium altitude. In the descent, we accelerated to M0.77 MMO, receiving both aural and visual indications of the impending overspeed.
At MMO, sharp inputs in each control axis elicited a dead beat response. Passing FL320 at an indicated airspeed of 285kt (VMO 305kt), I fully deployed the speedbrakes, the deployment of which can be modulated. Full speedbrake extension caused light buffeting and a slight nose-down pitching motion, countered by 4kg of aft yoke force. The aircraft was then slowed to an indicated airspeed of 250kt for the rest of the descent to 10,500ft, where I could further evaluate the CJ4's handling.
During the descent, I did a number of 45° and 60° angle of bank steep turns, with and without the yaw damper engaged. At medium altitude, the CJ4 was a pure joy to fly, with well harmonised aileron and rudder forces.
While at FL400, I had briefly hand-flown the aircraft. At altitude, some aircraft feel like they are balanced on the head of a pin - not unstable, but not rock steady either. At FL400, the CJ4 had felt solid and steady at the cruise conditions we sampled. Two approaches to stalls at 10,500ft further reinforced my feelings that the CJ4 had the best handling qualities of any Citation I had flown.
Both stalls, one in a clean configuration and the other with flaps set to 15°, were textbook affairs with no tendency to drop a wing at stickshaker activation. Recovery from both was accomplished by selecting take-off power and accelerating out in level flight.
With the medium altitude manoeuvres complete, we turned toward Mid-Continent airport for pattern work. Autopilot engaged, I followed air traffic control vectors to an instrument landing system final to Runway 19R. Pavlish helped me set up the box, the NAV radio autotuning the ILS frequency when the approach was selected and executed.
While still in a clean configuration on an extended final, I disengaged the autopilot and hand-flew the aircraft during configuration for landing. Slowing through an indicated airspeed of 180kt, the flaps were set to 15° and gear extended. Just before ground speed capture, flaps were set to 35° - the normal landing setting. Control force changes while slowing and configuring for landing were minimal, the pitch trim zeroing out pitch forces. Established on ground speed, about 62% N1 was needed on both engines to hold a target indicated airspeed of 111kt (reference plus 5kt).
Flight director guidance on final was easy to follow and I transitioned to visual references when "minimums" was announced. Passing about 30ft above the ground, I retarded the throttles to idle and initiated the flare manoeuvre at 10ft. After a smooth touchdown, I retracted the flaps to 15° and advanced the power for the "go" part of the touch and go.
Pavlish called rotate at an indicated airspeed of 111kt and I established a take-off attitude of about 10°. Once airborne, Pavlish rapidly retarded the left throttle to idle, simulating a V2 cut. The CJ4 has a rudder boost system to aid control in the event of an engine failure, but it took most of the available rudder to keep the CJ4 tracking down the extended runway centre line on just the right engine.
I immediately retracted the landing gear, and retracted the flaps passing about 120kt. Initial climb performance was good, with full rudder trim alleviating most of the pedal force while at take-off power. Once level at pattern altitude and 180kt, less than 1/4 right rudder trim was needed to maintain co-ordinated flight with the asymmetric power condition.
Once established on a visual final for Runway 19L, with gear and flaps extended, I centred the rudder trim and was able to maintain co-ordinated flight with small rudder inputs. Even with just one engine, the CJ4 was easy to manoeuvre in the traffic pattern, another smooth touchdown delivered by the trailing link main landing gear.
LAST PATTERN
Both engines were used to accelerate the CJ4 for my last take-off. The last pattern was a visual one to a full stop landing on Runway 19L. Target indicated airspeed for the 5,740kg Citation was 110kt. Touchdown point was at the far end of the touchdown zone, and once alighted, I extended the speedbrakes. On the ground, as well as the two flight speedbrake panels on each wing, three large panels deploy to further reduce the landing roll.
Moderate toe braking, not cycling the anti-skid, rapidly brought the CJ4 to a safe taxi speed. The turn-off intersection was less than 1,000m from the runway threshold, and Cessna's listed landing distance of 823m seems realistic. During the taxi back to Cessna's parking ramp, I again found the JeppView airfield diagram a good aid to positional awareness.
My 2h preview flight in the CJ4 was a delight. Its handling qualities were the best of any Citation I had flown. More than a stretched CJ3, the CJ4's swept wing and expanded fuselage allow it to carry more further and faster.
Its common type rating with the CJ3 and single-pilot capability will make it a hit with owner operators. In broad terms, the CJ4's closest competitor is the Phenom 300, and many will doubtless opt for the Embraer.
I give the visceral edge to the Phenom. The CJ4 can carry more passengers and has a larger maximum payload, but costs more. They are two different, but highly capable, light jets.
With more than 150 orders booked for the CJ4, there seems plenty of room in the market for Cessna's largest Citation jet.

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Quelle des vollständigen Artikels inklusive Bildern ist flightglobal.com!

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Hier sieht man wie der Flieger gebaut wird.....:

CJ4 Precision Assembly Playlist!

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So wird die CJ 4 aussehen, die nach Stuttgart kommt! :luxhello:

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Das Business-Charter-Unternehmen Eisele Flugdienst wird Anfang 2011 eine fabrikneue Citation CJ4 übernehmen und damit der erste Betreiber dieses Musters in Europa sein.

Das Flugzeug wird über neun Passagiersitzplätze verfügen und in Stuttgart stationiert sein. Seine Reichweite von 2000 NM (3700 km) erlaubt Nonstopflüge weit nach Russland oder Nordafrika hinein. Die Firma Eisele Flugdienst, die neuerdings auch mit dem Markennamen E-Aviation auftritt, besitzt eine ungewöhnlich große Erfahrung mit CJ-Modellen: Seit der Indienststellung des ersten CitationJets 1997 hat das schwäbische Unternehmen rund 14000 Stunden auf diesem Muster absolviert.
Firmengründer Alfred Eisele wird, wie er das in der Vergangenheit mehrfach getan hat, das fabrikneue Flugzeug eigenhändig aus den USA in seine neue Heimat bringen

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Ein ausführlicher Pilot Report für die Experten!

Lohnt sich zu lesen.Ehrlich. Die Performance ist beeindruckend.
Die Karre spurtet in 23 Min auf FL 450...wow!
Wobei man allerdings dazu sagen muß, daß an diesem Tag ISA -23°C waren, und der Vogel grob 16000 lbs wog...
Aber sehr beeindruckend ist es alle Mal....

Kleine Korrektur: Der Start in diesem Report geschah bei ISA -23°C, beim Steigflug war es dann später ISA +....
Aber 20° Pitch um 200 KIAS Speed Limit zu halten, sprechen auch ne deutliche Sprache!

EASA- Zulassung für den CJ4!