Cessna Citation VII Pilot Report

putting finishing touches on the DEEC software pack- age, so we used traditional power setting techniques for our pattern work. We did depend on the digital controllers at altitude once the OAT dropped below - 15°C. Garrett automatic power reserve (APR) also will be operational in the new software package. But we’re getting ahead of our story. The walkaround is conventional. DEECs and the usual collection of hydraulic, electrical and environmental equipment are in a tail compartment reached through a belly access hatch. Everything you should touch, feel or look at can be reached or seen while your feet are planted firmly on the ramp. Lighting in the compartment is good. Just forward of the belly hatch on the left side is a 25- inch-wide door opening into a 61-cubic-foot heated cargo area. This space is rated at 700 pounds and its floor is low enough to provide easy access. The baggage compartment hatch opens out and down to a miniature air stair configuration to help you get to stuff that has been pushed to the far access of the compartment. The Citation VII wing is identical to that used on the Models III and VI. It has a supercritical cross section and spans 53.5 feet. With a 312-square-foot area, it has a relatively low loading of 72.0 pounds per square foot. The wing ] geometry gives the airplane plenty of 1, low-drag lift throughout the envelope, without the use of winglets. Wing leading edges are anti-iced with engine bleed air. Ailerons provide roll control with the help of outboard spoiler panels on each side. The spoilers begin to move into the slipstream as aileron deflection moves through three degrees. Cessna’s owner-advisors wanted (and got) an improved flap-extension system. Six Kevlar/graphite flap sections are fitted to the Model VII wing, three on either side. Citation VIIs will be equipped, after S/N 13, with a new, Cessna-designed flap controller and a DC-powered flap motor. A redesigned angle gear box has been added for increased durability. This new extension system replaces an AC-powered flap-drive unit, thus eliminating the need for onboard three-phase AC power. Maintenance costs should drop because the new design has fewer parts and is simpler to troubleshoot. The new flap components will be retrofitted into early Model VIIs and retrofits will be available, eventually, for Citation IIIs and VIs. Pilot Report COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED Another operator-driven improvement you can exam- ine during the walkaround is the electrically heated cockpit windows. The windows are a laminate with rain-shedding acrylic coating on the outside surface and an internal heated-glass sandwich. A few minutes spent inspecting the nose avionics com- partment will tell you much about the quality Cessna is putting into its products. All surfaces are primed and painted. Avionics bundles are tagged and keyed to the airplane’s own wiring diagrams and service manuals. Bulkhead connectors are all milspec quality, and test points are exposed for quick line checks. The avionics suite itself is built around Honeywell’s SPZ-8000 dual digital autopilot/flight director system and a companion five-tube, five-by- six-inch EFIS. Attitude information is provided by dual AHZ-600 AHRS. Air data is generated by dual Honey- well digital air data computers. FMS is optional. Our demonstrator was equipped with dual Global Wulfs- berg GNS-Xs. Collins provided radio altimeter and all nav, comm and DME subsystems. Honeywell supplies the Primus 870 color radar. An APU is optional on the Citation VII. The demonstrator is equipped with a Turbomach T-627-40C3A unit. Garrett GTCP36-150 APUs will be available early in the production run. These systems can be used at alti- tude. Other upgrades include elimina- tion of the cockpit auxiliary heater (it wasn’t needed) and the fuselage-tank- full light (nobody ever looked at it). Singlepoint fueling is standard; exter- nal lav servicing is optional. The Citation VII interior is separate- ly priced and fully customized. The accompanying line drawing shows the configuration in the demonstra- tor. Typical seating includes eight passenger seats. High-density seat- ing plans are available to handle up to 13 passengers. The execution of this interior is top notch. Cessna designers met their goals, in our opinion. Sliding panels, drawers and bulkheads are substan- tial and well-mated. Hanging lockers and under-seat drawers in most cabin configurations provide about 20 cubic feet of storage. Passenger seats are firm and generously propor- tioned. Seat controls are logically arranged and easy to manipulate. This interior can compete with any Pilot Report COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED CESSNA CITATION VII DIRECT OPERATING COST CHARACTERISTICS Years 1 through 5 Average Cost Stage Altitude Block Block Fuel Direct Cod Length (nm) (FL) Speed (kts) Flow(gph) ($/nm) 300 370 375 267 $2.63 500 410 407 243 $2.30 700 410 419 236 $2.20 900 410 429 233 $2.13 1,100 410 435 231 $2.09 500 410 439 227 $2.06 1,900 430 427 205 $2.00 2,100 430 427 204 $2.00 Source: Cessna Aircraft Company CESSNA CITATION VII DIRECT OPERATING COSTS WITH WARRANTY ALLOWANCES Cessna presents these figures based on a stage length of 500 nm. Fuel costs are based on a Cessna in-house survey of retail prices. Labor rates and parts costs are typical. DOCs reflect flights flown at high-speed cruise power. Years 1 through 5 Average Cost Fuel (243 GPH at $2.10/U.8. gallon) $510.30 Maintenance: Labor ($53.00 labor rate) 99.11 Material 108.70 Garrett Engine MSP (est.) 209.20 APU Maintenance 8.25 Direct Cost ($/Hour) $935.56 $/nm (407 kts block speed) $2.30 $/sm (468 mph block speed) $2.00 $/km (754 kph block speed) $1.24 Note: Garret Maintenance Service Plan (MSP) is used instead of engine reserves because MSP costs a guaranteed rate per hour. Source: Cessna Aircraft Company CESSNA CITATION VII FIXED ANNUAL COST Cessna figures based on reasonable assumptions for average expense. Annual Cost Hangar Rental ($1,300/month) $15,600 Crew (2 including benefits) 15,000 Insurance: Hull 31,500 Liability & Medical 6,700 Recurrent Crew Training 14,000 Fixed Cost ($/Year) $182,800 Note: Insurance hull rate is 0.35% on $9 million. Source: Cessna Aircraft Co. custom interior made today by spe- cialized shops. Cabin-aisle height is a comfortable 5.8 feet. We didn’t perform noise tests, but our impres- sion was that the Citation VII cabin noise levels are quite acceptable. FLYING THE VII Cessna has led the general aviation industry, in our very subjective opin- ion, with cockpit design, and the Citation VII’s setup continues that tra- dition of uncompromising excellence. Cessna won the Collier Trophy in 1986 for, among other things, the Citation fleet safety record. It could be argued-successfully, we think-that a large portion of that safety success has to do with the simplicity of Cita- tion systems and the painstaking organization of the Citation cockpit. Pilot seats are fully articulated and comfortable. Ground visibility for- ward and to the sides is good. Each pilot, looking aft, can see the outer half of a wing to ensure taxi clear- ance. All circuit breakers are on side panels; the overhead is devoid of switches, indicators and the like. As you explore the accompanying cock- pit photograph, note the clean groupings. Audio controls are on the lower outboard panels. EFIS indica- Pilot Report COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED FL 450 FL 230 FL430 FL 390 FL 330 FL 270 Specific Range (nm/lb) 0.40 0.35 0.30 0.25 0.20 410 400 430 420 440 450 460 Conditions: weight, 18,000 lb; standard conditions SPECIFIC RANGE Speed (KTAS) .......... ............... ............... ........ ......... Mach 0.80 (35,000 ft and above) Mach 0.77 (33,000 ft and above) Mach 0.73 (29,000 ft and above) Mach 0.70 (25,000 ft and above) ... Fuel Burn (lb) Time (hr) 22,450 1,958 1 3,349 2 4,740 3 5,625 3 +49 RANGE/PAYLOAD PROFILE Range (nm) * Flaps 20° **Flaps 7° 20,000 18,000 16,000 6,000 4,920 4,450 7,460 4,020 3,490 3,080 300 600 900 1,200 1,500 1,800 2,100 Conditions: NBAA reserves (200-nm alternate); ISA, zero wind; high-speed (Mach 0.80) cruise Takeoff Field Length Gross Takeoff Weight (lb) SL ISA* 5,000 ft @25°C** 4,690 22,000 7,180 4,560 Zero Payload 600 lb Payload 1,200 lb Payload 1,800 lb Payload 2,300 lb Payload CESSNA CITATION VII TOTAL ANNUAL BUDGET (500 Hours Annual Utilization) Year 1 Through 5 Average Cost Direct Cost x 500 hours $467,780 Fixed Cost $182,800 Total Budget ($/Year) $650,580 $/nm (203 500 nm) $3.20 $/sm (234 000 sm) $2.78 $/km (377 000 km) $1.73 Source: Cessna Aircraft Company COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED tors occupy customary flight instru- mentation positions. EFIS controllers are on the center console, along with flight computer/autopilot controllers and GNS-X FMS CDUs. Engine parameters are displayed on the familiar Citation vertical scale instruments. Nav and comm radio control heads are on the center panel, easily reached by either crewmember. The switch grouping on the lower center panel immediately forward of the throttles will be familiar to pilots of previous 500- and 600-series Cita- tions. Switches are color coded and grouped logically. Similarity between this panel and those of other Citations should minimize crew transi- tion tasks. Start sequence is fully automated. You simply push the appropriate start button and move the power lever out of its detent when turbine RPM accel- erates through 10 percent. Our APU- aided starts were quick and cool. The Citation VII offers the pilot two ways to steer on the ground: rudder pedal bungees limited to six degrees of nose-wheel displacement and tiller steering with authority to move the nose wheel some 75 degrees left and right of the centered position. Most Model VII pilots will opt to lock the flight controls and use the tiller for taxi operations. Rudder pedal steering is used for the entire takeoff and landing rolls. The tiller steering system provides Pilot Report absolute control authority in the tightest situations. A full tiller hardover will generate a turn so tight the inside main wheels actually back up. This agility, coupled with good cockpit visibility, pretty much assures Citation VII crews will be able to extricate themselves from the worst ramp jams. Remember the old bird-strike-from-the-rear Citation jokes? You can forget them. Indeed, you should get yourself a ride in the Citation VII demonstrator just to try this test: Set the brakes, then allow the engines to accelerate to takeoff power. Now, release the brakes. First, your head snaps aft into the headrest. Then you hang on for the quick ride to the 100-knot airspeed check and on through V1 to VR. (For our 19,000-pound GTOW in 20°C, sea level conditions, the card read 117, 121 and 131. Flaps were at 20°. Takeoff field length was about 4,000 feet.) Even at relatively heavy weights, the ride is as brisk as you’ll experience in any business transport. Target deck angle on rotation is 10 degrees. If you intend to stay in the pattern, however, you’ll have to come back on the power as soon as you’ve got the wheels in the well. All this acceleration comes from a respectable thrust-to-weight ratio of 0.356. The Model VII offers a far more exhilarating departure than did the Citations we learned to love a decade ago. For our evaluation, we headed straight for FL 410. Even with several ATC-commanded pauses, we made FL 330 in 17 minutes and FL 410 at 23 minutes. We had burned 1,020 pounds of fuel. We set the power at 101.5 percent fan speed and let the DEEC watch over the engines. Fuel flow was about 870 pounds per side. Some 30 minutes after departure, we were look- ing at 0.84 Mach (473 KTAS), with the TAT showing- 45°C. Ten minutes later, we dialed a 900 fpm climb into the FCS and drifted up to FL 450. Some 41 minutes into the flight, we were once again looking at 0.84 Mach. Note the accompanying performance tables. They’ll give you an idea of how these numbers trans- late into normal operations. All the parameters we examined exceeded book performance. The VII’s cockpit is comfortable at altitude. Flight deck noise levels are acceptable. Slipstream and ventilation noise are significant enough to warrant headsets, although conversation at normal voice levels is not at all difficult. Ventilation is good. Heating is uniform. The Citation VII is a finger-tip airplane at all corners of the envelope. It is responsive and agile, and its con- trols are well-balanced and harmonized. The aileron system is boosted but easily flown with the boost disen- gaged. At FL 450, it was possible to induce a mild Dutch roll after disengaging the yaw damper. Howev- er, that roll was smoothed out by resting a foot on the Pilot Report COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED SPECIFICATIONS CESSNA CITATION VII Manufacturer Cessna Aircraft Co. Model CE-650/VII Equipped Price $8,950,000 Description Twin-jet business transport Powerplants Model 2 GED TFE731-4R-2S Power 4,000 lbs. ea. Dimensions See three-views Weights (lb/kg) Max ramp 22,650/10,274 Max takeoff 22,450/10,183 Max landing 20,000/9,072 Zero fuel 16,500/7,484 BOW 14,200/6,441 Max payload 2,300/1,043 Useful load 8,450/3,833 Max fuel 7,329/3,324 Payload w/max fuel 1,121/508 Fuel w/max payload 6,150/2,790 Limits MMO 0.835 Transition altitude (ft/m) 36,500/11,128 VMO (kts) 330 Pressurization (psi) 9.3 Airport Performance Takeoff field length (ft/m) Sea level {ISA) 4,690/1,430 5,000 ft (ISA +20°C) 7,460/2,274 Climb {fpm/mpm) Rate, all engine 3,921/1,195 Rate, engine-out 830/253 Ceilings (ft/m) Certificated 51,000/ 15,549 Service all-engine 43 000/13,110 Service engine-out 22,500/6,860 Max for S.L. cabin 25,000/7,622 Cruise (mid-weight) Long-Range TAS (kts) 409 Fuel flow (lb/hr) 1,166 Flight level 410 Specific range (nm/lb} 0.351 High-Speed TAS (kts) 470 Fuel flow (lb/hr) 1,581 Flight level 390 Specific range (nm/lb) 0.297 Ranges See graphs rudder and stopped dead with the re-engagement of the damper. Hand flying the airplane at FL 450 presented no unusual challenges. With our ambients, we were able to induce a gentle hum as we reached a Mach buffet boundary at about 1.5 g’s. At 45,000 feet and 18,000 pounds gross weight, the margin between highspeed buffet and low-speed buffet under one-g con- ditions is 85 KIAS. A stick pusher is not required. The center two spoilers on each wing provide fully modulated drag control in flight. All eight spoiler panels (four per wing) are hydraulically actuated and avail- able for emergency descent and for lift dump after touchdown. We couldn’t resist. We coordinated with Center and descended out of FL 450 at 20,000 fpm stopping at 16,000 feet to try slow flight and a few stalls. The FCS will bring you down automatically if it senses a cabin altitude higher than 13,500 feet at aircraft alti- tudes above 34,270 feet. All the crew has to do is retard the throttles and put out the boards. The FCS will turn the aircraft 90 degrees from its heading and descend at VMO minus 10 knots to 15,000 feet where it commands a level-off. If anything in this aircraft is reminiscent of the old sin- gle-engine recips that made Cessna’s reputation for bet- ter or worse, it’s in the stall characteristics. Stalls to a full break in clean and landing configurations were gentle and easily controlled. We returned to HPN (Westchester County Airport) for an ILS and a couple of VFR circuits of the pattern includ- ing a simulated engine failure on takeoff. This airplane is a splendid instrument platform-stable and responsive, with minimal pitching moments with changes in configu- ration. Its low-slung wing is a floater, but that character- istic and the trailing link gear work together to make landings soft and, with practice, predictable. In short, this Citation is a delight to fly. Obviously, we were impressed with the Citation VII. If you are a Citation fan, you’ll probably believe every word we’ve written. If you are one of the skeptics, take time to get a demo in this airplane. We bet its perfor- mance will make you a believer too. B/CA Pilot Report COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED