1993 Cessna 560 Citation V for Sale (N935JM)
Sold
Available now: 2001 Citation Bravo — $2,300,000
Aircraft Specifications
- Asking Price
- Sold
- Year
- 1993
- Model
- Cessna 560 Citation V
- Registration
- N935JM
Consultant's Notes
The short version
A 1993 Cessna 560 Citation V, registration N935JM. Straight wing, two Pratt & Whitney Canada JT15D engines, CE-500 type rating.
This aircraft has been sold. The page stays up because what follows is about something no listing tells you: what a Citation V of this generation actually costs to own, and which line on the invoice decides whether it is a good buy or a bad one.
The purchase price is the small number
This is the single most useful thing to understand about buying a thirty-year-old jet, and almost every listing is silent on it.
Over five years of typical private use, the acquisition price is frequently not the largest number you will spend. Engine events, scheduled inspections and unscheduled maintenance can exceed it. Two Citation Vs advertised within a hundred thousand dollars of each other can differ by several times that in real cost of ownership, and nothing on the outside of the aircraft tells you which is which.
That is not an argument against the type. Citation Vs are honest, well-supported aircraft with deep parts availability and a shop network that knows them. It is an argument for reading the file before falling for the paint.
Where the money actually goes
Engines, first and by a distance. The JT15D is a mature, well-understood engine, and that is genuinely good news: parts exist, shops know it, and there are no exotic failure modes waiting for you. What varies enormously is whether the engines are covered.
On an hourly engine programme — Power Advantage, JSSI or similar — your engine cost becomes a known number per flight hour and a shop visit becomes somebody else's budget problem. Off programme, a hot section or an overhaul arrives as one invoice, in one month, and on this type it can be a meaningful fraction of what you paid for the aircraft.
Ask three questions and do not accept vague answers: Is there a programme? What exactly does it cover — full engine, or hot section only? What does it cost to transfer into your name? An aircraft off programme is not disqualified, but it should be priced as what it is.
Scheduled inspections, second. These airframes run on a documented inspection programme with phases falling at defined intervals. The expensive ones are predictable, which means they can be planned for — and it also means a seller knows perfectly well when the next big one falls. Ask for the inspection status report and read the due dates yourself.
Everything else, third. Avionics currency, RVSM, ADS-B, interior, paint. Real money, but rarely the number that changes the decision.
The trap: the cheapest example
The cheapest Citation V on the market is cheap for a reason, and the reason is almost never that the seller is generous.
It is usually off programme, or approaching a major inspection, or carrying deferred items, or all three. Buyers who shop on asking price alone find this out in month four, and the discovery is expensive precisely because it was avoidable.
The competent approach is to compare aircraft on total cost over your intended holding period, not on price. That means: purchase price, plus expected engine events in that window, plus scheduled inspections falling in that window, plus any avionics work the mission requires. Done properly, the most expensive aircraft on the list is often the cheapest to own — and that arithmetic is exactly what a seller who resists showing you documents is hoping you will not do.
What to verify on any Citation V
Engine programme and status. Covered above. It is first for a reason.
Whether the quoted engine hours are total time since new, or since some earlier event. The distinction changes the number materially.
Inspection status, in writing. Not a summary — the actual report, with dates and hours.
ADS-B Out and RVSM. Installed, certified, current, and appropriate for the airspace you will operate in.
Corrosion and basing history. Where the aircraft lived matters at this age.
Damage history and title. In writing, plus your own independent search.
A pre-purchase inspection at a facility of your choosing. Not the seller's suggestion. A seller who pushes back has answered the question — including if that seller is us.
Who this type suits
An operator flying two- to three-hour legs with real passenger loads out of airports where runway length rules out larger equipment. A flight department already holding the CE-500 rating. A buyer who is willing to do the total-cost arithmetic rather than shop on sticker price — because that buyer is the one who gets a good Citation V rather than a cheap one.
Who it does not suit
Anyone needing transcontinental or transatlantic range. Anyone who wants a fixed, predictable monthly cost without enrolling in an engine programme. And anyone who intends to buy on asking price alone; on this type that approach has a reliable outcome, and it is not a good one.
What is currently available
The aircraft listed on this site today is a 2001 Citation Bravo, serial number 550-0995 — smaller cabin than a 560, and worth saying plainly.
What makes it relevant to anyone who read the section above is that it is enrolled on Power Advantage+ with full coverage, plus Pro Parts. That is precisely the variable this page argues is decisive. Its full specification and assessment are on its own page.
Further aircraft are due into inventory. When enquiring, the useful thing to state is the mission — legs, passengers, airports, budget, and the holding period you have in mind, because the last one changes which aircraft is actually cheapest.