Cessna Citation II

==Design and development==
[[File:N601BC-002.jpg|thumb|A Citation II seen shortly after landing]]
The Citation II (Model 550) was developed to provide the same docile low-speed handling and good short-field performance as the preceding [[Citation I]] while addressing a primary criticism of that aircraft — its relatively slow cruise speed of around {{cvt|350|kn|kph}} at altitude.<ref name=aopa2011/> The II stretches the Citation I fuselage by 1.14m (3&nbsp;ft 9in), increasing [[seating capacity]] to ten (two pilots and eight passengers) and gross weight to {{cvt|13,300|lb|kg}}.<!--<ref name="alnet550"/>--><!--{{sfn|Szurovy|1999|pp=28–30}}-->
Wingspan was increased by {{cvt|5.1|ft|m}},  fuel capacity was increased from {{cvt|544|gal|L}} to {{cvt|742|gal|L}}, and more powerful, {{cvt|2500|lbf|kN}} [[Pratt & Whitney Canada JT15D|Pratt & Whitney Canada JT15D-4]] engines were installed for a higher cruise speed of {{cvt|385|kn|kph}} and a longer range of {{cvt|1,159|nmi|km}}.<ref name="alnet550"/>{{sfn|Szurovy|1999|pp=28–30}} The cabin interior was also redesigned to increase headroom by {{cvt|5|in|cm}}.{{sfn|Szurovy|1999|p=28}}

[[File:EC-KJR Cessna 551 Citation.jpg|thumb|Citation II/SP (model 551) front view]]
The stretched Citation was announced in September 1976, it first flew on January 31, 1977, and FAA certification was awarded in March 1978.<ref name="alnet550"/> The '''II/SP''' (Model 551) is the single pilot version, [[type certificate]]d to slightly less stringent [[FAR Part 23]] standards, with a slightly reduced [[maximum takeoff weight]] (MTOW) at {{cvt|12,500|lb|kg}} and minor changes in cockpit equipment.<!--<ref name=aopa2011/>--> As the II and II/SP are otherwise largely similar, the {{cvt|800|lb|kg}} reduction in MTOW of the II/SP often mandates operating with a reduced fuel load, shortening the aircraft's loaded range compared to the standard II.<!--<ref name=aopa2011/>--> Both the II and II/SP require special training to be operated by a single pilot.<ref name=aopa2011>{{cite magazine |last=Horne |first=Thomas A. |date=April 2011 |title=II For The Road: Citation IIs on the Used Marketplace |url=https://www.aopa.org/news-and-media/all-news/2011/april/01/ii-for-the-road |magazine=AOPA Pilot Turbine Edition |location=Frederick, Maryland |publisher=[[Aircraft Owners and Pilots Association]] |access-date=November 7, 2022}}</ref> A total of 688 II and II/SP aircraft were delivered.<ref name=Cessna28apr2015/>

===Citation S/II===
The improved '''Citation S/II''' (Model S550) was announced in October 1983 and first flew on February 14, 1984, before certification in July.<!--<ref name="alnet550"/>-->
It gained a [[supercritical airfoil]] with swept wing roots, [[aileron]] and [[flap (aeronautics)|flap]] gap seals, and a [[Ice_protection_system#Fluid_deicing|fluid deicing]] system instead of the [[Ice_protection_system#Pneumatic_deicing_boots|pneumatic deicing boots]] used on earlier Citations.<ref name=aopa2011/><ref name="alnet550"/>{{sfn|Szurovy|1999|p=31}}
To further reduce drag, the fuselage and engine [[nacelle]] pylons were redesigned, and nacelle fairings were added.<ref name=aopa2011/>{{sfn|Szurovy|1999|p=31}} Fuel capacity was increased by {{cvt|120|gal|L}}. The result of the improvements was a cruise speed of {{cvt|403|kn|kph}}—exceeding 400 kn, felt to be an important marketing benchmark by Cessna—and a range of {{cvt|1,378|nmi|km}} with a 45-minute [[fuel reserve]].{{sfn|Szurovy|1999|pp=31–32}}
The improved {{cvt|2500|lbf|kN}} JT15D-4B engines had higher temperature-rated components, allowing more thrust at higher altitudes.<ref name=aopa2011/>

The S/II replaced the II from 1984, but some potential buyers objected to the sharp price increase from {{Currency|2.6 million|US|passthrough=yes}} for the II to $3.3M for the S/II, prompting Cessna to reintroduce the II<ref name=aopa2011/> in late 1985; both were built until the Bravo was introduced.<ref name="alnet550"/> Deliveries of the S/II amounted to 160, including fifteen T-47A aircraft purchased by the [[U.S. Navy]].<ref name=Cessna28apr2015/>{{sfn|Szurovy|1999|p=32}} The S/II's higher performance coupled with its relatively low production total led to substantially higher demand on the used aircraft market compared to the standard II and II/SP.<ref name=aopa2011/>

====Government variants====
The [[US Customs & Border Protection]] purchased ten Citation IIs configured with [[fire control radar]] (initially the [[F-16]]'s [[AN/APG-66]](V), later the [[Selex ES]] Vixen 500E system) and the WF-360TL imaging system.<ref>[http://www.cbp.gov/linkhandler/cgov/border_security/am/operations/oam_vessels/aircraft/fw_aircraft/c550_cessna_factsheet.ctt/c550_cessna_factsheet.pdf Cessna C-550 Fact Sheet]{{dead link|date=August 2017 |bot=InternetArchiveBot |fix-attempted=yes }} Retrieved 21 August 2011.</ref> These aircraft have been used effectively in Panama, Honduras, Colombia, Peru, Venezuela, Mexico and Aruba. The similar OT-47B aircraft are based on the [[Cessna Citation V]] airframe.

[[File:T-47A Citation aircraft are parked on the runway. The Citation is used for training naval flight officers - DPLA - 115f98dfa39a6f8ed00c920f88833139.jpeg|thumb|Several U.S. Navy T-47A radar systems trainers seen in 1989]]
The '''T-47A''' was a modified version of the Citation S/II (Model 552) for the U.S. Navy, featuring a {{cvt|5|ft|m|abbr=on}} wingspan reduction and hydraulically boosted [[aileron]]s for enhanced maneuverability, {{cvt|2900|lbf|kN}} thrust JT15D-5 engines, a cockpit roof window for better pilot visibility during hard maneuvering, strengthened windshields for protection against [[bird strike]]s during high-speed low-altitude sorties, multiple radar consoles, and the [[AN/APQ-159|AN/APQ-167]] radar system.{{sfn|Szurovy|1999|p=21}}<ref>{{cite report|title=Model Designation of Military Aerospace Vehicles|url=https://www.esd.whs.mil/Portals/54/Documents/DD/issuances/dodm/412015l.pdf?ver=2018-12-11-100011-077|publisher=[[United States Department of Defense]]|id=DoD 4120.15-L|date=12 May 2004}}</ref><ref name="global"/> Intended to replace the [[North American Sabreliner|North American T-39D]] as a radar systems [[trainer aircraft]], fifteen aircraft were purchased in 1984 to train naval [[radar intercept officer]]s.{{sfn|Szurovy|1999|p=21}}

All T-47A aircraft were operated with civil [[aircraft registration]] numbers by Training Air Squadron [[VT-86]] based at [[Naval Air Station Pensacola]], Florida. On July 20, 1993, thirteen of the fifteen aircraft were destroyed when a roofing contractor accidentally set fire to a hangar at [[Topeka Regional Airport|Forbes Field]] where the aircraft were being stored by Cessna. The navy replaced the lost trainers with upgraded T-39D aircraft and the two survivors were transferred to civil owners.<ref name="global">{{cite web|url=http://www.globalsecurity.org/military/systems/aircraft/t-47a.htm |title=T-47A Citation II Cessna 552|website=globalsecurity.org|access-date=5 March 2021}}</ref><ref>{{cite web |url=http://www.joebaugher.com/navy_serials/thirdseries21.html |title=US Navy and US Marine Corps BuNos, Third Series (160007 to 163049) |last=Baugher |first=Joe |date=February 27, 2021 |website=joebaugher.com |access-date=March 5, 2021}}</ref>

===Citation Bravo===
The '''Citation Bravo''' first flew on April 25, 1995, was granted certification in August 1996, and was first delivered in February 1997.<!--<ref name="alnet550"/>-->
It features new [[Pratt & Whitney Canada PW500|P&WC PW530]]A turbofans, modern [[Honeywell Primus]] EFIS avionics, a revised [[Cessna Citation Ultra|Citation Ultra]] interior and a [[trailing link]] main undercarriage.<ref name="alnet550"/>
Production of the Bravo ceased in late 2006 after 336 had been delivered.<ref name=Cessna28apr2015/>

Its more efficient PW530A generates 15% more thrust at takeoff and 23% more at altitude.<!--<ref name=BCA26feb2018/>-->
It burns {{cvt|1,100|lb}} of fuel in the first hour, dropping to {{cvt|750-830|lb}} the second hour cruising at {{cvt|360-365|kn|km/h}} at FL410-430 and then {{cvt|637|lb}} the third hour at {{cvt|350|kn|km/h}} and FL450.<!--<ref name=BCA26feb2018/>-->
The engine overhaul every 4,000 hours cost $1 million or $275 at [[power by the Hour]].<!--<ref name=BCA26feb2018/>-->
In 2018, early 1997 models starts at $800,000, up to $1.7 million for 2006 planes. The Bravo was replaced by the better-but-more-expensive [[Cessna Citation CJ3|Citation CJ3]].<!--<ref name=BCA26feb2018/>-->
The competing [[Beechjet 400]]A is roomier and faster but needs more fuel and more runway, while the compact [[Learjet 31]]A is faster but has less range. The faster and more expensive [[Cessna Citation V|Citation V Ultra]] has a longer cabin but consumes more fuel.<ref name=BCA26feb2018>{{cite news |url= http://aviationweek.com/site-files/aviationweek.com/files/datasheets/gated/BCA_201803.pdf |page= 58 |title= Second-Generation Citation II Is Cost-Effective Entry-Level Jet |date=February 26, 2018 |author= Fred George |magazine= Business & Commercial Aviation |access-date=March 4, 2018 |archive-date=March 4, 2018 |archive-url= https://web.archive.org/web/20180304054646/http://aviationweek.com/site-files/aviationweek.com/files/datasheets/gated/BCA_201803.pdf |url-status= dead }}</ref>

===Upgrades===
By December 2006, Clifford Development in Ohio had launched a program to re-engine Citation IIs with {{cvt|3,000|lbf|kN}} [[Williams FJ44]]-3 engines for $1.9 million (~${{Format price|{{Inflation|index=US-GDP|value=1900000|start_year=2006}}}} in {{Inflation/year|US-GDP}}).<ref name=AIN11dec2006/>
Clifford expected a [[supplemental type certificate|STC]] within 12 months, 21% faster long-range cruise, 29% longer range, 34% better single-engine climb rate and 20% better fuel efficiency.<ref name=AIN11dec2006>{{cite news |url= https://www.ainonline.com/aviation-news/aviation-international-news/2006-12-11/citation-ii-williams-fj44-3-re-engine-stc-works |title= Citation II Williams FJ44-3 re-engine STC in the works |author= Gordon Gilbert |date=December 11, 2006 |work= AIN online}}</ref>
By May 2007, Sierra Industries in Texas was also developing a similar modification, as 900 Citations qualify for it, directly as a broker and [[Maintenance, repair and operations|MRO]] provider, while Clifford should license its STC.<ref>{{cite news |url= https://www.ainonline.com/aviation-news/aviation-international-news/2007-05-30/mod-firms-give-citation-ii-more-power |title= Mod firms give Citation II more power |author= Ian J. Twombly |date=May 30, 2007 |work= AIN online}}</ref>

In September 2008, the FAA granted a STC to Sierra Industries.<ref>{{cite news |date=September 22, 2008 |title= STC'd: FAA Gives 'The Nod' To FJ44-3A-Powered Sierra Super II |url= http://www.aero-news.net/index.cfm?do=main.textpost&id=9d6ff085-4977-4a69-97f2-fb88885ba641 |work= Aero-News Network}}</ref>
The Super S-II made its first flight on September 26.<ref>{{cite news |url= https://www.flightglobal.com/nbaa-2008-sierra-mod-helps-citation-sii-achieve-full-potenital/83287.article |title= NBAA 2008: Sierra mod helps Citation SII 'achieve full potenital' |date= 7 October 2008 |work= flightglobal}}</ref>
The conversion cost $1.9 million in 2009, resulting in a $3.5-4.6 million value for a converted Citation II.<ref name=Flying14apr2009/>
Ceiling is increased from FL 410 to FL 430, reached directly in 25 min at max takeoff weight with a thrust increased from {{cvt|2,500 to 2,820|lbf|kN}} each.<ref name=Flying14apr2009/>
Dual-channel [[full authority digital engine control|FADEC]] allows a much lower residual thrust, eliminating the need for [[thrust reverser]]s.<ref name=Flying14apr2009/>
Max fuel [[payload]] is bumped from {{cvt|328 to 1,278|lb}} for the Citation II, and the S-II can carry {{cvt|400|lb}} more than the initial {{cvt|1,036|lb}}.<ref name=Flying14apr2009/>

Cruise speeds are faster by {{cvt|45 to 400|kn|km/h}} for the 550, and by {{cvt|35 to 420|kn|km/h}} for the Citation S-II.<ref name=Flying14apr2009/>
The converted 550 is 25% more fuel efficient than the JT15D-powered original at the same speed, and burns {{cvt|775|lb}} of fuel per hour at {{cvt|390|kn|km/h}}.<ref name=Flying14apr2009/>
The 550 Range is improved by {{cvt|397 to 1,775|nmi|km}}, and by {{cvt|461 to 2,300|nmi|km}} for the S550.<ref name=Flying14apr2009>{{cite news |url= https://www.flyingmag.com/gear/mods/refurbish/citation-iis-sierra-style/ |title= Citation IIs Sierra Style |work= Flying magazine |author= Robert Goyer |date= April 14, 2009}}</ref>
The re-engined S550 can reach {{cvt|446|kn|km/h}} at FL270.<ref>{{cite news |url= https://www.aopa.org/news-and-media/all-news/2010/march/01/thrust-buster-sierra-super-s-ii |title= Thrust buster: Sierra Super S-II |date=March 1, 2010 |author=Thomas A. Horne |publisher= Aircraft Owners and Pilots Association}}</ref>
Clifford and its partner Stevens Aviation could also update the flight deck with [[Collins Aerospace|Collins]] ProLine 21 avionics and refurbish the cabin.<ref>{{cite news |url= https://www.avbuyer.com/articles/jet-maintenance/inside-maintenance-citation-upgrades-20750 |title= Inside maintenance - Citation Upgrades |author= Dave Higdon |date=June 1, 2011 |work= AvBuyer}}</ref>
Clifford was touting a 14% faster optimum cruise speed, and a 32% lower fuel burn for the S550.<ref>{{cite web |url= http://www.clifforddevelopmentgroup.com/S550Brochure.pdf |archive-url= https://web.archive.org/web/20100816063609if_/http://www.clifforddevelopmentgroup.com/S550Brochure.pdf |url-status= dead |archive-date= 2010-08-16 |title= S550 brochure |publisher= Clifford Development }}</ref>
Sierra was announcing a {{cvt|1,890 and 2,064|nmi|km}} [[Instrument flight rules|IFR]]/[[Visual flight rules|VFR]] range for the re-engined Super II; or a {{cvt|2,340 and 2,610|nmi|km}} IFR/VFR range for the re-engined Super S-II.<ref>{{cite web |url= http://www.sijet.com/download/SIJET_Catalog_2013-14_ALL.pdf |archive-url= https://web.archive.org/web/20160405075028if_/http://www.sijet.com/download/SIJET_Catalog_2013-14_ALL.pdf |url-status= dead |archive-date= 2016-04-05 |title= Catalog |publisher= Sierra Industries |date= 2013}}</ref>
By June 2012, Sierra Industries had re-engined 59 various Citations with FJ44s, among avionics retrofit and airframe modifications.<ref>{{cite news |date=June 20, 2012 |title= Sierra Industries Sets New Delivery Records For Modified Citation Aircraft |url= http://www.aero-news.net/index.cfm?do=main.textpost&id=f0396154-21a7-4794-a8e3-6cec414f9741 |work= Aero-News Network}}</ref>