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Aviation History
2001
2001 - 0124.PDF
FLIGHT rest Right: The CJ1 features Cessna's trailing-link main-gear configuration. Far right: The interior features club-arranged main-cabin seats. Below: The aft luggage compartment gives access to the cabin environmental control equipment as •well as to the battery It presumably helps protect the engines from compressor stalls at high AoA. Clean, at 16,000ft, the stickshaker operated at lOOkt and the stall occurred at 93kt and an AoA of about 0.85. With undercarriage down and flap 35° the figures were 87kt stickshaker, 82kt stall and AoA about 0.93. Aileron and rud der remained effective down to die stall which was benign and predictable. Finally, a coupled approach to an instrument landing system approach and some visual cir cuits (traffic patterns) were flown. The auto pilot flew die aircraft accurately and smoothly, and speed regulation by the pilot using the thrust levers was straight forward. This aircraft has the optional Universal TJNS-1K flight management system with its control display unit conveniently placed on the centre console. Similarly, the autopilot mode selection, and the altitude and heading set knobs are in die centre console. Radio and navigation frequencies are easily selected via die stack of controllers to the right of the central instrument panel. Basic mode selection on bodi die PFD and MFD is via bezel-mounted keys (or press-to-select buttons) and the dis plays diemselves are relatively large, easy to read and uncluttered. THRUST ATTENUATORS The CJ1 has hydraulically-operated, electrical ly-controlled flaps. There is a take-off and approach position of 15° and a full flap position of 3 5°. There is an additional ground flaps posi tion of 60° for extra drag on die landing roll and for use on the ground only. Any intermediate position between 0° and 35° can be selected. The engines have dirust attenuators (not a full thrust reverse system). They are vertical paddles which normally align diemselves behind the engine alongside the engine pylon. When selected, the paddles swing outboard across the jet eflux. They are hydraulically oper ated and deploy automatically when the thrust levers are idle, the aircraft on the ground and die selection switch pre-set to AUTO. The landing threshold speed for weight (VRef) was 104kt. The CJ1 was easy to land, behaved nicely in ground effect and had a compliant, forgiving main undercarriage. The wheel brakes, ground flaps and thrust attenua tors combined well to kill the lift once on the runway and slow the aircraft effectively. The CJ 1 was a particularly engaging aircraft to fly, with excellent handling qualities, simple systems, adequate performance and integrated avionics - all of which enhanced die single-pilot capability while in no way diminishing the plea sure of two-pilot operation. • CITATION CJ1 SPECIFICATIONS ^<=^s Length overall 12.98m Op weight empty 2,864kg Wing span overall 14.26m Max fuel weight 1,460kg Height overall 4.2m Max payload 1,898kg Powerplant 2 x Williams-Rolls FJ44-1A MTOW 4,717kg Power (each) l,900lbs thrust Range 2,750km 30 FLIGHT INTERNATIONAL 9 - 15 January 2001
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