Cessna Citation II: The 'Family Truckster'

塞斯纳引文II：“家庭卡车司机”

Here’s one example of what the current tight used-bizjet market has wrought: an eight-passenger 1984 Cessna Citation II—with almost run-out engines—is for sale for just $299,000. That equates to monthly payments of only $1,900—about what you’d pay to rent an upscale one-bedroom apartment in Albuquerque, New Mexico.

这里有一个例子可以说明目前紧张的二手商务飞机市场所带来的影响：一架八人座的1984年赛斯纳Citation II--发动机几乎耗尽--仅以29.9万美元的价格出售。这相当于每月只需支付1900美元--大约是你在新墨西哥州阿尔伯克基市租一个高档一室公寓的费用。

The former Customs and Border Protection aircraft has 11,800 hours of total time on the airframe and a couple hundred hours left on the engines. It comes with a stock executive interior—but it’s not installed, and some assembly is required. You’ll also need to replace the windshield. In addition, several phase inspections are coming due.

这架前海关和边境保护局的飞机的机身总时间为11800小时，发动机还有几百小时。它有一个库存的行政内饰，但它没有安装，需要一些组装。你还需要更换挡风玻璃。此外，几个阶段的检查也即将到期。

A few years ago, an airplane like this would have been sent to the boneyard and parted out. Or it might be acquired for a one-shot smuggling mission or sent to a country where maintenance inspection is an unknown concept. But in February, it sat in a Dexter, Michigan hangar where it was being offered for sale by Herron Aviation, after having been picked up at a government auction in Florida last year. The aircraft just recently made it through the months-long FAA registration gauntlet and, at this writing, has been on the market for a little less than a week. Photos that accompany the online listing show an aircraft that looks like a barn find. In a normal market, a buyer wouldn’t look twice.

几年前，像这样的飞机会被送去修理厂并被拆散。或者它可能被收购用于一次性的走私任务，或者被送到一个维修检查是一个未知概念的国家。但是今年2月，它坐在密歇根州德克斯特的一个机库里，由赫伦航空提供出售，而它是去年在佛罗里达州的一次政府拍卖中被选中的。这架飞机最近刚刚通过了长达数月的联邦航空局的注册，在写这篇文章时，它在市场上的时间还不到一个星期。网上挂出的照片显示，这架飞机看起来就像一个谷仓里找到的。在一个正常的市场，买家不会多看一眼。

Yet, over just a few days, company principal Brian Herron received more than 30 calls from potential buyers. By the time you read this, the aircraft likely will have been sold for close to the asking price.

然而，在短短几天内，公司负责人布莱恩-赫伦收到了30多个潜在买家的电话。当你看到这篇文章时，这架飞机很可能已经以接近要价的价格售出。

Skipping Pre-buy Inspections

跳过购买前检验

Herron specializes in acquiring and remarketing what he calls “variable” aircraft. And the demand for those aircraft is booming, with customers sometimes eschewing pre-buy inspections and even snapping up aircraft with missing logs. “In a regular market, you wouldn’t see much demand for Citation IIs, but they’re selling,” said Herron.

赫伦专门从事收购和再销售他所谓的 "可变 "飞机。而对这些飞机的需求正在蓬勃发展，客户有时会放弃购买前的检查，甚至会抢购缺少日志的飞机。"赫伦说："在一个正常的市场中，你不会看到对Citation II的需求，但它们正在销售。

That is, when you can find one. More people who already have them are hanging onto them, said Phil Stearns, director of sales and marketing for Stevens Aviation, a major third-party maintenance and modification provider for Citation jets. Stearns calls the Citation II the “Family Truckster,” a reference to a fictitious, aesthetically challenged station wagon featured in the 1983 comedy movie, National Lampoon’s Vacation.

也就是说，如果你能找到一架的话。史蒂文斯航空的销售和营销总监菲尔-斯泰恩斯说，他是Citation喷气机的主要第三方维护和改装供应商。斯特恩斯称Citation II为“家庭卡车司机”，指的是1983年喜剧电影《国家讽刺的假期》中的一款虚构的、有审美问题的旅行车。

“The value of the aircraft is basically the time left on the motors,” said Stearns. But increasingly, people are keeping them. “If you’re in the aircraft, it fits your mission. It’s paid for at this point in its life and likely [fully depreciated]. It’s the Family Truckster and you’re going to keep running this thing. You can turn up $700,000 or $800,000 for a set of motors when it comes time for that thing. Or you could try and find a [newer] airplane—and good luck to you. It’s just a goofy market right now.”

斯特恩斯说："飞机的价值基本上就是马达的剩余时间。但是，越来越多的人在保留它们。"如果你在飞机上，它适合你的任务。它在其生命的这一点上是有偿的，而且很可能[完全折旧]。它是家庭卡车，你要继续运行这个东西。你可以拿出70万或80万美元来购买一套发动机，当它出现的时候。或者你可以试着找一架[较新的]飞机--祝你好运。现在这只是一个愚蠢的市场"。

And that market is keeping the Citation II relevant.

这个市场让Citation II保持了相关性。

Cessna manufactured the airplane between 1978 and 2006 in four main variants—II, IISP, SII, and Bravo—and several aftermarket remanufacturing/re-engine programs were available for the aircraft—the Super II and Super S-II from Sierra Industries and the Clifford Series 550 from the Clifford Development Group. Altogether, nearly 1,200 Citation 550 family series aircraft were built. With its good short-runway performance—less than 4,000 feet required in most situations—and better comparable speed, the Citation II did more than any other business jet to substantially reduce the market appeal of twin-turboprop business aircraft. In its wake, one by one production ended on business turboprop twins made by Mitsubishi, Aero Commander, Piper, and Fairchild/Swearingen. Only the Beechcraft King Air remained in production. With a cruising speed of 385 knots, it was only marginally faster than these propeller aircraft on most trips under 500 nautical miles but cruised at higher altitudes (ceiling 43,000 feet) and provided a cabin with less vibration for the passengers. There was also the cache and appeal of jet travel.

赛斯纳公司在1978年至2006年期间生产了四种主要机型--II、IISP、SII和Bravo--并且为该飞机提供了几种售后再制造/再发动机项目--塞拉工业公司的超级II和超级S-II以及克利福德发展集团的克利福德550系列。总共制造了近1200架Citation 550系列飞机。凭借其良好的短跑道性能--在大多数情况下所需的高度低于4000英尺--以及更好的可比速度，引力II比任何其他公务机都更能大幅降低双涡轮螺旋桨公务机的市场吸引力。在它的影响下，三菱、Aero Commander、Piper和Fairchild/Swearingen生产的双涡轮螺旋桨公务机一个接一个地停产。只有Beechcraft King Air仍在生产。它的巡航速度为385节，在500海里以下的大多数行程中，它只比这些螺旋桨飞机快一点，但在更高的高度（上限为43,000英尺）巡航，并为乘客提供一个振动较小的机舱。还有就是喷气机旅行的魅力和吸引力。

The impact of the Citation II family on worldwide business aviation cannot be understated, either for its maker or its customers. Early on, it brought dozens of Part 135 charter operators into the jet age. The Citation II line, specifically the S/II, formed the backbone of the initial fleet of fractional ownership pioneer NetJets, both in the U.S. and Europe, in the 1980s and 1990s, and numerous smaller fractional and shared ownership operators. And its design was modified and morphed into numerous succeeding models by Cessna—the Citation V, Ultra, Excel, and XLS/XLS+—which collectively account for more than 1,500 aircraft.

Citation II系列对全球商务航空的影响是不可低估的，无论是对其制造商还是其客户。在早期，它将几十个135部的包机运营商带入了喷气机时代。奖状II系列，特别是S/II，在20世纪80年代和90年代构成了美国和欧洲的部分所有权先驱NetJets的初始机队的骨干，以及众多较小的部分所有权和共享所有权运营商。它的设计被修改并演变成赛斯纳的众多后续机型--Citation V、Ultra、Excel和XLS/XLS+--它们总共有1500多架。

The Original Model Is Most Popular

原创车型最受欢迎

Within the entire Citation II lineage, the original Citation II, manufactured between 1978 and 1994, has been the most popular. It features a three-foot, nine-inch fuselage stretch and a three-foot, six-inch cabin extension from the original Citation I, creating room for two extra passengers, and a wider wingspan, allowing for 198 gallons of additional fuel. Compared with the engines on the Citation I, the II’s Pratt & Whitney JT15D-4 engines each deliver 600 pounds of additional thrust. Cruising at 375 knots, the II has a range of 1,200 nm with IFR reserves. Real-world cruising speed is closer to 350 knots.

在整个在整个 Citation II系列中，1978年至1994年间生产的原始奖状II一直是最受欢迎的。它的特点是在原来的引力一号的基础上，机身扩展了三英尺九英寸，机舱扩展了三英尺六英寸，为两名额外的乘客创造了空间，而且翼展更宽，可以增加198加仑的燃料。与引力一号的发动机相比，引力二号的普惠公司JT15D-4发动机每台可提供600磅的额外推力。以375节的速度巡航，二代机的航程为1200海里，有IFR储备。现实世界的巡航速度更接近350节。

Typical cabin layouts feature a two-place, side-facing divan opposite the aircraft entry door followed by six individual executive seats. Legroom in the first four of these, arranged in a facing club-four configuration, is more generous than in the two most aft seats. Between the first four and last two seats, the wing spar also intrudes into the cabin aisle, so watch your step. A blue water lav with a closing privacy door is behind the seats in the rear cabin. By contemporary standards, the cabin is not capacious, measuring 15 feet, nine inches long, four feet, eight inches wide, and four feet, seven inches tall—counting the trenched center aisle. With seats full, passengers need to pack light.

典型的客舱布局是在飞机入口门对面有一个双位的、侧向的长椅，然后是六个独立的行政座椅。其中前四个座位的腿部空间，以面对面的 "俱乐部四 "配置排列，比最后面的两个座位更宽敞。在前四个和最后两个座位之间，机翼支柱也侵入了机舱过道，所以要注意你的脚步。在后舱的座位后面有一个带关闭隐私门的蓝水盥洗室。按照当代标准，机舱并不宽敞，长15英尺9英寸，宽4英尺8英寸，高4英尺7英寸--算上开槽的中央过道。由于座位已满，乘客需要轻装上阵。

The II was certified to the more stringent Part 25 FAA standards and requires two pilots. However, the II/SP (Model 551, produced between 1978 and 1987) can be flown single-pilot. The II/SP aircraft requires a different type rating, has a slightly different instrument panel and an 800-pounds-lighter maximum takeoff weight, down to 12,500 pounds, to bring it into Part 23 parameters. The II’s straight-leg, wide-stance main landing gear is not forgiving of ham-handed landings and the turning radius on the ramp is a bit wider than that of its contemporaries. The SII (produced 1984-1988) can also be flown single-pilot. Featuring tweaked engines and a reworked wing that can hold an extra 120 gallons of fuel, the SII offers a maximum cruise speed of 400 knots and a range of almost 2,000 nm.

II型飞机是按照更严格的联邦航空局第25部分标准认证的，需要两名飞行员。然而，II/SP（551型，1978至1987年间生产）可以单人驾驶。II/SP飞机需要一个不同的型号等级，有一个略微不同的仪表盘，最大起飞重量轻了800磅，降至12,500磅，以使其进入23部参数。二代机的直腿宽体主起落架对笨重的着陆并不宽容，坡道上的转弯半径也比同时代的飞机要宽一些。SII（1984-1988年生产）也可以进行单人驾驶。SII采用了经过调整的发动机和重新设计的机翼，可以多容纳120加仑的燃料，其最大巡航速度为400节，航程近2000海里。

Required maintenance phase inspections are pricey events. The Phase V must be completed every three years or 1,200 hours. It can easily cost more than what you paid for the airplane. Similarly, the engine TBO for the Pratts is 3,500 hours; however, that can be extended to up to 5,200 hours “on condition,” provided the engines are enrolled in an approved monitoring and inspection program.

必要的维护阶段检查是昂贵的活动。第五阶段必须每三年或1,200小时完成。它的费用很容易超过你购买飞机的费用。同样，普拉特飞机的发动机TBO是3500小时；然而，只要发动机参加了经批准的监测和检查计划，就可以延长到5200小时，"有条件"。

The aftermarket modification programs from Sierra and Clifford replaced the Pratt engines with those from Williams, boosting cruise speed and takeoff weight while cutting climb times and fuel consumption. Priced from $1.6 million to more than $2 million, they long ago stopped making sense for a market where the majority of inventory for sale is priced under $1.5 million; however, aircraft so equipped command a premium price. Similarly, any cabin upgrade beyond a simple re-cover of the soft goods likely will be money lost.

塞拉和克利福德的售后改装计划用威廉姆斯公司的发动机取代了普拉特公司的发动机，提高了巡航速度和起飞重量，同时减少了爬升时间和油耗。价格从160万美元到200多万美元不等，对于大多数待售库存价格低于150万美元的市场来说，它们早就没有意义了；然而，如此装备的飞机却能获得高价。同样，除了简单的重新覆盖软质材料外，任何机舱升级都可能会损失金钱。

Then again, it’s a “goofy market.” Because it is, the flying “Family Truckster” soldiers on.

话说回来，这是一个 "愚蠢的市场"。正因为如此，飞行的 "家庭卡车 "才会继续存在。