A while back, I created a chart that attempted to “normalize” some of the range and speed claims of various aircraft. I did this by using Foreflight, using max cruise (or recommended cruise if one was published) figures. Foreflight uses book numbers to develop their performance numbers, and using book numbers helped to eliminate some of the anecdotal claims often made by owner pilots.

To normalize a fuel reserve, I determined the fuel burn for a 200 nm flight, takeoff to landing, at the most efficient altitude, but still using max cruise. The resultant fuel burn was what I used for a fuel reserve in my max range calculation. I did not attempt to determine the range at speeds lower than max/recommended cruise.

All of the numbers were done at ISA temps, at the most fuel efficient max cruise altitude, with zero wind, at max gross takeoff weight. Based on the above criteria, I get the following:

M2 - 1,242 NM @ FL410
CJ2 - 1,490 NM @ FL450
CJ3+ - 1,759 NM @ FL450

Speeds over a 1,000 nm trip, using the same criteria, were 2:45 for M2 and CJ2, with the 3+ being about 7 minutes faster. Fuel burns over a 1,000 NM trip were 319 for the M2, 338 for the CJ2, and 353 for the CJ3+.

I did not do numbers for a CJ2+. A CJ3 and a CJ3+ would be the same.

A while back, I created a chart that attempted to “normalize” some of the range and speed claims of various aircraft. I did this by using Foreflight, using max cruise (or recommended cruise if one was published) figures. Foreflight uses book numbers to develop their performance numbers, and using book numbers helped to eliminate some of the anecdotal claims often made by owner pilots.

To normalize a fuel reserve, I determined the fuel burn for a 200 nm flight, takeoff to landing, at the most efficient altitude, but still using max cruise. The resultant fuel burn was what I used for a fuel reserve in my max range calculation. I did not attempt to determine the range at speeds lower than max/recommended cruise.

All of the numbers were done at ISA temps, at the most fuel efficient max cruise altitude, with zero wind, at max gross takeoff weight. Based on the above criteria, I get the following:

M2 - 1,242 NM @ FL410
CJ2 - 1,490 NM @ FL450
CJ3+ - 1,759 NM @ FL450

Speeds over a 1,000 nm trip, using the same criteria, were 2:45 for M2 and CJ2, with the 3+ being about 7 minutes faster. Fuel burns over a 1,000 NM trip were 319 for the M2, 338 for the CJ2, and 353 for the CJ3+.

I did not do numbers for a CJ2+. A CJ3 and a CJ3+ would be the same.

Empty weights from our fleet:

CJ w/ G600TXI Upgrade: 6,528
CJ2: 7,695
CJ2+: 7,842
CJ3+: 8,357
M2: 6,823

I've found it hard to give "ranges" on any plane. There are so many factors it's hard to pin any number down. Aside from weights/altitudes, headwinds/tailwinds a large limiting factor could be which type of airports are you operating between? If you are brought down low 200 miles out as in the NYC area or often Chicago, that greatly limits your range. Alternatively being held low on departure will eat up gas. If I'm going somewhere remote I'm not going in with min fuel in the event I need a diversion. I don't want my decision to continue to be made by dwindling fuel.

In any of those examples on paper you may be able to stretch your range to fit but in practice that reserve could quickly get eaten up.

There was one that was modified - and I own it. Spectacular aircraft. Just my mission has changed quite a bit shaving approximately 500nm off my flights.

-Jason

For sure... came back the other week in the M2 non-stop from SLC area to Western PA.
1,458 nautical miles, landed with over 900# of fuel. Farthest we have gone and tried to stretch it,

As folks have pointed out, book ranges kind of go out the window when winds, temps, changes in routings, being kept down low, etc come into play.

I would hazard that best way to guesstimate relative ranges is to just take the book ranges given for different planes and ratio them. Book range for M2 per Textron is 1,550 nm with 45min fuel reserve, I believe around 700# down low. Book range for CJ3+ is 2,040nm. So would ballpark it and guess than on any given day, the CJ3+ can to 30% farther than the M2 for any given set of temps, winds, etc., without refueling.

There has to be a citation range comparison out there somewhere. It’s very difficult to find consistent information.

I have been looking for an upgrade and can’t get real solid info on range of all Citation aircraft.

Maybe someone can load all of the performance data into a AI and have to output data based on the same variables.

Mike

Subtract about 250-300 miles from the advertised range (zero wind) which is based on, let's just call it, a "unique" flight profile.

Textron advertises the maximum range on their website for each model which is actually the "maximum ferry range" based on single pilot, no pax, no bags, long range cruise, with NBAA IFR reserves and a 100 nm alternate. If you look at the Textron Specification and Description document for each respective model, the NBAA IFR range is more realistic and is based on maximum weight, full fuel payload, single pilot, high speed cruise, and a 100 nm alternate.

For the M2, this realistic range is published at 1,360 nm. For the CJ3+, it is listed at 1,865 nm. The CJ4 is listed at 1,910 nm. This is a bit more realistic although even those numbers may be 150 nm more than what I would flight plan or expect.

In my experience, anything more than 1,250 nm (zero wind) in the M2 is going to be a stretch. But I always liked landing with 60 minutes of fuel.

That’s my point. Too many variables and too many biases to be true and fair.

Trying to compare V, Ultra, and Encore to my Eagle II and can’t find good data to compare.

Mike

The biggest variable is the pilot.

My V can be 1800 nm or it can be 1100 nm, it depends on how you fly it. You want to go far? Fly as high as you can and use long range cruise power. You want to go fast? Fly about FL340 and use max thrust. You can't do both.

Mike C.

So true. Plan the same trip on the same day at the same time on FltPlan.com for each airplane and compare. Then, as you stated, all of the variables kick in. Grrr


Robert T

There is no Citation V profile on fltplan.com (or at least, there wasn't), so I use the Ultra profile.

I find it over estimates my usage by about 10% or so, so it is conservative for me.

Here is an example flight:

https://www.flightaware.com/live/flight ... /KOWB/CYYC

Bucking a 20-35 knot headwind, used 4150 lbs fuel (of 5800 total). 1407 nm flown. I could have gone to 1700 nm easily (another 45-50 minutes cruise) and have good reserves.

Started at FL400, then went to FL430. Not MCT or LRC, about halfway between them.

If I go higher sooner, fly exactly LRC, probably can get to 1800 nm. For sure with no wind. I tend not to use FL430 and FL450, but they can be used and it does help with fuel flow and often lowers headwinds, too. My charts say my plane won't climb to FL450 at max gross directly at ISA, but it feels like it could. I haven't tried and expect it to be slow. Might be better fuel economy to fly at a lower altitude briefly to speed up and then climb. if you get at a high AOA in the 40s, you end up draggy and it takes a long time to accelerate.

Mike C.

I have flown a CJ2+ from Reykjavik to Goose Bay into ~40 knot headwind in 4.0 hours, max fuel, direct to FL430, a hair under MCT. I landed with 800lbs (~1 hour at a low cruise setting). About 1,350NM with routing into the wind. We thought about going to FL450 but it wasn't available most of the flight due to traffic. 4.0 hours is about as far as the CJ2 / CJ2+ can really go without pulling the power way back, but in still air that can get you 1500NM.

CJ2 I've done 3.5 from Nassau to STL into the wind with a young family on board.

One of our pilots made it back from Tahoe - STL home non-stop with 4 men on board at FL450 in 3.8 hours, 1,400NM in the straight CJ2.

Last week in the straight CJ2 I barely made it back non-stop from MIA-STL into a headwind in 3.1 hours but I had 5 large pax on board and I was held down for 15 minutes out of TBM.

The CJ3+ will frequently do STL-Honduras/Guatemala/El Salvador non-stop both ways which is about 1,550NM.

Our managed M2 used to come back non-stop from MIA - STL in nearly all winds but it was just 1-3 people on board, much more than that you'd be stopping.

I still find it nearly impossible to give an exact range figure on any of these planes. A window of 900NM with a full boat into an average headwind in the CJ2 to 1600NM+ with a tailwind are all realistic scenarios I've been on.