2001 Citation Bravo for Sale (550-0995)

$2,300,000

Aircraft Specifications

Asking Price
$2,300,000
Year
2001
Model
550 - BRAVO
Serial
550-0995
Registration
NXXXXX
Airframe
7814.5 hrs
Engines
PW530A-01
Engine time
L: 7732.2 hrs / R: 7695.2 hrs
Engine program
Power Advantage+
Parts program
Pro Parts
Inspections
Phases 1-5 complete
Paint
2025

Avionics

Description

This 2001 Cessna Citation Bravo (S/N 550-0995) is a program-supported light jet. Both Pratt & Whitney PW530A engines are enrolled on Pratt & Whitney's Power Advantage+ program, offering predictable hourly maintenance costs and full engine coverage for the next owner. The aircraft is also enrolled on Pro Parts, providing comprehensive parts coverage across the airframe.

Maintenance is tracked on CESCOM, Textron's factory program. The complete status report — every inspection, when it was last completed and when it comes due — is available on request, before any letter of intent.

Consultant's Notes

The short version

A 2001 Citation Bravo, serial number 550-0995. 7,814.5 hours total time. Original engines, enrolled on Pratt & Whitney Power Advantage+ with full coverage. Tracked on CESCOM, the factory maintenance programme. Paint done in 2025. Asking $2,300,000.

If you already operate a straight-wing Citation, this is close to the least disruptive airplane you can buy. If you are coming from a turboprop, it is a genuine step up in speed and altitude without the operating cost of a midsize jet. If you are shopping for a low-time collector airframe or a modern glass cockpit, this is not that airplane, and it is better said here than discovered on a viewing.

Where the Bravo sits in the Citation line

The Bravo is the last and most refined version of the 550 airframe. Cessna took the Citation II — the airplane that put more business jets on more small-town ramps than anything else in history — and replaced the JT15D engines with Pratt & Whitney PW530As, fitted trailing-link main landing gear, and put a Honeywell Primus 1000 EFIS panel in front of the crew. Production ran from 1997 to 2006.

What that means in practice is an airplane that still does the thing the 550 has always done well: get into short runways, carry a real cabin load, and cost less to run than anything faster. The trailing-link gear is not a marketing detail — it is the reason Bravo landings are noticeably smoother than the Citation IIs that came before, and your passengers will notice it before you tell them about it.

It also shares the CE-500 type rating with the Citation I, II, S/II, V and Ultra. If you or your pilots are already typed on any of those, you are typed on this one. That single fact removes most of the cost, downtime and scheduling pain that normally comes with changing airplanes.

The numbers, and what they actually tell you

7,814.5 hours on a 2001 airframe works out to roughly 310 hours a year across its life. That is an airplane that has been flown properly — not a hangar queen, not a hard-worked charter machine. Consistent use is the single best thing that can happen to an airframe and its systems, and this one has had it.

The other side of that, stated plainly: at nearly 7,800 hours this is not a low-time example, and it should not command low-time money. The asking price appears to reflect that — but the arithmetic is worth checking rather than taking on trust. Compare it against what is publicly listed for the type.

Engines — the part that matters most

Left engine 7,732.2 hours. Right engine 7,695.2 hours. Airframe 7,814.5 hours.

Look at how tightly those three numbers track each other. These are the original engines. Nothing has been swapped, nothing has been replaced with a mid-life core of unknown history, and the maintenance record runs in one continuous line from the factory to today. On a 25-year-old jet, that is worth more than most sellers bother to explain.

The airplane is enrolled on Power Advantage+ with full coverage, and separately on Pro Parts. On an airplane of this age and time, engine programme status is the largest single variable in what you will actually spend over the next five years — larger than the purchase price difference between two similar airframes. An unenrolled Bravo at a lower asking price is very often the more expensive airplane.

Ask for the programme documentation and the transfer terms before getting emotionally attached to anything. A seller who will not put that in front of a buyer early has told the buyer something.

The cockpit

Honeywell Primus 1000 with three tubes. Universal UNS-1K FMS. Dual Honeywell KY-196B comms, KN-53 nav, KT-74 transponder, WU-660 colour weather radar, and a Collins ALT-55B radio altimeter.

This is a capable, certified, well-supported panel, and it flies the airplane properly. It is also a 2001 panel, and no amount of description changes that. If you are stepping out of a G1000 or a Pro Line Fusion cockpit, the interface will feel like a generation back — not in what it can do, but in how it does it. Pilots who came up on this generation of Honeywell equipment tend to like it a great deal. Pilots who have only flown modern glass usually need a few legs before it feels natural.

If a modern panel matters to you, the honest move is to price an upgrade into the budget now rather than discover the number later. Quotes are worth getting before committing, not after.

Condition

Paint was done in 2025, so the exterior presents very well. The aircraft is tracked on CESCOM, Textron’s factory maintenance programme, which means every inspection has a recorded completion and a recorded due point.

Beyond that, description is worth less than documents. The current logbooks, the phase inspection dates with next-due items, and current photographs of the interior — the actual airplane as it sits, not staged marketing shots — should all be available on request, before any commitment. On this aircraft they are.

Before signing anything, make the seller prove these

This is the section most listings do not have. Every item is a normal, reasonable thing to verify on any 25-year-old jet, and none of it is a red flag — it is simply what a competent buyer checks. A checklist handed over freely is worth more than one a buyer has to fight for.

Engine programme terms. Confirm Power Advantage+ is current, what exactly is covered, and what it costs to transfer into your name.

Hot section and overhaul status. Confirm whether the engine hours quoted are total time since new, and where each engine sits against its inspection intervals.

Inspection currency. Ask for the CESCOM status report and read it yourself. It lists every inspection, when it was last completed and when it comes due next. Do not take an inspection claim from any flyer or listing — including this one. Read the report.

ADS-B and approach capability. Confirm the ADS-B Out installation is certified for the regions you will operate in, and confirm whether the UNS-1K is WAAS-equipped for LPV approaches. If LPV matters to your typical destinations, find out before you buy, not after.

RVSM. Confirm the RVSM certification is current and that the required maintenance programme is in place.

Damage history and title. Ask for it in writing and run an independent search. Any answer other than a straight one should end the conversation — with any seller.

Pre-purchase inspection. Do one, at a facility of your choosing, not one the seller suggests. A seller who resists this has answered the question — and that test applies to whoever is publishing the listing as much as to anyone else.

Who this airplane is right for

An owner or flight department already operating a straight-wing Citation, where the type rating, the crew and the maintenance relationships carry straight across. A turboprop operator who wants jet speed and altitude without stepping into midsize operating costs. A company flying regional legs — roughly two to three hours — out of airports where runway length rules out larger aircraft.

Who it is not right for

If you routinely need to cross the United States nonstop, or the Atlantic, this is not the airplane, and no amount of enthusiasm from any broker will change that. If you need a factory-fresh panel out of the box, budget the upgrade or look at a later type. And if the mission is eight passengers plus full fuel plus bags on a hot day, run the real numbers before falling for the airplane — on this type that combination rarely closes.

The registration, and why it is not published here

The registration number is not listed on this page. That is a condition set by the owner: the airplane is being marketed off-market, and the tail number is released on a signed Letter of Intent.

It is a real limitation, and here is what it means in plain terms: an independent title and history search cannot be run before the LOI is signed. Everything else, however, is open. Logbooks, spec sheet, photographs, programme documents, inspection status — all available on request, before any LOI, with nothing held back. And the LOI itself does not commit the buyer to purchase. It releases the tail number so the homework can be done properly.

If that trade does not work for a given buyer, it is a fair objection and worth raising directly — the owner can be asked to reconsider.

The full specification, logbooks and current photographs are available on request.