Operator Survey: Cessna Citation III

PILOT REPORT
O
perator Survey:
Cessna Citation III
Although its break-in problems may appear to have
been inordinate, the Cessna Citation III has earned
a following as loyal as those of its two smaller
predecessors.
By ROBERT L. PARRISH
November 1987 Document # 2515, 5 pages
As a rule of thumb, business aircraft designers optimistically
estimate that it will take from three to five years for a
new airplane model to progress from drawing board to
certification. Often the process is protracted when a manufacturer
ventures onto technological grounds on which it
has not previously trod. And it’s more common than not
that refinements of the product will continue long after
production units are placed into consumer use.
That more or less presents a thumbnail history of Cessna’s
“electric airplane,” the Model 650 Citation III.
From a comfortable niche as a leader in the light business
jet marketplace, Cessna in the fall of 1976 disclosed
plans to step into the long-range, midsize arena
with a 20,000-pound gross weight, eight- to 11-place
turbofan airplane.
It was nearly three years later, on May 30, 1979,
that the first Model 650 prototype marked its maiden
flight. A reported total of some $300 million and another
three and a half years were invested in the program
before the first production unit was rolled out in December
1982, and it was not until the spring of 1983 that
the first Citation III was delivered to a customer.
Once deliveries began, however, Cessna’s Wichita
assembly facilities turned out copies of the new model
at a rate of better than three a month. By July 1985
there were 80 of them in the field, and that figure had
increased to 140 by July of this year. Those units had
posted a cumulative total of more than 115,000 flight
hours, averaging 1.24 hours per flight, and the hightime
Citation III had accumulated over 3,050 flight
hours as of July this year.
PROMISES FULFILLED?
A performance analysis, comparing the Citation III with
other business jets in essentially the same gross weight
class—the Dassault Falcon 20F, BAe 125-700 and
Gates Learjet 55—was done by B/CA early on (B/CA,
July 1983, page 40). That study indicated that in 28
parameters evaluated, the Garrett TFE731-3B-100S turbofan-powered
Cessna twin was judged as being
above the average for the group as a whole in 20.
To determine how well the Model 650 has measured
up to Cessna’s design goals and whether its overall performance
has continued to reflect what B/CA found in
1983, a telephone survey was made recently of flight
departments that collectively operate over 18 percent of
the total Citation III fleet. The survey group encompassed
flight department managers, pilots and maintenance
specialists whose experience with the Citation III
ranged from more than four years to as little as six
months.
From the standpoint of utilization, these operators fly
their Citation IIIs from 160 hours a year to more than
1,200 hours annually. The group as a whole averaged
about 650 Citation III flight hours yearly. That average,
in the opinion of one operator, reflects a subtle change
in corporate air transport activity. It is not that operations
have shown a sharp increase, he said, but rather
COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

P ilot
Report
that flight departments have fewer aircraft and now
appear to be operating them more efficiently.
Most members of the survey group claimed that for
their given mission requirements they believe the Citation
III is the most suitable business jet on the market for
the price—about $6.2 million B/CA equipped. And if
they were called upon today to select a replacement or
additional aircraft for the same type of air transportation
needs, it would be a current model of the same aircraft.
But for some, that would not have been the case
as recently as six months ago.
The reason given was that the Citation III is an aircraft
on which full development has been (or is being) completed
on the basis of experience gained through its use
in the field. While there have been only two ADs
against it—pertaining to potential electrical fires, which
are not unique to the Cessna 650—there have been “a
pot full of service bulletins,” several operators complained.
Cessna marketing personnel acknowledged
that well over 100 SBs and service letters have been
disseminated during the Citation III’s brief history, but
those officials stressed that few of them were mandated
corrective actions and that the vast majority can be
attributed to what the manufacturer regards as an ongoing
product-improvement effort.
Basic design objectives for the Citation III reportedly
were to provide an executive aircraft with at least 50
percent more internal living space, 20 percent more
speed, some 40 percent greater range and nearly 40
percent more useful load capability than those afforded
by the earlier Citation II but with about the same
level of fuel economy and better ability to conform to
the most exacting FAR Part 36 noise standards. Mechanisms
employed to accomplish the objectives included
adaptation of a supercritical wing, greater use of
lightweight composite materials and extensive electrical/computer
applications to subsystems monitoring
and control functions.
The operators surveyed by B/CA agreed that targeted
objectives have generally been met. But advanced
technologies employed in the process were blamed for
initially extracting exorbitant tolls in dispatch reliability.
One flight department manager claimed, in fact, that
during the first year his company flew the Citation III,
the airplane spent 244 days in the shop undergoing
systems modifications, service and repairs. Others complained
not about any single major problem area but of
continuing minor malfunctions and glitches that disrupted
flight schedules and impeded effective utilization of
the aircraft.
A conglomerate profile of operations surveyed
showed that the group as a whole varies somewhat
from fleet-wide characteristics compiled by Cessna.
The survey sample, for instance, reported higher average
utilization of their equipment than that computed
by the OEM.
Average load factors—placed at better than 4.5—
also were higher, as were en route cruise speeds,
which were flight planned at an average of 450 knots.
However, fuel flows—reported at overall average rates
of between 1,400 and 1,450 pounds per hour—were
lower than those contained in Cessna manuals.
SYSTEMS SNAFUS
By and large, the most aggravating and numerous of
problems revealed by those surveyed were related to
the Citation III flap, environmental conditioning and horizontal
tail anti-icing systems, although the electrical
and anti-ice/deice systems in general drew critical comments.
At the same time, Cessna’s product-support
efforts, in many cases extending beyond the 1,000-
hour aircraft warranty period, merited almost unanimous
praise.
And a strong correlation can be made between the
age of individual aircraft (as reflected by serial number)
and the frequency and perceived severity of problems
experienced. Cessna explained this by pointing out that
as defects and potential shortcomings have been discerned
at company-owned or company-authorized service
centers, every effort has been made to incorporate
fixes into the production process.
All of the aircraft included in the users’ survey were
configured in seven-passenger plus lavatory seating
arrangement; about half were equipped with electronic
flight instrument systems (EFIS), the majority Sperrymade
since that is the primary optional installation, but
with Bendix and Collins also represented; and some 60
percent had a factory-installed APU. All aircraft prior to
Serial Number 100 were equipped with Sundstrand
air-cycle machines; one to provide cockpit environmental
conditioning and a second identical machine to cool
and heat the passenger cabin. From Serial Number
100 on, those units have been replaced with larger,
higher-capacity Hamilton Standard air-cycle machines.
Several survey respondents indicated that the primary
incentives to select the Citation III over competitive aircraft
were acquisition cost, along with cabin space,
promised operating economy, speed and range.
Among nine executive jets listed in B/CA’s 1987 Planning
and Purchasing Handbook that could be considered
as market competitors, however, the Cessna
Model 650 was estimated as the third most expensive,
when comparably equipped.
In terms of certified ceiling, true airspeed and fuel
flow, the Citation III equaled or exceeded the capabilities
of most of that competition, on paper at least. From
the real-world aspect, however, several of the operators
expressed disappointment with the Citation III’s range
COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

P ilot
Report
and second-segment climb abilities.
“The aircraft manual claims the Citation III has a
range of 2,540 nm with NBAA IFR reserve fuel,” noted
one operator, “but I’d be uncomfortable in attempting
any nonstop flight of more than 2,100 nm if I had much
of a payload aboard.” He and several others suggested
that from a practical standpoint an 1,800 nm maximum
IFR range would be more reasonable for flight
planning purposes. (B/ CA computed an NBAA IFR
range of 2,094 nm with four passengers in our April
1987 Handbook).
Some of the more experienced Citation III operators
also were critical of what they regard as the hot-day,
high-altitude limitations of the aircraft. Said one: “A 95
degrees F day in Denver is going to cost as much as
4,000 pounds in useful load, and our company officers
can get pretty upset when an airplane they bought for
its speed and range cannot make either the East Coast
or West Coast without having to land to refuel en
route.”
THE ATTRIBUTES
Generally, though, crew satisfaction with the aircraft’s
performance and handling characteristics far outweighed
any dislikes expressed. Among features mentioned
as best-liked were the Citation III’s:
Speed and altitude capabilities— (a cruise of 0.81
to 0.83 Mach and MMO of 0.851, with a 51,000-foot
service ceiling and optimum flight altitudes of FL 370 to
FL 450 achieved without step-climbing.
Trouble-free, dependable powerplants—Surprisingly,
not one operator interviewed by B/CA reported any
significant engine problems.
Operational flexibility—Thirty-minute missions were
reportedly performed almost as economically as those
of 1,000 to 1,500 nm, where the superior speed and
stability of the aircraft were said to cause it to really
shine.
Operational simplicity—Operators noted the ease
with which the Citation III can be hand-flown with the
autopilot and yaw damper disengaged, and one pilot
remarked, “Start-up and shutdown procedures are so
uncomplicated that I feel like I must be forgetting something.”
Specific fuel consumption—Over 1,000-nm stages
the Citation III will use about the same amount of fuel as
the smaller Citation II because it will complete the trip in
less time, several operators said.
Speed margins and landing capabilities—Operators
like the broad latitude between the minimum speed
and stall speed, and the invariably good landings that
result from the trailing-link gear.
Interior size and noise levels— Stand-up cabin
room, spaciousness of the cockpit, the airplane’s quietness
inside and out, and the overall level of interior
decor and comfort are appreciated by Citation III operators.
The APU, which in later units is certified for operation
in flight.
Separate environmental control units for the cockpit
and cabin.
Ample baggage space and weight capacity.
Worth noting is the fact that the majority of operators
contacted fell into one of two categories. Either their
companies were traditional users of Cessna products
and they had stepped up from smaller Citation models,
or they had changed over from Learjet 20 or 30 series
aircraft. In either case, both flight crews and passengers
were pleased with the added space and comfort
afforded by the Citation III. A flight department manager
whose firm replaced two Gulfstream Is with Citation
IIIs, another who replaced a Sabreliner 60 and one
who traded a Falcon 20 for the Citation III all reported
that their passengers were less impressed by the cabin
size than by the new aircraft’s low noise level and
greater speed.
THE DOWNSIDE
Features of the Citation III cited as least liked included:
Its inability to deliver the claimed transcontinental
nonstop range— When pressed, most operators admitted
the range is adequate for their typical stage lengths,
but an added 500 nm of capability would greatly
enhance the Citation III’s value, one contended.
System and component problems—Difficulties with
the heating and cooling system, hydraulic, pneumatic
and fuel valve, connectors, anti-ice/ deice components
and electrical wiring bundles, which allegedly are
installed in a manner that impedes troubleshooting and
service functions.
Quality control and spare parts inventories at Cessna’s
Citation service centers—Several operators
charged that the centers lack uniformity in both procedures
and quality. “I’ve dealt with almost every Citation
center in North America,” said one, “and while I’ve
found the personnel at most of them to be obliging,
their work has run the gamut from excellent to unsatisfactory.
The only consistency I’ve seen is a common
lack of needed spares in inventory.”
Failure or malfunction of MEL dispatch items like
flaps, certain instruments, stabilizer anti-ice blankets
and valves—Noted the operator of an early production
unit: “Cessna cannot have made any money on our aircraft
because of the time and parts provided under warranty.
At the same time, there has been a cost to us in
having to dispatch another airplane to transport stranded
passengers.”
Unsatisfactory maintenance access to many critical
COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

P ilot
Report
and short-lived components—A flight department manager
reported that anti-ice pilot/slave valves on his aircraft
were failing at about two-week intervals and to
replace them required removal of the engine thrust
reversers, a two-day job in itself.
Difficulty in troubleshooting electrical system-related
problems—Several of those operators interviewed
attributed miscellaneous component difficulties to the
electrical system, and one recalled taking his aircraft to
the Wichita Citation service center three times before
the cause of an instrument malfunction finally was isolated
as a chafed wire bundle. “When they put the Citation
III together, it seems like they wanted it to stay just
the way they built it,” said the maintenance chief of
another operation.
Remote location of the circuitbreaker box where
the flight crew cannot get at it in flight—A pilot noted
that the aircraft operators manual requires that the airplane
be landed immediately if the circuit-breaker warning
light illuminates. On one occasion, he said, a
passenger cabin stereo set anomaly led to an aborted
takeoff run, and on another a malfunction in the lavatory
flushing system resulted in an unscheduled landing.
Bleed-air performance and noise—Operators cited
the inadequate windshield defogging ability of the
bleed-air system and noise created by the windshield
fan, which can interfere with radio communication during
critical phases of flight.
A cruise climb rate that contrasts with the aircraft’s
otherwise outstanding high-performance characteristics—
In a head-to-head comparison between a Learjet
35 and the Citation III on trips of an hour or less, the
modest climb rate of the Citation III offsets its superior
en route speed, claimed a manager whose department
operates both models.
Repeated APU failures—Several operators have
experienced numerous APU breakdowns and feel that
there is a need for correction of a suspected link
between the APU and the air-cycle machines that precipitates
failure of the latter.
Despite the length of this squawk list, a surprising
number of operators insisted that they had experienced
relatively fewer serious problems with the Citation III
than they had anticipated, or than they had experienced
with other aircraft models. The most potentially
hazardous problem disclosed by the survey was one in
which fuel unporting from the wing tanks to the forward
fuselage tank could cause a nose-heavy condition on
landing approach, under certain conditions.
And virtually all of those contributing to the survey
agreed on three points:
(1) Overall, the Citation III meets or exceeds primary
performance specifications contained in the AOM;
(2) Cessna has been conscientious in its product-support
efforts;
(3) With time, the Citation III has become increasingly
more reliable, even though some problems still may
exist.
Among those who have tracked the dispatch reliability
rates most carefully, it was reported that mechanical
situations have resulted more in flight schedule delays
than in cancellations, and trip completion rates were
computed in the 97 to 99.9 percent range.
CESSNA’S SOLUTIONS
What Cessna has done in response to specific complaints
was relayed from Citation III program engineers
by David W. Carter, director of marketing communications.
A major effort and the subject of many of the SBs
that have been issued, he disclosed, has focused on
refinement of subsystems arrangement, maintenance
accessibility and inspection schedules.
One significant advance was a landing gear and
brake modification program that permitted increased
ramp, takeoff and landing weights. Another was
improvement of the APU installation that reportedly has
resulted in fewer problems both with that unit and the
air-cycle machines. Another was re-engineering of the
wing flap control and asymmetric brake systems that
has minimized reports of flap freeze situations, Cessna
claimed.
Still another was a change in air-cycle machine vendors
and refinements to the earlier air-cycle units that
are reported to have radically reduced unscheduled
removals. In August, Cessna acknowledged that discussions
were being held with prospective new suppliers of
subsystem control valves. In addition, the vendor for the
Citation III anti-ice/deice systems reportedly has made
several significant improvements in its products.
Plans also were in the mill in August to fine-tune the
entire electrical system by redesigning some junction
boxes and eliminating others, Carter revealed, and a
“bagged” noise insulation modification has been made
available for Citation III operators whose aircraft may
need further silencing treatment.
No changes are currently planned, however, for the
aircraft’s unique hydraulic swage fittings or for conversion
from the non-corrosive hydraulic fluid now used,
according to Carter. Neither is there any project in process
to change the windscreen bleed-air defogging
mechanism.
Carter indicated that Cessna engineers expressed surprise
when informed that the bleed-air system and
defogging fan in combination caused noise interference
with radio communication. This complaint was mentioned
by several of the operators interviewed, however,
so it must be assumed that it has some validity.
Most of the post-certification improvements devised
COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES ALL RIGHTS RESERVED

P ilot
Report
for the Citation III—with the notable exception of the
air-cycle machines— can be retrofitted on early units,
Carter said. In his opinion, that should enable those aircraft
to be upgraded to a state of product maturity
equal to that of current production units.
Cessna has been aware of inadequacies in its service
center structure and has been working hard to overcome
them, Carter added. Efforts are underway now to
both beef up parts inventories at the centers and to train
their personnel to more effectively incorporate product
improvements and modifications into Citation III inspection
programs, he claimed.
Several of B/CA’s survey respondents cautioned,
however, that flight departments considering acquisition
of a used Model 650 would be well-advised to investigate
thoroughly the structural impact that some of the
later modifications might have on earlier airframes and
systems (those aircraft preceding serial number 50 or
75).
Cessna indicated that the Citation III had “reached
full maturity” at or near completion of the 100th production
unit and that it expects complaints to dwindle. But
Cessna’s promise was that each will be given the same
high level of product support as the company has
attempted to provide in the past.
Despite its rash of introductory hiccups, the Cessna
Citation III obviously has filled a market need. And as
long as speed and ease of handling remain important
to prospective customers, the Citation III should continue
to enlarge upon its past success. B/CA
COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES ALL RIGHTS RESERVED