AAA-Rated Plus
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The four big flat-glass displays of the Collins Pro Line 21 system are the obvious change to the XLS+ cockpit, but Cessna also made many other refinements including a new tilted subpanel, a change to on/off lighted buttons to control many systems, and a more logical system control arrangement.
The changes in the Plus cabin are evolutions of work Cessna has done on its other jets, particularly the larger Sovereign. By redesigning the cabin sidewalls to include armrests, the seats in the Plus are wider and more comfortable without intruding on the aisle. New materials for the sidewalls and cabin headliner provide greater space, and a smooth, substantial appearance. And virtually all lighting has been changed to cool, long-life LED. And with a standard APU the XLS+ cabin can be cooled or warmed on the ramp to be comfortable as soon as passengers arrive.
Cessna pilot Dave Shonka and I were able to spend time on a complete walk-around of the new Plus in Cessna's new flight operations hangar, which was great because the winter temperatures were in the single digits outside. The Plus has standard single-point pressure refueling. The flushing potty can also be serviced on the ramp via another access panel. The baggage compartment door is big and low enough that hoisting the luggage in is no backbreaker.
The fit and finish and paintwork on the Plus are very impressive. All the control surfaces and speedbrake panels nestle perfectly to the smooth surface of the wing. Hot bleed air keeps ice from forming on the polished leading edges, and the landing/taxi lights shine through lenses in the belly fairing.
The XLS, like most in the Citation family, has trim tabs on the elevator. However, like the large cabin Gulfstreams, the horizontal stabilizer is repositioned to cancel the pitch change caused by flap extension and retraction. As the flaps are moving the leading edge of the stab is repositioned, which re-trims the airplane to cancel stick force change. Many jets move the stab to accomplish all pitch trim, but the two-position stab, plus conventional trim tabs on the elevator, is a form of "auto trim" with flap change so pilots don't have to roll in a large amount of trim for the new configuration.
Another important change in the new Plus model is full authority digital engine control (fadec) of the engines. The previous XLS model has electronic engine computers that behave much like fadec in terms of adjusting the engines for variations in altitude and temperature, but they lack the full authority to set power in all phases of flight. From start to shutdown, the fadec computers will command the engines to deliver whatever amount of power the pilot asks, without the worry of exceeding any engine limitation.
Part of the change to fadec control is a new throttle quadrant with big, beefy levers that are moved to detents for takeoff, max continuous or cruise power. The new levers also have the speedbrake switch mounted on the outboard side of the handle, so you can select speedbrakes with a flick of your thumb instead of reaching for a toggle switch on the pedestal. After touchdown your thumb extends speedbrakes and your fingers reach forward and grab the thrust reverser piggyback handles, all without moving your hand from the throttles.
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The new cabin sidewall design allows room for passenger's outboard elbow so the seat can be wider without intruding on the aisle. A two-place divan located in the forward cabin just inside the door is standard, though several cabin floor plans are available.
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The XLS+ that Dave Shonka and I flew was the second complete airplane off the line, and though there are not many options available because so much is standard, this one had almost everything available installed. The basic operating weight, which includes the weight of two pilots, cabin stores, manuals and so on, was 12,791 pounds. That is only 91 pounds more than the standard BOW, so you can see just how complete the Plus airplane is as standard.
We loaded on 4,000 pounds of fuel, a passenger, a little baggage and our ramp weight was 17,030 with a takeoff weight of 17,000 pounds. That is well below the max takeoff limit of 20,200 pounds, but it was a fairly typical weight for the way people use the XLS+, with enough fuel to fly two hours or a little more at high-speed cruise with full reserve. With a typical cruise speed of around 430 knots or a little more, you can go a lot of places in two hours. With full tanks the XLS+ can stretch out to more than 1,800 nm with no wind. With that range the XLS+ is a one-stop coast-to-coast airplane against any headwind, and for operators anywhere but the coasts of the United States, most destinations in the country are routine nonstop flights.
Cessna and Collins are just now completing development and certification for the performance data and WAAS GPS approach approval to be loaded into the Pro Line 21 system. With that software in place the FMS will calculate all takeoff speeds, required runway lengths and so on, as well as show optimum climb and cruise altitudes. The WAAS approval brings the Plus up to the latest in required navigation performance (RNP) so that it can fly advanced arrival and departure procedures, as well as the ILS type of approaches based entirely on GPS signals.
The best way to describe the XLS+ as you move away from the chocks is that it requires absolutely no pilot accommodation. The nosewheel steering, which is mechanical, feels instantly natural. And so do the carbon brakes that have none of the grabbing or odd pedal feel that you need to adjust to in some airplanes. Pilots will feel at home immediately.
The Plus impresses in many respects, but the greatest delight is the way it climbs. If you don't get the power way back, and the nose down from liftoff angle, you'll be going up at well over 4,000 fpm and will blow right through the initial level off almost every takeoff clearance includes. At Wichita it is the norm to be cleared to 5,000 feet initially, and with an airport elevation of 1,333 feet, you'll blow right through the assigned altitude, or the airport area 200-knot speed limit, or both if you're not quick with a big power reduction. You don't really expect the amazing climb the XLS+ achieves based on its conservative all-business appearance, but the long straight wing and Pratt engines are a magical team.
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