Stretched from the Citation I, the Model 550 was announced in September 1976, first flew on January 31, 1977, and was certified in March 1978.
The II/SP is a single pilot version, the improved S/II first flew on February 14, 1984 and the Citation Bravo, a stretched S/II with new avionics and more powerful P&WC PW530A turbofans, first flew on April 25, 1995. The United States Navy adopted a version of the S/II as the T-47A.
Production ceased in 2006 after 1,184 of all variants were delivered.
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 Template:Cvt at altitude.[1] The II stretches the Citation I fuselage by 1.14m (3 ft 9in), increasing seating capacity to ten (two pilots and eight passengers) and gross weight to Template:Cvt.
Wingspan was increased by Template:Cvt, fuel capacity was increased from Template:Cvt to Template:Cvt, and more powerful, Template:CvtPratt & Whitney Canada JT15D-4 engines were installed for a higher cruise speed of Template:Cvt and a longer range of Template:Cvt.[2]Template:Sfn The cabin interior was also redesigned to increase headroom by Template:Cvt.Template:Sfn
The stretched Citation was announced in September 1976, it first flew on January 31, 1977, and FAA certification was awarded in March 1978.[2] The II/SP (Model 551) is the single pilot version, type certificated to slightly less stringent FAR Part 23 standards, with a slightly reduced maximum takeoff weight (MTOW) at Template:Cvt and minor changes in cockpit equipment. As the II and II/SP are otherwise largely similar, the Template:Cvt 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. Both the II and II/SP require special training to be operated by a single pilot.[1] A total of 688 II and II/SP aircraft were delivered.[3]
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.
It gained a supercritical airfoil with swept wing roots, aileron and flap gap seals, and a fluid deicing system instead of the pneumatic deicing boots used on earlier Citations.[1][2]Template:Sfn
To further reduce drag, the fuselage and engine nacelle pylons were redesigned, and nacelle fairings were added.[1]Template:Sfn Fuel capacity was increased by Template:Cvt. The result of the improvements was a cruise speed of Template:Cvt—exceeding 400 kn, felt to be an important marketing benchmark by Cessna—and a range of Template:Cvt with a 45-minute fuel reserve.Template:Sfn
The improved Template:Cvt JT15D-4B engines had higher temperature-rated components, allowing more thrust at higher altitudes.[1]
The S/II replaced the II from 1984, but some potential buyers objected to the sharp price increase from Template:Currency for the II to $3.3M for the S/II, prompting Cessna to reintroduce the II[1] in late 1985; both were built until the Bravo was introduced.[2] Deliveries of the S/II amounted to 160, including fifteen T-47A aircraft purchased by the U.S. Navy.[3]Template:Sfn 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.[1]
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.[4] 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.
The T-47A was a modified version of the Citation S/II (Model 552) for the U.S. Navy, featuring a Template:Cvt wingspan reduction and hydraulically boosted ailerons for improved maneuverability, Template:Cvt thrust JT15D-5 engines, a cockpit roof window for better pilot visibility during hard maneuvering, strengthened windshields for protection against bird strikes during high-speed low-altitude sorties, multiple radar consoles, and the AN/APQ-167 radar system.Template:Sfn[5] Intended to replace the North American T-39D as a radar systems trainer aircraft, fifteen aircraft were purchased in 1984 to train naval radar intercept officers.Template:Sfn
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, ten of the fifteen aircraft were destroyed when a roofing contractor accidentally set fire to a hangar at Forbes Field where the aircraft were being stored by Cessna. The five survivors were subsequently transferred to Cessna and other civil owners.[6]
Citation Bravo
The Citation Bravo first flew on April 25, 1995, was granted certification in August 1996, and was first delivered in February 1997.
It features new P&WC PW530A turbofans, modern Honeywell Primus EFIS avionics, a revised Citation Ultra interior and a trailing link main undercarriage.[2]
Production of the Bravo ceased in late 2006 after 336 had been delivered.[3]
Its more efficient PW530A generates 15% more thrust at takeoff and 23% more at altitude.
It burns Template:Cvt of fuel in the first hour, dropping to Template:Cvt the second hour cruising at Template:Cvt at FL410-430 and then Template:Cvt the third hour at Template:Cvt and FL450.
The engine overhaul every 4,000 hours cost $1 million or $275 at power by the Hour.
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 Citation CJ3.
The competing Beechjet 400A is roomier and faster but needs more fuel and more runway, while the compact Learjet 31A is faster but has less range. The faster and more expensive Citation V Ultra has a longer cabin but consumes more fuel.[7]
Upgrades
By December 2006, Clifford Development in Ohio had launched a program to re-engine Citation IIs with Template:CvtWilliams FJ44-3 engines for $1.9 million (~$Template:Format price in Template:Inflation/year).[8]
Clifford expected a STC within 12 months, 21% faster long-range cruise, 29% longer range, 34% better single-engine climb rate and 20% better fuel efficiency.[8]
By May 2007, Sierra Industries in Texas was also developing a similar modification, as 900 Citations qualify for it, directly as a broker and MRO provider, while Clifford should license its STC.[9]
In September 2008, the FAA granted a STC to Sierra Industries.[10]
The Super S-II made its first flight on September 26.[11]
The conversion cost $1.9 million in 2009, resulting in a $3.5-4.6 million value for a converted Citation II.[12]
Ceiling is increased from FL 410 to FL 430, reached directly in 25 min at max takeoff weight with a thrust increased from Template:Cvt each.[12]
Dual-channel FADEC allows a much lower residual thrust, eliminating the need for thrust reversers.[12]
Max fuel payload is bumped from Template:Cvt for the Citation II, and the S-II can carry Template:Cvt more than the initial Template:Cvt.[12]
Cruise speeds are faster by Template:Cvt for the 550, and by Template:Cvt for the Citation S-II.[12]
The converted 550 is 25% more fuel efficient than the JT15D-powered original at the same speed, and burns Template:Cvt of fuel per hour at Template:Cvt.[12]
The 550 Range is improved by Template:Cvt, and by Template:Cvt for the S550.[12]
The re-engined S550 can reach Template:Cvt at FL270.[13]
Clifford and its partner Stevens Aviation could also update the flight deck with Collins ProLine 21 avionics and refurbish the cabin.[14]
Clifford was touting a 14% faster optimum cruise speed, and a 32% lower fuel burn for the S550.[15]
Sierra was announcing a Template:CvtIFR/VFR range for the re-engined Super II; or a Template:Cvt IFR/VFR range for the re-engined Super S-II.[16]
By June 2012, Sierra Industries had re-engined 59 various Citations with FJ44s, among avionics retrofit and airframe modifications.[17]
Variants
Template:Visible anchor (Model 550), stretched development of the Model 500 with increased wingspan, fuel capacity and gross weight, first produced in 1978.Template:Sfn Initially replaced by the S/II in production, but was brought back and produced side by side with the S/II until the Bravo was introduced.[2][18]
Citation II/SP (Model 551), single-pilot version of Model 550 with reduced gross weight.[1][2][19]
Template:Visible anchor (Model S550), development of Model 550 introduced in 1984 featuring a supercritical wing with swept wing roots, increased fuel capacity, and various minor improvements. Initially replaced the II in production.[2][20]Template:Sfn
T-47A (Model 552), U.S. Navy radar systems trainer version of S/II with a shortened wingspan, strengthened windshields, cockpit roof windows, more powerful JT15D-5 engines, and military equipment.Template:Sfn
Citation Bravo (Model 550 Bravo),[3] updated S/II with new PW530A engines, landing gear and Primus 1000 avionics.[21]Script error: No such module "Unsubst".[22] The last Citation Bravo rolled off the production line in late 2006, ending a nearly 10-year production run of 337 aircraft.[23]
The Citation was also operated by at least one airline in scheduled passenger service, Enterprise Airlines in the U.S., from the late 1980s to 1990.[25][26]
Accidents and incidents
On September 4, 2022, in the 2022 Baltic Sea Cessna Citation crash, a Cessna 551 heading from Jerez, Spain, did not land at its intended destination, Cologne, Germany, but instead kept flying across Germany and the Baltic Sea where it eventually ran out of fuel and crashed in the sea off Ventspils, Latvia. The pilot had reported problems with air conditioning and pressurization early in the flight but later stopped responding to communications. A possible cause of the crash is that loss of cabin pressure rendered everyone on board unconscious.[27]
On May 22, 2025, a 1985 Cessna 551 heading from Teterboro Airport in New Jersey to Montgomery-Gibbs Executive Airport in San Diego, California crashed into military housing in the Murphy Canyon neighbourhood of San Diego, causing extensive fires and six casualties. The NTSB determined several factors that occurred prior to the crash including the pilot not discussing alternate airport weather conditions with the controller, lower than average elevation height during descent, as well as the destination airport’s weather data system and runway lights were not working. [28]
Hoyle, Craig. "World Air Forces Directory". Flight International, Vol. 182, No. 5370, 11–17 December 2012. pp. 40–64. Template:Catalog lookup linkScript error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn"..
Hoyle, Craig. "World Air Forces Directory". Flight International, Vol. 188, No. 5517, 8–14 December 2015. pp. 26–53. Template:Catalog lookup linkScript error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn"..
Hoyle, Craig, Farfad, Antoine. "World Air Forces Directory". Flight International, Vol. 196, No. 5715, 10–16 December 2019. pp. 26–54. Template:Catalog lookup linkScript error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn".Script error: No such module "check isxn"..
Lambert, Mark. Jane's All the World's Aircraft 1993–94. Coulsdon, UK: Jane's Data Division, 1993. Template:ISBN.
