1992 Cessna 560 Citation V/Ultra en Venta (N560EM)
Vendido
Disponibles ahora: 2001 Citation Bravo — $2,300,000
Especificaciones de la Aeronave
- Precio Solicitado
- Vendido
- Year
- 1992
- Model
- Cessna 560 Citation V/Ultra
- Registration
- N560EM
Notas del consultor
The short version
A Cessna 560, registration N560EM, recorded here as a 1992 Citation V/Ultra. Straight wing, two Pratt & Whitney Canada JT15D engines, CE-500 type rating.
This aircraft has been sold. The page stays up for what follows, which is about the decision that costs buyers of this generation the most money after the engines: what to do about the panel.
A note on the designation first. This aircraft was recorded as a "V/Ultra" with a 1992 year. The V and the Ultra are different aircraft, and by most accounts the Ultra arrived after 1992 — so the label and the year sit awkwardly together. We are flagging that rather than repeating it as fact. On any 560, confirm the variant from the serial number and the type certificate data sheet, not from the advertisement.
The panel problem, stated plainly
An airframe from this generation flies as well today as it did when it was built. The avionics do not age the same way.
Some of these aircraft still carry substantially the equipment they left the factory with. Others have been through one, two or three rounds of upgrade over three decades. Two aircraft with identical model names, identical hours and identical asking prices can have cockpits a generation apart — and unlike paint or interior, you cannot see the difference from the ramp.
This matters for three separate reasons, and they are worth separating because they have different consequences.
Regulatory. ADS-B Out is required for most controlled airspace in the United States and in a growing number of other jurisdictions. An aircraft without a compliant, certified installation is not a bargain — it is an aircraft with a mandatory bill attached.
Operational. RVSM certification determines whether you can use the efficient altitudes. Without it you fly lower, burn more fuel and go slower on every single leg. WAAS capability determines whether you can fly LPV approaches, which on a bad day at a small airport is the difference between landing and diverting.
Practical. Some legacy equipment is reaching the end of its support life. Parts get scarce, shops get fewer, and repair turns into replacement at a moment you did not choose.
How to price it honestly
Do not treat avionics as a bonus feature. Treat it as a line item.
Before making an offer on any aircraft of this generation, get a written list of what is actually installed — make and model, not category — and have it priced against what your operation requires. If the aircraft needs work to meet your airspace and approach requirements, that number belongs in your offer, not in a surprise invoice six months later.
The corollary is worth stating too: an aircraft that has already had the work done deserves to be paid for. A well-upgraded example at a higher asking price is frequently the cheaper aircraft. The buyer who insists on the lowest sticker often ends up funding the same upgrade, later, at a worse moment, with the aircraft on the ground.
What the 560 gives you regardless
Whatever is in the panel, the airframe is the same honest proposition: a straight-wing Citation that gets into short runways, carries a real cabin load, and costs less to run than anything faster. It shares the CE-500 type rating with the rest of the family, so crews and training carry across.
It is not fast by modern standards and it is not a long-range aircraft. Within a two- to three-hour leg out of airports that bigger equipment cannot use, it remains a genuinely sensible tool.
What to verify on any 560 of this generation
The variant, from the serial number. For the reasons above.
A written avionics inventory. Make and model of every installed unit, plus the certification status of ADS-B Out and RVSM, plus whether the navigator is WAAS-capable.
Engine hours, variant and programme status. Whether the hours are total time since new, where each engine sits against hot section and overhaul, and whether any hourly programme covers them. Still the largest single cost variable.
Inspection status, as the actual report with dates and hours.
Corrosion and basing history. At thirty-plus years, where the aircraft lived matters.
Damage history and title, in writing, plus your own independent search.
A pre-purchase inspection at a facility you choose — not one the seller suggests, and that test applies to us as much as to anyone.
Who it suits
An operator who has priced the avionics honestly and knows what the aircraft needs to meet their airspace. A flight department already inside the CE-500 family. A buyer flying regional legs from runway-limited airports.
Who it does not suit
Anyone expecting a modern cockpit without paying for one. Anyone needing transcontinental range. And anyone buying on asking price without a written avionics list — on this generation, that omission is the most common way a cheap aircraft turns expensive.
What is currently available
The aircraft listed on this site today is a 2001 Citation Bravo, serial number 550-0995, with a Honeywell Primus 1000 three-tube panel, Universal UNS-1K FMS, dual comms and colour weather radar — and PW530A engines on Power Advantage+ with full coverage.
The same instruction applies to it as to anything else: ask for the written avionics list and confirm what is certified and current rather than taking a description on trust. Its full specification and assessment are on its own page.
Further aircraft are due into inventory. When enquiring, say which airspace and which approaches you need — that determines what the panel has to do, and therefore which airframes are worth your time.