1990 Cessna Citation II à Vendre (N565GG)
Vendu
Disponibles maintenant: 2001 Citation Bravo — $2,300,000
Caractéristiques de l’Avion
- Prix Demandé
- Vendu
- Year
- 1990
- Model
- 550 Citation II
- Serial
- 550-0643
- Registration
- N565GG
- Airframe
- 6,496.07 hrs
- Engines
- P&W JT15D-4
- Engine time
- PCE-71726: 5,101.97 hrs / PCE-71622: 6,404.17 hrs
- Seats
- 9
Description
This 1990 Citation II, serial number 550-0643, is a reliable mid-size jet with a robust maintenance history. It has accumulated a total airframe time of 6,496.07 hours since its airworthiness date of July 24, 1990. Both engines are Pratt & Whitney JT15D-4 models, known for their dependable performance in the business jet category.
The aircraft benefits from consistent maintenance as detailed in its CESCOM records, ensuring its continued operational readiness. Critical inspections such as RVSM system checks, static/altimeter/transponder tests, and GPS/NAV/COM visual inspections are regularly performed, contributing to the aircraft's integrity and safety standards. Engine part PCE-71726 shows 5101.97 hours while engine part PCE-71622 shows 6404.17 hours.
This Citation II offers a strong foundation for various private and corporate travel needs. Its comprehensive maintenance history underscores a commitment to operational excellence.
Notes du consultant
The short version
A 1990 Cessna Citation II, serial number 550-0643, registration N565GG. 6,496 hours total airframe time. Two Pratt & Whitney Canada JT15D-4 engines. Maintained on CESCOM, with RVSM, pitot-static, transponder and GPS/NAV/COM inspections on record.
This aircraft has been sold. The page stays up because most of what follows is not about this airframe — it is about what a Citation II is, what it costs to own, and what to check before buying one. Anyone shopping the type will get more out of this page than out of the specification above. What is currently available is noted at the end.
What a Citation II actually is
The Citation II is a light jet. That is worth stating plainly because the earlier description on this very page called it a mid-size jet, which is wrong, and if you are comparing it against a Learjet 55 or a Hawker on that basis you will be disappointed by the cabin and confused by the fuel burn.
What it is instead is the airplane that made private jets practical for people who fly out of small airports. Straight wing, no leading-edge devices, big flaps. It gets in and out of runways that turbine aircraft of similar cabin size cannot use, and it does it without needing a specialist crew or a long runway waiver.
It is not fast. Plan on roughly 340 to 380 knots in the cruise depending on weight and altitude, which puts a 1,000-nautical-mile leg at around three hours. If your mission is regularly longer than that, or if arrival time matters more than airport access, the Citation II is the wrong tool and no amount of price advantage will fix it.
It shares the CE-500 type rating with the Citation I, S/II, Bravo, V and Ultra. That matters more than most listings explain: crew, recurrent training and much of the maintenance relationship carry across the whole family. It is the reason so many operators move up inside the Citation line instead of out of it.
The engine question, which is the whole ballgame
Both engines are Pratt & Whitney Canada JT15D-4. This is a mature, extremely well-understood engine with deep parts and shop support worldwide. That is the good news, and it is real.
Here is the part that decides whether a Citation II is cheap or expensive to own, and it is the single thing to understand before looking at any example of this type: older JT15D-powered Citations are frequently maintained on condition, without an hourly engine programme.
On a Bravo or a Citation V with Power Advantage or a similar plan, your engine cost is a known number per hour and a shop visit is somebody else's problem. On an unenrolled JT15D aircraft, a hot section or an overhaul lands as a single invoice, in one month, and it can be a meaningful fraction of what you paid for the airplane.
This is not a reason to avoid the type. It is a reason to price it correctly. Two Citation IIs at the same asking price can differ by hundreds of thousands of dollars in real cost of ownership depending on where the engines sit against their inspection intervals and whether anything covers them.
So on any Citation II, from any seller, the first three questions are:
1. Is there an engine programme, and what exactly does it cover? 2. Where does each engine sit against hot section and overhaul? 3. Are the quoted engine hours total time since new, or since some earlier event?
For reference, the records on this aircraft listed engine times of 5,101.97 and 6,404.17 hours against an airframe of 6,496.07 — a spread worth asking about on any aircraft, because it usually means one engine has been through something the other has not.
What to inspect on any Citation II
This is the section most listings do not have. None of these are red flags. They are what a competent buyer checks on any thirty-plus-year-old jet, and any seller who resists showing you them has told you something important.
Engine status. Covered above. It is first for a reason.
Corrosion. These airframes are old enough that where the airplane lived matters. Coastal, humid, or long periods parked outside all leave marks. Ask where it has been based, not just who owned it.
ADS-B Out. Required for most controlled airspace in the United States since January 2020. Confirm it is installed, certified, and that the installation matches the airspace you intend to use.
RVSM. Without a current RVSM certification you are capped below the efficient altitudes, which changes both your speed and your fuel burn on every leg. This aircraft carried RVSM inspections in its records; confirm currency on anything you look at, and confirm the maintenance programme that keeps it current.
Pitot-static, altimeter and transponder checks. Routine, biennial, and cheap to verify. If they are not current, ask why.
CESCOM or equivalent records. A continuous, computerised maintenance history is worth real money at resale. This aircraft had one. Many do not.
Damage history and title. In writing, and run your own search independently of whatever the seller tells you.
A pre-purchase inspection at a facility of the buyer’s choosing. Not one the seller suggests. A seller who pushes back on this has answered the question. That applies to every seller, including the one publishing this page.
Who the Citation II suits
An owner or small flight department whose typical leg is two hours or less, operating out of airports where runway length rules out bigger equipment. A first jet for an operator stepping up from a King Air or similar, where the cost of entry matters more than cruise speed. An operator already inside the CE-500 family who wants a second airframe without a new type rating.
Who it does not suit
Anyone who needs transcontinental range. Anyone who needs a stand-up cabin and a real lavatory for eight passengers on a four-hour leg. And anyone buying on purchase price alone without budgeting for engines — which is the single most common way people get hurt on this type.
What is currently available
The aircraft listed on this site today is a 2001 Citation Bravo, serial number 550-0995 — the last and most refined version of this same 550 airframe, with PW530A engines enrolled on Power Advantage+ with full coverage, trailing-link landing gear and a Honeywell Primus 1000 panel.
That matters to anyone reading this page for the engine section above: the Bravo is on a programme, which is precisely the variable that makes one Citation cheap to own and another expensive. Its full specification and assessment are on its own page.
Further aircraft are due into inventory. The useful thing to state when enquiring is the mission — typical legs, passengers, airports, budget — because that is what determines whether any given airframe fits.