Performance Data for Cessna Citation XLS Gen2

overall wing sweep. Its strongest suit is takeoff and landing performance. It features moderately swept, wing root gloves with very little camber and thin thickness-to-chord ratios that delay drag rise at higher cruise speeds. The XLS's straight wing, large area, four-panel trailing edge flaps and sprightly thrust-to-weight ratio give it excellent airport per- formance. Small but effective fairings have been added around the main landing gear wells to reduce drag. This is a prime reason why the XLS can cruise up to 33 knots faster than the Excel with only a 2- percent increase in cruise thrust. Higher cruise speeds mean the XLS often is oper- ating above the wing's critical Mach number. To counter the effects of Mach-induced flow separation over the ailerons, the XLS has 26 delta-wing vortex generators on the outboard section of the wing that PERIMENTAL Wheel fairings under the XLS's wing reduced drag in climb and cruise. Business & Commercial Aviation April 2004 37 Distance (nm) Analysis Cessna Citation XLS These three graphs are designed to provide a broad sketch of the Citation XLS's performance based upon projections from Cessna's engineering team. Special thanks to Dave Champley at Cessna Aircraft for all his efforts. Do not use these data for flight planning. Time and Fuel Versus Distance - This graph shows the performance of the Citation XLS at 0.62 Mach long-range cruise and 0.75 Mach high-speed cruise. The numbers at the hour lines indicate the miles flown and the fuel burned for each of the two cruise profiles. The endpoints illustrate that the XLS will fly an additional 135 miles at LRC, but it takes more than an extra hour to get to the destination. Specific Range - This graph shows the relationship between cruise speed and fuel consumption at representative cruise altitudes for a mid-weight Citation XLS. The graph indicates that specific range varies substantially from FL 310 to FL 450, indicating that the best tradeoff between speed and range is obtained above FL 410. During our evaluation flight we found Cessna's cruise performance estimates to be accurate. Range/Payload Profile - This graph provides simulations of various trips under a variety of payload and two airport density altitude conditions, with the goal of flying the longest distance at high-speed cruise. Each of the five payload/range lines is plotted from multiple data points supplied by Cessna, ending at the maximum range for each payload condition. The time and fuel burn dashed lines are based on the high-speed cruise profile for a mid-weight airplane as shown in the Time and Fuel vs. Distance chart. Time and Fuel vs. Distance 2,000- 0.450- 1,804 nm 5,184 b 1,800- High-Speed Cruise Long-Range Cruise 1,665 mm 4,802 b 1,939 mm 5,184 b- 1,795 mm 4,806 b. 1,600- 0.400- 1,400- 1,200- 1,000- -1,250 mm 3,792 bl 1,385 mm 3,785 b 825 m 2,697 lb 1.035 mm 2,939 b 800- 600- 400 m 1,499 b 400- 200- 0- 340 mm 1,346 b- 680 mm 2.125 b Conditions: 800-lb payload, zero wind, ISA, NBAA IFR reserves (200 nm) Data Source: Cessna Aircraft Co. Specific Range (nm/lb) 0.350- Takeoff Field Length (ft) SL ISA 5,000 ft ISA+20°C 2 3 Time (hr) 6 Long-Range Cruise Specific Range FL 370 FL 350 FL 310 FL 450 FL 430 FL 410 FL 390 0.300- Conditions: 17,000 lb, zero wind, ISA High-Speed Cruise 0.250- 300 325 350 375 400 425 450 10 Speed (KTAS) Range/Payload Profile Fuel Bum (lb) 1,499 2,697 3,792 4,802 5,184 Gross Takeoff Time Weight (lb) 1 2 3 4 4+21 (hr) 21,000 3,560 5,490 20,200 3,490 5,380 20,000 3,220 4,860 19,000 2,960 4,380 18,000 2,770 3,940 17,000 2,780 3,550 16,000 Max Payload 1,800-lb Payload 1,2 00-lb Payload 600-lb Payload Zero Payload Conditions: High-speed cruise, zero wind, ISA, NBAA IFR reserves (200 nm) Data Source: Cessna Aircraft Co. 2,695 3,195 15,000 0 200 400 600 800 1,000 Range (nm) 1,200 1,400 1,600 1,800 2,000 38 Business & Commercial Aviation April 2004 Data Source: Cessna Aircraft Co 475 The XLS ret drops a win boost bou the spee becomes: ailerons. To imp ties, Cess wing witl span-wise stimulate Cessna hydraulic 51.8' (15.8 m) www.AviationNow.com/BCA www.Aviatio Cessna Citation XLS Specifications B/CA Equipped Price ..... .$10,083,258 Characteristics Seating. Wing Loading Power Loading .2+8/10 .54.6 .2.53 Noise (EPNdB). .72.4/85.3/93.1 Dimensions (ft/m) External .See three-view Internal Length .18.7/5.7 Height .5.7/1.7 Width (Maximum) .5.5/1.7 .3.9/1.2 The XLS retains the Excel's leading-edge devices to enhance high angle of attack stability. But it still drops a wing during a full aerodynamic stall. boost boundary layer energy and thus raise the speed at which flow separation becomes a problem, particularly over the ailerons. To improve low-speed handling quali- ties, Cessna fitted the leading edge of the wing with partial stall fences to inhibit span-wise flow; it also added stall strips to stimulate aerodynamic tail buffet. Cessna designed a two-position, hydraulically actuated horizontal stabilizer 51.8' (15.8 m) 0 0 0 0 0 -55.7' (17.0 m)- 17.2' (5.3 m) to increase pitch control authority when the large area wing flaps are extended. The two-position stab and characteristic ventral, V-shaped fins provide the aircraft with a wider c.g. envelope than otherwise would be possible. The XLS retains most of the Excel's well-proven systems. The wheel brakes, however, have been upgraded to the Citation Sovereign configuration. This design eliminates the pedal-mounted mas- ter cylinders and hydraulic lines in favor of direct mechanical links to the brake meter- ing valve. Pilots take note: Operation of this new-generation mechanical link brake system shares virtually nothing with earli- er mechanical link brakes, such as those fitted to the CJ2 and Raytheon Premier I. The XLS brakes feel smooth, progressive, responsive and completely reliable. Glass windshields, coated with a rain- repellant film, are fitted to the XLS. Left and right opening weather windows pro- vide cockpit ventilation on warm days when the air conditioning is not running. An additional fixed-pane side window is on each side just aft of the weather window. Preflight inspection can be done in a white suit without any risk of smudges. Oil sight glasses, for instance, eliminate the need to check oil level using dipsticks. The fire bottles have cockpit indicators, so there's no need to preflight them. A detach- able light in the aft baggage compartment enables the crew to open an access door and then easily inspect circuit breakers, hydraulic fluid levels, junction boxes and air cycle machine oil level. As we said in our March 1999 analysis of the Excel (page 56), "Leave the ladder and rags in the line shack." A Honeywell RE-100XL APU, a $210,000 option on the Excel, is standard Width (Floor).. Power Engines... Output (lb ea) Flat Rating OAT°C TBO (hr) Weights (lb/kg) Max Ramp Max Takeoff Max Landing Zero Fuel BOW Max Payload Useful Load Executive Payload Max Fuel Payload With Max Fuel Fuel With Max Payload Fuel With Executive Payload Limits MMO FL/VMO PSI Climb .2 PWC 545B ....3,991 .ISA+13°C .5,000 .20,400/9,253 .20,200/9,163 .18,700/8,482 .15,100/6,849c .12,740/5,779 .2,360/1,070 .7,660/3,475 .1,600/726 .6,740/3,057 .920/417 .5,300/2,404 . .6,060/2,749 .0.750 .FL 265/305 ...9.3 .14 min. Time to FL 370 FAR Part 25 OEI Rate (fpm/mpm)...699/213 FAR Part 25 OEI Gradient (ft/nm, m/km).........352/58 Ceilings (ft/m) Certificated All-Engine Service Engine-Out Service. Sea Level Cabin .45,000/13,716 .45,000/13,716 .28,600/8,717 .25,230/7,690 Certification ..FAR Part 25, 1st Quarter 2004 www.AviationNow.com/BCA Business & Commercial Aviation April 2004 39 Analysis EXPERIMENTAL The sturdy airstair door has a robust handrail and tread lighting for safe boarding at night. equipment on the XLS. This eliminates the need for a vapor cycle air conditioner. The APU provides plenty of bleed air to the three-wheel air cycle machine to heat or cool the cabin, plus it provides electrical power prior to main engine start. This frees the XLS from being dependent on ground power prior to engine start, if the crew wants to make the cabin comfortable before the passengers' arriving at the ramp. The XLS's other airframe systems are carried over from the Excel. The primary flight controls are mechanically actuated. The tried-and-true, 500-series "bungee" nosewheel steering links are retained. Electric pitch trim is augmented by a mechanical pitch trim wheel, and there are also aileron and rudder pitch trim wheels. An on-demand, open center hydraulic system powered by engine-driven pumps An externally serviced toilet now is standard equipment on the XLS, along with a warm water spigot at the wash basin. actuates the thrust reversers, horizontal stabilizer, landing gear, fowler flaps and speed brakes. All hydraulic control valves, except for the thrust reversers, are consoli- dated on a centralized main manifold. The redesign has 120 fewer hydraulic fittings, and so it's more reliable and weighs less. Mechanical uplocks hold the gear in the retracted position. Once the gear is ex- tended, internal locks prevent retraction without hydraulic pressure, thus eliminat- ing the need for safety pins when towing the aircraft. A separate, electrically driven hydraulic power pack actuates the carbon- disc wheel brakes. An emergency pneumat- ic bottle provides pressure for landing gear extension and wheel brake actuation. The basic electrical system is a 28 VDC split bus design, powered by 300-amp left and right main engine starter/generators and/or the 300-amp APU starter/genera- tor. Small solid-state DC to AC inverters supply electro-luminescent light panels in the cockpit, and a 117VAC, 60-cycle inverter supplies AC outlets in the passen- ger cabin for laptops, mobile phone charg- ers and office equipment. Separate AC generators on the main engine accessory cases provide power for electrical wind- shield anti-ice heat. A 24-volt, 44- amp/hour nickel cadmium battery is stan- dard fit, but a lead-acid "gel cell" battery is a no-cost option. Engine bleed air is used for wing and engine anti-ice, but Cessna retained deicer boots on the tail for empennage ice pro- tection. Pitot tubes, static ports, angle-of- attack vanes and total air temperature probes are electrically heated for anti-ice protection. The windshield also has a rain removal speeds. The cal 9.3 psi, r higher th digital pr almost al feet oxyg ment, so with Part Left ar pounds o sure refu about eig Fuel supp jet pumps en boost cross feed of jet pun Pas The mair by 54.5 i five-step, handrail. located a Notably, now stand Several to the pa the BEA Products) models u The foldu to increas a 2-inch i only add make it through armrests I for sleepi The sta sists of a l ward of t catering t fee and tal seat is a 2 with a tw center arn seating se arranged tion. The and aft on late out in and shoul facing ch recline, ro cabin wall enclosed a cubic feet basin has The aft baggage compartment, the most gener- ous in class, is a favorite feature with operators. Hydraulic system distribution is concentrated in a bay in the left, aft wing root fairing. High-gloss, wood veneer cabinetry now is a standard feature. Other cab on special Pop-up chairs acc 40 Business & Commercial Aviation April 2004 www.AviationNow.com/BCA www.Aviation alavisaa removal blower for clear vision at low speeds. The cabin is pressurized to a maximum 9.3 psi, resulting in a cabin altitude no higher than 6,800 feet, even at FL 450. A digital pressurization controller automates almost all control functions. A 77-cubic- feet oxygen bottle now is standard equip- ment, so there's plenty available to comply with Part 91.211 for flight above FL 410. Left and right wing tanks hold 6,740 pounds of usable fuel. Single-point pres- sure refueling is standard, and it takes about eight minutes to fill the airplane. Fuel supply to the engines is provided by jet pumps, augmented by electrically driv- en boost pumps used for engine start, cross feed, APU operation or in the event of jet pump failure. Passenger Accommodations The main door measures 24 inches wide by 54.5 inches high and has an integral five-step, illuminated airstair plus a sturdy handrail. A Type II emergency exit is located above the toilet in the lavatory. Notably, an externally serviced lavatory is now standard equipment. Several improvements have been made to the passenger cabin, most noticeably the BEAerospace (aka Aircraft Modular Products) passenger chairs, inspired by the models used in the Citation Sovereign. The foldup armrests have been redesigned to increase seat cushion width to 20 inches, a 2-inch increase. The foldup armrests not only add available seat width, they also make it easier to move fore and aft through the cabin. Moreover, the new armrests make the seats more comfortable for sleeping when folded down as berths. The standard cabin configuration con- sists of a left-side refreshment center, for- ward of the entry door, that will store catering trays, various beverages, ice, cof- fee and tableware. Just behind the copilot's seat is a 2-cubic-foot coat closet, along with a two-place divan with a fold-down center armrest and aft armrest. The main seating section of the cabin has six chairs arranged in club and one-half configura- tion. The two center chairs translate fore and aft on tracks and can swivel and trans- late out into the aisle for increased elbow and shoulder room. The forward and aft facing chairs are pedestal designs that recline, rotate and translate out from the cabin wall for more elbow room. The fully enclosed aft lav accommodates another 8 cubic feet of carry-on luggage. The vanity basin has a warm and freshwater faucet. Other cabin configurations are available on special order. Pop-up headrests on the passenger chairs accommodate quick-change slip Outboard armrests have been eliminated and Inboard armrests fold out of the way, affording passengers 4 more inches of usable width in the six main passenger chairs. covers. AC outlets for laptops and other equipment are standard, along with long- life LED cabin lighting and improved worktables between club seats. The cabi- netry now is pin-mounted, making quick work of removing and replacing the fur- nishings during maintenance inspections. "Smart switches," that can be used at any PSU station, also reduce the maintenance woes because they all have the same part number. Cessna is moving toward MSG3 maintenance accessibility with the XLS's interior design. The 80-cubic-foot external baggage compartment is one of the XLS's most popular customer features. It has enough capacity to hold golf bags or skis for almost any passenger load. Cabin options include Aero-M and -I satcom systems, an Iridium phone, AirCell phone and even a conventional air-to- ground radiotelephone. A remote cabin thermostat for the dual zone climate-con- trol system is a no-cost option. A wide variety of audio/visual entertainment sys- tems are available, including individual seat monitors, a moving map system and high fidelity stereo system. Flying Impressions In early February, we strapped into the left seat of Excel 560-5313, slated to become XLS 560-5501, which, in October, will be the first production unit delivered to a retail customer. Don Alexander, a senior engineering flight test pilot, was in the A two-place divan in the forward, right section of the cabin can accommodate a seventh and eighth passenger. An extra seat in the lavatory holds a ninth passenger on high occupancy missions. www.AviationNow.com/BCA Business & Commercial Aviation April 2004 41 Analysis N562 The XLS files higher and faster, with more payload and fuel efficiency than the Excel, its predecessor. right seat, accompanied by Jon Cooper as safety pilot and two other engineering flight test observers in the main cabin. The aircraft's BOW was 12,690 pounds, about 50 pounds less than for future pro- duction XLS aircraft. With a 712-pound payload consisting of test gear, safety pilot and two observers, plus 5,070 pounds of fuel, the ramp weight was 18,472 pounds. Alexander started the Honeywell RE100 APU, which quickly warmed the cabin on the 16°F Wichita winter day while con- suming 105 pph. The APU also provided electrical power for the avionics, enabling us to receive ATIS, copy our ATC clear- ance and program the FMS. We made notes about the cockpit con- figuration. The XLS's DU1080 flat-panel displays provide considerably more infor- mation and viewing area than the Excel's DU870 CRTs. A standard fit, L3 GH3000 flat-panel standby PFD, fed by a gener- ously sized emergency battery, eliminates the need for a "wet" compass. Flat-panel display RMU-855 radio management units, providing improved viewing in bright sunlight, also are standard fit. A double-wide console accommodates pop- ular options, such as a second FMS. Above the crew seats, the XLS has been fitted with the Sovereign's hard-shell headliner that's more durable and easier to clean than the Excel's soft headliner. But the XLS's Primus 1000 CDS layout has plenty of legacy holdovers from the Excel. This is no clean-sheet, next-genera- tion ergonomic cockpit. Lacking EICAS, for instance, the XLS has a three-row 55 annunciator light panel that occupies the center of the glareshield, which thereby prevents the digital flight guidance system (DFCS) controls from being mounted in the ideal heads-up location between both crewmembers. Instead, the DFCS con- ORD A The instrument panel features the Primus 1000, with large-format flat-panel displays borrowed from the Primus Epic suite. But the rest of the panel is a virtual legacy from earlier 560 aircraft. trols are split into three locations: A set of flight director control buttons is posi- tioned atop the left and right PFDs, and the autopilot controls are located aft in the center pedestal. In addition, the landing light switches also are relegated to a spot in the pedestal, behind the throttles rather than close to the landing gear handle or other exterior light switches. Ideally, the XLS would have had a fourth DU1080, dedicated to EICAS functions, and dual MCDUS with radio tuning functions. This configuration would have enabled Cessna to re-organize the cockpit to the latest ergonomic stan- dards, in B/CA's opinion. Such large-scale changes, however, also would have consid- erably raised the nonrecurring engineering cost and development time, thus increas- ing the selling price to customers. Running through the pre-start checklist, Alexander chose to compute manually the takeoff V speeds of 101 KIAS for decision speed, 102 KIAS for rotation, 116 KIAS for the V2 takeoff safety speed and 160 KIAS for single-engine en route climb speed, based upon an estimated 18,200-pound takeoff weight and a flaps 15 degrees con- figuration. Alexander also computed take- off thrust at 85 percent N1 rpm and take- off field length at 4,900 feet because of the packed snow. However, the XLS also includes a standard UNS-1Esp FMS Takeoff and Landing Data (TOLD) per- formance computer that will automatically calculate takeoff and landing V speeds and set the V speed bugs on the PFDs; plus, it will compute target takeoff thrust and runway distance. A performance manage- ment computer module also is envisioned for the optional Honeywell FMSes, but the certification date is not yet firm. Twenty-three minutes after APU start, we taxied out to Runway 1L. The XLS's new wheel brake system has a solid, pro- gressive feel, reminding us of the Sovereign's excellent brakes. It's noticeably better than the Excel's touchy brakes, especially considering the packed snow on the taxiways and runway. The bungee nosewheel steering, actuated by the rudder pedals, is easy to use for plus/minus 20 degrees of steering, though it's not as responsive as wheel master, power steer- ing. Beyond that steering range, differen- tial thrust and braking can be used for tight maneuvering. The PW545Bs have DEECS that auto- matically set takeoff thrust when the thrust levers are pushed up to the takeoff detent in the throttle quadrant. When cleared for takeoff, we simply pushed up the power levers through the cruise and climb flats in the quadrant, and then to the takeoff The standa modates a s With its 1 cockpit s proven h puters at popular original The s comm/ni 880 dop Artex ELT UNS-1Es 1000 FM KHF-105) radios, Fl lightning 42 Business & Commercial Aviation April 2004 www.AviationNow.com/BCA www.Aviatic alevinal The standard, double-wide console accom- modates a second FMS CDU and other options. N562XL 101-10 直 AAL A The centrally mounted MFD brings much-needed situational awareness improvements to the XLS. 1500 MIN STO 19561 VORT 201 360 186 022 Honeywell Primus 1000 CDS Avionics With its 10-by-8-inch DU1080 flat-panel displays borrowed from the Primus Epic suite, the XLS's cockpit seems inspired by the Sovereign's design. Primus 1000 CDS, though, retains the well- proven hub-and-spoke architecture of the original P1000 design, with integrated avionics com- puters at the heart of the system. The units are now IC-615 boxes that have additional slots for popular peripherals such as basic NZ-2000 FMS cards, a feature conspicuously absent in the original IC-600, which require separate, stand-alone FMS boxes. The standard package includes Honeywell RCZ-833 and RNZ-850 series Primus || comm/nav/surveillance radios, dual RMU-855 radio management units, dual DADCS, A Primus 880 doppler turbulence detection weather radar, Enhanced GPWS, TCAS II, a three-frequency Artex ELT with nav interface, and a single-channel digital flight guidance system. A single Universal UNS-1Esp with a permanently installed data transfer unit is standard fit, and a Honeywell Primus 1000 FMS is offered as an option. Other options include dual FMS, a second ADF-850 receiver, KHF-1050 high-frequency transceiver, Coltech SELCAL, AFIS or Unilink datalink communications radios, FDR and CVR, and Universal TAWS in lieu of the Honeywell E GPWS box and a Honeywell lightning sensor system, plus a variety of terrestrial- and satellite-based radiotelephones. detent and the DEECS set thrust. Acceleration was quite brisk, as one might expect of an aircraft with a 2.3:1 weight-to-thrust ratio at the start of the takeoff roll. We rotated in 2,500 feet, not- ing light pitch feel forces. As speed increased through 135 KIAS, we retracted the flaps, reduced the thrust to the climb detent and turned on course, settling into the recommended 250 KIAS/0.62 Mach climb schedule, once above Wichita's Class D airspace. While the initial OAT was ISA-10°C at Wichita-Mid Continent Airport (ICT), the weather warmed to ISA passing through FL 300 and then increased to as much as ISA+10°C for the remainder of the climb. Nineteen minutes after take- off, though, we were level at FL 430, hav- ing burned 1,130 pounds since brake release. The aircraft accelerated to 0.732 Mach or 427 KTAS in ISA+8°C conditions while burning 1,220 pph at a cruise weight of 17,500 pounds. Alexander noted that the aircraft easily would have reached its 0.75 Mach VMO redline in ISA conditions, equivalent to 430 KTAS. The Excel, in contrast, can squeeze out only 404 KTAS at the same weight and density altitude. We then pushed the XLS up to FL 450 at 17,250 pounds. While the aircraft had little difficulty in climbing the extra 2,000 feet, the speed slowed to 402 KTAS and the fuel flow dropped only 100 pph because of the warmer than standard, ISA+9°C conditions. We checked yaw sta- bility and found the XLS to be well damped with the yaw damper turned off. Moreover, when we checked high-speed buffet boundaries, we found the XLS to have more robust margins than the Excel we last flew on a B/CA demo flight. This aircraft could be banked up to 44 degrees before high-speed buffet onset. Descending out of Class A airspace to 15,000 feet for air work, we noted that the XLS has almost identical handling charac- teristics to the Excel. Extending the spoil- ers, for example, causes a very slight nose- down pitching moment and a large increase in descent rate, accompanied by a small speed increase. Retracting them has the opposite effect. Notably, the XLS will have an automatic emergency descent mode with the autopilot engaged, similar to the Sovereign and Citation X. Lose cabin pressurization and the aircraft will turn off course and automatically descend to 13,500 feet, assuming the crew pulls back the power levers to keep the speed in check. The clean stall was preceded by ample airframe buffet prior to stick shaker. If recovery is initiated at the shaker, the XLS retains complete composure. Press it to full aerodynamic stall and there is mild www.AviationNow.com/BCA Business & Commercial Aviation April 2004 43 Analysis wing rolloff. And being a 500-series Citation, its stall speeds are slow. At 16,900 pounds, the XLS stalled at 97 KIAS with a clean wing. Then we slowed and extended the flaps to seven degrees. There is very little pitch change associated with this configuration change because the stabilizer automatically repositions two degrees leading edge down as the flaps extend. Extending the landing gear causes very little pitch change, but further extensions of the flaps cause a mild nose-down pitching moment, easily controllable with back pressure on the yoke and nose-up pitch trim. The aircraft isn't as well mannered dur- ing full stalls in the gear down, flaps 35- degrees landing configuration. As with the clean stall, there is little loss of composure if recovery is initiated at stick shaker, but there's very little pre-stall aerodynamic buffeting. When held into a full aerody- namic stall, there is pronounced wing rolloff. Conclusions? Heed the stall shaker, initiate recovery, and only the crew will know that the aircraft approached its max- imum lift coefficient. Returning to Wichita for pattern work, we asked Approach Control for the ILS Runway 1L. This is when the XLS's Primus 1000 CDS displays showed off their superior traits. The DU1080 PFD's larger attitude indicator display, bigger airspeed and altitude type fonts, and bright contrast ratio made it much easier to read than the older DU870 CRT. The MFDs, though, stole the show because they offer most of the I-NAV functionality of Primus Epic, including full integration of traffic, terrain and flight plan route information. The PFD is used to display imagery from the onboard weather radar. Optional datalink weather, however, will be displayed only on the FMS CDU-not the MFD. Our first approach was at 16,600 pounds, resulting in a 112 KIAS VREF approach speed. We padded that speed with an extra 5 knots for the gusting winds. There also was some left to right crosswind, so we crabbed down the glides- lope toward the touchdown. We kicked in a little wing down, top rudder during the flare and were rewarded with a smooth touchdown. The entire approach and landing reinforced that the XLS is one of the easiest business jets to fly and its trail- ing link landing gear affords practically the softest, most forgiving touchdowns of any aircraft in production. We reconfigured for the touch-and-go and departed downwind for a GPS IL approach. Converting nonprecision proce- dures into pseudo-ILS approaches is a strong suit for the UNS-1Esp. First it ana- lyzed the aircraft's track and adjusted the procedure turn for wind drift, in this case a holding pattern, to keep us well inside protected airspace. Then, it provided glidepath vertical guidance down to mini- mums. Having burned down to a weight of 16,300 pounds, our VREF then was 111 KIAS. There's practically no difference between flying a GPS and the ILS approach with FMS VNAV, so the second approach was uneventful. After a second touch-and-go landing, we entered the VFR traffic pattern for a full stop landing. Using full reverse thrust causes some tail buffet, but it's only need- ed for landing on relatively short, contam- inated runways. Otherwise, just idle reverse will suffice. Following the full stop landing, we returned to IL for departure into the VFR traffic pattern. This time, Alexander N retarded a throttle after V1 to simulate an engine failure. The XLS, similar to the Excel, has an effective rudder bias system powered by differential engine bleed air pressure. The result is needing to use only light to moderate rudder pedal pressure to maintain coordinated flight during OEI maneuvers. The aircraft was so docile to handle during these maneuvers that we concluded that a Citation 500 or 550 is harder to fly with one-engine-inoperative. We continued the approach with the simulated left engine inoperative, so dur- PW545B Engines The Citation XLS's 4,500-pound thermody- namic Pratt & Whitney Canada PW545B engines are rated at 3,991 pounds of thrust to ISA+13°C for takeoff. The powerplants feature a recambered single-piece fan that turns at about 2 percent higher N1 rpm to produce most of the 4.9-percent increase in takeoff thrust and 2-percent increase in climb and cruise thrust, which is now approximately 950 pounds at 40,000 feet, ISA, uninstalled. The basic engine redline rpm limits remain unchanged, but P&WC engineers opened up the compressor and turbine stages and changed the stagger of the blades to boost the flow to match the fan power requirements. The internal layout of the 545B remains the same as that of the original 545 engine. The N1 shaft has a single-piece, integral blade rotor, titanium fan, an axial flow supercharger stage and two low-pressure turbine stages. The core features two axial and one centrifugal flow compressor stages, a reverse flow annular combustor and a single-stage higher-pres- sure turbine. The result is practically no change in bypass ratio, weight or maintenance inter- vals. Hot section inspection intervals are 2,500 hours and overhaul is due at 5,000 hours. A single-channel DEEC, with a hydro- mechanical backup, controls engine opera- tion, providing most of the ease of use fea- tures and overspeed/overtemp protections of a FADEC. ing the lan engine th tricky cons left side o crosswind. thrust rev directional Our tota the total fu Competiti market ren uct offeri Gulfstrean craft use of B/CA's Profile h range, pay cabin com But the business tr mission of the XLS e takeoff fiel to its FL mission bl on the C 12 minut and withi average. When n six passeng United St fly out of 1 midsize ai under the provides ac ient landi enables autonom ground po midsize cal fort for six folks in a external b cubic feet cabin, the gage capa million. R shirts, soc ness meeti and Pings the back ni The XL ness jets to Thrust reversers are effective, but they do shake the horizontal tail at maximum output. 44 Business & Commercial Aviation April 2004 docile in th el, trailing just about: touchdown The XL complaints The standa for examp cooling co www.AviationNow.com/BCA www.Aviation ing the landing rollout, we used only right engine thrust reverse. This was a little tricky considering the packed snow on the left side of the runway and left-to-right crosswind. It was apparent that minimum thrust reverse was the best technique for directional control and deceleration. Our total flight time was 2.1 hours and the total fuel burn was 2,280 pounds. Price and Value Competition in the midsize business jet market remains fierce, with excellent prod- uct offerings from Bombardier, Cessna, Gulfstream and Raytheon. Each of the air- craft used in the composite average of B/CA's Citation XLS Comparison Profile has its strong suit, be it speed, range, payload, runway performance or cabin comfort. But the one and one-half hour, 600-nm business trip remains the bread-and-butter mission of the midsize jet, and this is where the XLS excels. It has by far the shortest takeoff field length and can climb directly to its FL 450 service ceiling. Its 600-nm mission block time, although not shown on the Comparison Profile, is within 12 minutes of the faster competitor dard vapor cycle air conditioner. The upgraded wheel brakes provide consider- ably smoother and more progressive stop- ping action. The externally serviced toilet, formerly an Excel option and now stan- dard fit on the XLS, has plenty enough capacity for multiple missions, a substan- tial improvement over the Excel's stan- dard, internally serviced potty. But some shortcomings remain. Operators who complained about the Excel's two-position horizontal stabilizer, single-wheel main landing gear that's prone to hydroplaning and thrust reverser tail buffet will find the XLS offers no changes to these systems. However, such gripes didn't seem to impact the Excel's popularity and they shouldn't make much of a dent in XLS sales. Far and away, Cessna's factory service and support for the Excel made it one of the manufacturer's most successful Citations. The XLS will strongly benefit from this legacy because business aircraft operators want reliable transportation, not broken airplanes sitting in hangars await- ing parts and factory technical support. Other midsize aircraft can carry consid- erably more payload and they can fly far- ther than the XLS. Most have greater speed, many offer slightly better fuel-effi- ciency and some even have larger cabins. But the XLS as total transportation solu- tion, particularly in light of Cessna's unsurpassed factory support, is going to be a tough competitor in its class. Simply put, it provides midsize speed, mobility and utility with the best runway perform- ance and top-notch support. Did we also mention that the XLS has the lowest com- parably equipped price in the midsize class? B/CA Cessna Citation XLS Comparison Profile® (Percent Relative to Average) Tradeoffs are a reality of aircraft design, although engineers attempt to optimize the blend of capabilities, performance and passenger comfort. B/CA compares the subject aircraft, in this case the Citation XLS, with the composite charac- teristics of others in its class, computing the percentage differences for various parameters in order to portray the aircraft's relative strengths and weaknesses. We also include the absolute and within six minutes of the composite value of each parameter, along with the relative ranking, for the subject aircraft within the com- average. operate When needed, the XLS can fly four to six passengers anywhere in the continental United States with one fuel stop and can fly out of most 4,000-foot runways. Other midsize aircraft need 5,000-foot runways under the same conditions, so the XLS provides access to hundreds more conven- ient landing facilities. Its standard APU enables the aircraft to autonomously without the need for a ground power umbilical. It offers genuine midsize cabin width and height with com- fort for six or seven passengers, and nine folks in a pinch. With 80 cubic feet of external baggage space and another 11 cubic feet of luggage storage inside the cabin, the XLS has by far the largest lug- gage capacity of any aircraft under $13 million. Road warriors can pack enough shirts, socks and suits for a week of busi- ness meetings, plus full packs of Callaways and Pings essential to closing key deals on the back nine. The XLS also is one of the easiest busi- ness jets to fly, being particularly slow and docile in the landing pattern. Its long trav- el, trailing link main landing gear make just about any pilot look like an old pro on touchdown. The XLS also addresses some of the complaints expressed by Excel operators. The standard APU and air cycle machine, for example, provide far superior cabin cooling compared with the Excel's stan- posite group. This Comparison Profile compares the Citation XLS with a wide-ranging composite group of midsize aircraft including the Bombardier Learjet 45, Gulfstream G100 (née Astra SPX), Bom- bardier Learjet 60, and Raytheon Hawker 800XP. The Comparison Profile shows that the Citation XLS's cabin comfort indices are about average for the class. Its maximum payload and range with maximum payload are below average, along with its cruise speed and tanks-full maximum range. But its short field performance is by far the best in class. When the XLS's 11-percent lower price is considered, its strengths are more apparent and its shortcomings are diminished. Average Above Average Below Average 40%- 30%- 20%- 10%- 0%- -10%- -20%- -30%- -40% Max Payload 2,400/2 Pressure Differential 9.3/3 Cabin Length 18.7/3 Cabin Height 5.7/1 Cabin Width 5.6/3 י יו יו Cessna Citation XLS Price Index NBAA IFR Range 1,804/5 Range (Max Payload) 1,175/4 Payload (Max Fuel) 960/5 Ratio-Max Payload: MTOW 0.12/1 Ratio-Useful Load: BOW 0.61/3 TOFL (SL, ISA) 3,560/1 Ratio - Max Landing Weight: MTOW 0.93/2 TOFL (5,000 ft, ISA-20°C) 5,490/1 Max Certified Altitude 45,000/3 Service Ceiling 45,000/1 TOFL (600-nm Mission) 2,750/1 Block Fuel (600-nm Mission) 2,195/4 TAS (High-Speed Cruise) 431/5 TAS (Long-Range Cruise) 357/5 Specific Range (High-Speed Cruise) 0.339/2 Specific Range (Long Range Cruise) 0.440/2 www.AviationNow.com/BCA Business & Commercial Aviation April 2004 45