The Cessna CitationJet, CJ1 & CJ2

Powerplants CitationJet & CJ1 - Two 8.45kN (1900lb) Williams Rolls-Royce FJ44-1A turbofans. CJ2 - Two 10.2kN (2300lb) FJ442Cs. Performance CitationJet - Max cruising speed at 3990kg (8800lb) AUW 704km/h (380kt). Initial rate of climb 3311ft/min. Certificated ceiling 41,000ft. Range with max fuel and reserves 2750km (1485nm). CJ1 - Range with pilot, three passengers and IFR reserves 2315km (1250nm). CJ2 - Max cruising speed at 33,000ft 741km/h (400kt). Service ceiling 45,000ft. Range with pilot, three passengers and IFR reserves 2687km (1450nm). Weights CitationJet - Empty 2794kg (6160lb), max takeoff 4717kg (10,400lb). CJ1 - Max takeoff 4812kg (10,600lb). CJ2 - Max takeoff 5585kg (12,300lb). Dimensions CitationJet & CJ1 - Wing span 14.26m (46ft 10in), length 12.98m (42ft 7in), height 4.18m (13ft 8in). Wing area 22.3m2 (240.0sq ft). CJ2 - Wing span 15.18m (49ft 10in), length 14.30m (46ft 11in). Capacity CitationJet & CJ1 - Two flightdeck positions, one for pilot, other for a copilot or passenger. Main cabin seats five in standard layout. CJ2 - Main cabin seats six in standard club arrangement. Production 300th CitationJet due to be delivered in early 1999. 76 advance orders for the CJ2 held at late 1998. Type Light corporate jets History The highly successful CitationJet was developed as a replacement for the Citation and Citation I. Improved and stretched developments, the CJ1 and CJ2 respectively, are under development. Cessna launched the new Model 525 CitationJet at the annual US National Business Aircraft Association convention in 1989. First flight occurred on April 29 1991, FAA certification was awarded on October 16 1992 and the first delivery was on March 30 1993. The CitationJet is effectively an all new aircraft. The same basic Citation forward fuselage is mounted to a new T-tail configured tailplane and a new supercritical laminar flow wing, and it features Williams Rolls FJ44 turbofans (with paddle thrust reversers) and trailing link main undercarriage. The CitationJet's fuselage is 27cm (11in) shorter than the Citation/Citation I's, while cabin height is increased courtesy of a lowered centre aisle. It features EFIS avionics and is certificated for single pilot operation. At the 1998 NBAA convention Cessna revealed it was developing the improved CJ1 and stretched CJ2. The CJ1 will replace the CitationJet and will introduce a Collins Pro Line 21 EFIS avionics suite and a moderate increase in maximum takeoff weight. The CJ1 will be delivered from the first quarter of 2000. The CJ2 meanwhile is a stretched, faster and more powerful development. Due to fly in the second quarter of 1999 and be certificated 12 months later, the CJ2 will feature a 89cm (35in) cabin and 43cm (17in) tailcone stretch allowing standard seating for six in the main cabin. Like the CJ1 it will feature Collins Pro Line 21 EFIS avionics, plus uprated FJ44-2C engines, increased span wings, larger area tail, six cabin windows per side and greater range. It will be certificated for single pilot operation. Copyright Airliners.net, some information Copyright Aerospace Publications

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The Cessna 680 Citation Sovereign

Powerplants Two 25.3kN (5690lb) Pratt & Whitney Canada PW-306C turbofans. Performance Max cruising speed 821km/h (444kt) at 35,000ft. Certificated ceiling 47,000ft. Time to 43,000ft 26min. Takeoff distance at max takeoff weight 1220m (4000ft). Design range 5222km (2820nm) Weights Not published at late 2001 except design max payload weight 1134kg (2500lb), full fuel payload 726kg (1600lb). Dimensions Wing span 19.24m (63ft 1in), length 18.87m (61ft 10in), height 5.85m (19ft 2in). Wing area 47.4m2 (510sq ft). Capacity Flightcrew of two. Typical seating for eight passengers in a double club arrangement, max seating for 12. Production First customer deliveries scheduled for the first quarter of 2004. 79 advance orders announced at NBAA in October 1998. Type Mid size corporate jet History Cessna is developing the new Citation Sovereign mid size corporate jet to meet what it sees as a large replacement market for ageing business aircraft such as the Falcon 10, Westwind and Sabreliner. Cessna market research showed that of the 1760 or so mid sized corporate jets in service worldwide almost half are early generation aircraft which it felt would come up for replacement in the coming years. Its answer to this emerging market is to develop the Citation Excel based Model 680 Citation Sovereign, which it revealed at the October 1998 NBAA exhibition in Las Vegas. Certification is planned for late 2003 with customer deliveries getting underway in the first quarter of 2004. The Sovereign is based on the Excel's fuselage and shares some common systems but features an all new wing and numerous other differences. Cessna looked at an all new fuselage cross section for the Sovereign but opted instead to stretch the Excel fuselage (by 1.5m/4.9ft) to keep down costs and reduce development time. Even so Cessna claims the Sovereign's eight seat cabin is the largest in its class with 40% more volume than the Bombardier Learjet 60 and 18% more than the Raytheon Hawker 800XP. Power for the Sovereign will be from two FADEC equipped 25.3kN (5690lb) Pratt & Whitney Canada PW-306Cs. The PW-306 was selected in part as it also powers the 328JET regional airliner which should give maintenance and reliability benefits because of the airline industry's more rigorous operating demands. The mildly swept wing is an all new, supercritical design, based on Cessna's experience with the Citation III/VII, V and X. The horizontal stabiliser is also slightly swept. The Sovereign will enjoy good field performance, being able to operate from 1220m (4000ft) runways at max takeoff weight. Another feature is trailing link main undercarriage. The Sovereign will be equipped with a Honeywell Epic CDS avionics suite, with four 20 x 25cm (8 x 10in) colour flat panel liquid crystal displays, a digital dual channel autopilot and flight director, dual long range navigation systems and dual attitude/heading reference systems. Other standard equipment will include TCAS and an EGPWS (enhanced ground proximity warning system). The first flight of the prototype was made on February 27, 2002. The first production model is scheduled to fly by July 2002 Copyright Airliners.net, some information Copyright Aerospace Publications

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The Cessna 208 Caravan I, Grand Caravan & Cargomaster

Powerplants 208 - One 450kW (600shp) Pratt & Whitney Canada PT6A-114 turboprop driving a three blade variable pitch Hartzell propeller. 208-675, 208B Super Cargomaster & Grand Caravan - One 505kW (675shp) PT6A-114A. Performance 208A - Max cruising speed 340km/h (184kt). Initial rate of climb 1215ft/min. Range with max fuel and reserves 1797km (970nm), range with max fuel and reserves 2066km (1115nm). 208B Super Cargomaster - Max cruising speed 317km/h (171kt). Max initial rate of climb 770ft/min. Range with max fuel and reserves 2000km (1080nm). Grand Caravan - Max cruising speed 337km/h (182kt). Max initial rate of climb 975ft/min. Range with max fuel and reserves 1667km (900nm). Weights 208A - Empty 1725kg (3800lb), max takeoff 3310kg (7300lb). 208B Super Cargomaster - Empty 2073kg (4570lb), max takeoff 3970kg (8750lb). Grand Caravan - Empty equipped 2250kg (4965lb), max takeoff 3970kg (8750lb). Dimensions 208A - Wing span 15.88m (52ft 1in), length 11.46m (37ft 7in), height 4.32m (14ft 2in). Wing area 26.0m2 (279.4sq ft). 208B - Same except for length 12.67m (41ft 7in). Capacity 208A - Pilot and typically nine passengers, or up to 14 with an FAA FAR Part 23 waiver. Cargo capacity 1360kg (3000lb). 208B - Passenger accommodation same. Cargo capacity for 1587kg (3500lb). Grand Caravan - One pilot and up to 14 passengers. Production 1000th unit delivered in October 1998. More than 60% of production sold outside the United States. Type Single turboprop utility transport History With sales exceeding the 1000 mark the useful Caravan is a popular utility workhorse worldwide. Design work for the Caravan dates back to the early eighties. First flight of a prototype occurred on December 9 1982 and certification was granted in October 1984. When production began the following year it became the first all new single engine turboprop powered aircraft to achieve production status. The Caravan I has had a close association with US package freight specialist Federal Express (FedEx), on whose request Cessna especially developed two pure freight versions. The first of these was the 208A Cargomaster (40 delivered), the second was the stretched 208B Super Cargomaster (260 delivered). The first Super Cargomaster flew in 1986 and features a 1.22m (4ft) stretch and greater payload capacity, including an under fuselage cargo pannier. FedEx's aircraft lack cabin windows. The 208B Grand Caravan first flew in 1990 and like the Super Cargomaster is a stretched version of the basic Caravan powered by a 505kW (675shp) PT6A-114. It can seat up to 14 passengers. Announced at the 1997 NBAA convention, the 208-675 has replaced the basic 208. It combines the standard length airframe of the 208 with the more powerful PT6A-114 of the 208B. Underbelly cargo pods, floats and skis are offered as options on the Caravan I family, and the type is easily converted from freight to passenger configurations. A military/special missions version of the 208A, dubbed the U-27A, is also on offer. The Brazilian Air Force designation is C-98. Soloy is offering a dual-engine conversion of the 208B, named Pathfinder 21. This version is powered by a 991kW (1329shp) Pratt & Whitney Canada/Soloy Dual Pac powerplant, consisting of two PT6D-114A engines driving a single propeller. Other distinguishing features of the Pathfinder 21 include a 72in cabin stretch behind the wing and a large integral cargo pod. Copyright Airliners.net, some information Copyright Aerospace Publications

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The Cessna 310/320

Powerplants 310B - Two 180kW (240hp) Continental O-470-M flat six piston engines driving two blade constant speed McCauley propellers. T310P - Two 213kW (285hp) turbocharged and fuel injected TSIO-520-Bs. 310R - Two 213kW (285hp) Continental IO-520-MB fuel injected piston engines. Performance 310B - Max speed 383km/h (207kt), cruising speed 291km/h (157kt). Initial rate of climb 1800ft/min. Service ceiling 19,800ft. Range with no reserves 1617km (873nm). T310T - Max speed 442km/h (237kt), max cruising speed 418km/h (226kt) at 20,000ft, long range cruising speed 288km/h (156kt) at 10,000ft. Initial rate of climb 1862ft/min. Service ceiling 28,600ft. Range at max cruise with no reserves and standard fuel 1226km (662nm) at 10,000ft, 3146km (1699nm) at 20,000ft. 310R - Max speed 383km/h (207kt), max cruising speed 360km/h (195kt), long range cruising speed 267km/h (144kt). Initial rate of climb 1662ft/min. Service ceiling 19,750ft. Max range with reserves 1170km (632nm), with reserves and optional fuel 2840km (1535nm). Weights 310B - Empty equipped 1436kg (3166lb), max takeoff 2190kg (4830lb). T310P - Empty 1493kg (3292lb), max takeoff 2268kg (5400lb). 310R - Empty equipped 1480kg (3260lb), max takeoff 2495kg (5500lb). Dimensions 310B - Wing span 10.88m (35ft 9in), length 8.23m (27ft 0in), height 3.20m (10ft 6in). Wing area 16.3m2 (175sq ft). T310P - Wing span 11.25m (36ft 11in), length 8.92m (29ft 3in), height 3.02m (9ft 11in). Wing area 16.6m2 (179sq ft). 310R - Wing span 11.25m (36ft 11in), length 9.74m (32ft 0in), height 3.25m (10ft 8in). Wing area 16.6m2 (179sq ft). Capacity 310 - Five to six seats. 320 - Six to seven seats Production Total 310 and 320 production (including prototypes) was 6321 aircraft, of which 5741 were 310s and 580 were 320s. From this production 196 were built for the US military as L-27, later U-3. Type Four to six seat light piston twins History The sleek Cessna 310 was the first twin engine design from Cessna to enter production after WW2. The 310 first flew on January 3 1953. The modern rakish lines of the new twin were backed up by innovative features such as engine exhaust thrust augmentor tubes and the storage of all fuel in tip tanks. Deliveries commenced in late 1954. The first significant upgrade to the 310 line came with the 310C of 1959, which introduced more powerful 195kW (260hp) IO-470-D engines. The 310D of 1960 featured swept back vertical tail surfaces. An extra cabin window was added with the 310F. A development of the 310F was the turbocharged 320 Skyknight, with TSIO-470-B engines and a fourth cabin side-window. The Skyknight was in production between 1961 and 1969 (the 320D, E and F were named Executive Skyknight), when it was replaced by the similar Turbo 310. The 310G introduced the 'stabila-tip' tip tanks, while the 310K replaced the rear two windows on each side with a single unit. Subsequent significant developments include the 310Q and turbocharged T310Q with redesigned rear cabin with a skylight window, and the final 310R and T310R, identifiable for their lengthened noses. Production ended in 1980. USAF military versions were the L-27A (310A) and L-27B (310M) Blue Canoe, later redesignated U-3A and U-3B. Copyright Airliners.net, some information Copyright Aerospace Publications

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The Cessna 210 Centurion

Powerplants 210L - One 225kW (300hp) Continental IO-520-L fuel injected flat six piston engine driving a three blade constant speed McCauley prop. T210M - One 230kW (310hp) fuel injected and turbocharged TSIO-520-R, driving a constant speed three blade prop. P210R - One 240kW (325hp) turbocharged and fuel injected TSIO-520-CE. Performance 210L - Max speed 324km/h (175kt), max cruising speed 317km/h (171kt), long range cruising speed 249km/h (134kt). Initial rate of climb 950ft/min. Service ceiling 17,300ft. Max range with reserves 1972km (1065nm). T210M - Max speed 380km/h (205kt), max cruising speed 367km/h (198kt), long range cruising speed 260km/h (140kt). Initial rate of climb 1030ft/min. Service ceiling 28,500ft. Range at long range cruising speed 1455km (785nm). P210R - Max speed 417km/h (225kt) at 20,000ft, max cruising speed 394km/h (213kt) at 23,000ft. Initial rate of climb 1150ft/min. Service ceiling 25,000ft. Range with reserves and optional fuel 2205km (1190nm). Weights 210L - Empty 1015kg (2238lb), max takeoff 1725kg (3800lb). T210M - Empty 1022kg (2250lb), max takeoff 1725kg (3800lb). P210R - Empty 1120kg (2470lb), max takeoff 1860kg (4100lb). Dimensions 210 - Wing span 11.15m (36ft 9in), length 8.59m (28ft 2in). Wing area 16.3m2 (175.5sq ft). T210M - Wing span 11.21m (36ft 9in), length 8.59m (28ft 2in), height 2.87m (9ft 5in). Wing area same. P210R - Wing span 11.84m (38ft 10in), length 8.59m (28ft 2in), height 2.95m (9ft 8in). Wing area 17.2m (185.5sq ft). Capacity Typical seating for four with optional seating for extra two children in some models, or seating for six adults in later versions. Production Total 210, T210 and P210 production 9240 (including 843 P210s). Type High performance four to six seat light aircraft History During its production life the Cessna 210 was at the top of the Cessna single piston engine model lineup, positioned between the 182 and the 310 twin. First flight of the 210 occurred in January 1957. This new aircraft featured for the first time on a Cessna aircraft retractable undercarriage and swept back vertical tail surfaces. The 210 entered production in late 1959, and from that time the line was constantly updated. Notable early upgrades include the 210B which introduced the wraparound rear windows, the 210D with a more powerful (210kW/285hp) engine and introduced the Centurion name, and the turbocharged T210F. The 210G introduced a new strutless cantilever wing, increased fuel capacity, restyled rear windows and enlarged tail surfaces. Continual development of the 210 and T210 range continued through until production ceased in 1985. A significant development of the T210 was the high performance, pressurised P210 which first appeared in 1978. The pressurisation system meant that the cabin's internal altitude was equivalent to 8000ft when flying at 17,350ft. In 1998 Cessna was considering returning the 210 to production. Copyright Airliners.net, some information Copyright Aerospace Publications

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The Cessna 205, 206 & 207

Powerplants 207A - One 225kW (300hp) Continental IO-520-F fuel injected flat six driving a three blade c/s McCauley prop. 206H - One 224kW (300hp) Textron Lycoming IO-540-AC1A driving a three blade c/s prop. T206H - One 231kW (310hp) turbocharged TIO-540-AJ1A. Performance 207A - Max speed 278km/h (150kt), max cruising speed 266km/h (144kt), long range cruising speed 220km/h (118kt). Initial rate of climb 810ft/min. Service ceiling 13,300ft. Range with standard fuel and reserves 870km (470nm), with optional fuel and reserves 1280km (690nm). 206H - Max speed 278km/h (150kt), cruising speed at 75% power at 6500ft 143kt (265km/h). Initial rate of climb 920ft/min. Service ceiling 16,000ft. Takeoff distance 275m (900ft). T206H - Max speed 315km/h (170kt), cruising speed at 75% at 20,000ft 306km/h (165kt). Initial rate of climb 1010ft/min. Service ceiling 27,000ft. Takeoff distance 255m (835ft). Weights 207A - Empty 951kg (2095lb), max takeoff 1639kg (3612lb). 206H - Empty 974kg (2146lb), max ramp 1640kg (3614lb). T206H - Empty 1011kg (2227lb), max ramp 1641kg (3616lb). Dimensions 206H & T206H - Wing span 10.92m (35ft 10in), length 8.62m (28ft 3in), height 2.92m (9ft 7in). Wing area 16.2m2 (174sq ft). 207A - Same as 206 except length 9.68m (32ft 9in). Capacity 205 & 206 seat six, 207 seats seven or eight. Production 574 205s, 7556 206s and 790 207s were built through to 1984. 206H & T206H deliveries began in late 1998. Type Six seat utility light aircraft History The popular 205/206/207 line began life as a four seat utility aircraft, stretched from the 182 Skylane. In its initial form the 205 (originally 210-5) was essentially a fixed undercarriage derivative of the 210 Centurion, optimised for utility roles, giving more baggage space. Introduced to the Cessna lineup in 1962, the 205 was powered by the same IO-470 engine as the 210B and featured an additional small cargo door on the left side of the fuselage. It later gained it's 6th seat. The 205 lasted in production until 1964 when it was replaced by the more powerful 206, which came in 2 options, the P206 Super Skylane and the U206 Super Skywagon, which respectively meant Passenger and Utility, the U206 featuring larger double cargo doors on the right fuselage side. Continuous improvement followed, including introduction of turbocharged and fuel injected models. The 'Super' prefix for the Super Skywagon was dropped in 1969 and the Stationair name was adopted in 1971. Production originally ceased in 1985. The 207 Skywagon meanwhile featured a 1.07m (3ft 6in) fuselage stretch (allowing seating for seven) and became available from 1969. Known as the Stationair 7 from 1978, it was replaced by the 207A Stationair 8 from 1979 which had seating for an eighth occupant. Production ended in 1984. A few were built in France by Reims as the F207. Several 206 and 207 aircraft have been converted to turbine power by Soloy as the Turbine 206 and 207. The 206 is the third Cessna single to be returned to production at the company's new Independence plant in Kansas. Two versions are offered, the normally aspirated 206H and turbo T206H. The T206H first flew on August 6 1996, powered by a TIO-580, while the normally aspirated 206H, powered by an IO-580, followed on November 6. A decision to switch to the TIO-540 and IO-540 because of reliability concerns pushed back production by about 10 months. The 206H was certificated on September 9 1998, the T206H on October 1. Copyright Airliners.net, some information Copyright Aerospace Publications

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The Cessna 172 Skyhawk (early models) & 175 Skylark

Powerplants 172 - One 110kW (145hp) Continental O-300A flat six piston engine driving a two blade fixed pitch McCauley propeller. 175A - One 120kW (175hp) Continental GO300C geared flat six. 172F - One 110kW (145hp) Continental O300C. Performance 172 - Max speed 217km/h (117kt), cruising speed 200km/h (108kt). Initial rate of climb 660ft/min. Service ceiling 15,100ft. Range with no reserves 1000km (539nm). 175A - Max speed 236km/h (128kt), max cruising speed 225km/h (121kt), long range cruising speed 170km/h (91kt). Initial rate of climb 850ft/min. Service ceiling 15,900ft. Range with no reserves 957km (517nm). 172F - Max speed 222km/h (120kt), max cruising speed 211km/h (114kt), long range cruising speed 164km/h (88kt). Initial rate of climb 645ft/min. Service ceiling 13,100ft. Max range with no reserves 1158km (625nm). Weights 172 - Empty 572kg (1260lb), max takeoff 998kg (2200lb). 175A - Empty 607kg (1339lb), max takeoff 1066kg (2350lb). 172F - Empty 599kg (1320lb), max takeoff 1043kg (2300lb). Dimensions 172 - Wing span 10.92m (35ft 10in), length 8.20m (26ft 11in), height 2.59m (8ft 6in). Wing area 16.2m2 (175sq ft). 175A - Wing span 10.97m (36ft 0in), length 8.08m (26ft 6in), height 2.72m (8ft 11in). 172F - Wing span 11.02m (36ft 2in), length 8.07m (26ft 6in), height 2.72m (8ft 11in). Capacity Typical seating for four in all models. Production Total Cessna 172 family production over 42,500, of which the civil Continental powered models account for about 15,800. Production ran from 1955 to 1967. Approximately 2190 Skylarks built. Type Four seat light aircraft History The Cessna 172 is without doubt the most successful mass produced light aircraft in history. From 1955 through to 1967 the 172 was powered by the six cylinder Continental O-300, before this engine was replaced by the four cylinder Lycoming O-320. The Cessna 172 started life as a relatively simple tricycle undercarriage development of the taildragger 170, with a fairly basic level of standard equipment. First flight was in November 1955. The 172 became an overnight sales success and over 1400 were built in 1956, its first full year of production. The basic 172 remained in production until replaced by the 172A of early 1960. The 172A introduced a swept back tail and rudder, while the 172B of late 1960 introduced a shorter undercarriage, equipment changes and for the first time the Skyhawk name for the Deluxe option. The 172D of 1963 introduced the cut down rear fuselage with wraparound rear window. The 172F introduced electric flaps and was built in France by Reims Cessna as the F172 through to 1971. It also formed the basis for the US Air Force's T-41A Mescalero primary trainer. The 172G of 1966 introduced a more pointed spinner, while the 172H was the last Continental powered 172. The 175 (Skylark for the Deluxe option) meanwhile was powered by a 130kW (175hp) geared GO-300, the GO-300 powered P172D Powermatic of 1963 had a constant speed prop. The 1966 R172E had a Continental IO-360 and a constant speed prop. It was built in France as the FR172 Reims Rocket. Copyright Airliners.net, some information Copyright Aerospace Publications

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