AAA-Rated Plus
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The airplane flown for this report was the second Plus model delivered. In addition to standard Pro Line 21 integrated avionics system with four flat-glass displays, it was equipped with the optional second FMS and HF comm radio plus several cabin options. The options added only 91 pounds to the standard weight, and represent a typical Plus. All data here is from the airplane manuals and represents standard day conditions at maximum weight, unless noted.
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On this day the air temperatures were near standard, but cloud layers forced us to keep engine anti-ice heat on for most of our climb to cruise, and the bleed air used for heat costs a little engine power and reduces climb. But the Plus was through 30,000 feet in just under 10 minutes, and level at our requested cruise altitude of 38,000 feet in 14 minutes. The airplane could have easily continued up to its certified ceiling of FL 450, which it can do even after a maximum weight takeoff, but FL 380 is a more typical altitude for shorter trips where you trade higher cruise speed for a little more fuel flow.
The manual said we could leave the power in the maximum cruise detent, but that was too much power. In a couple minutes the Plus accelerated through its Mmo maximum Mach limit of .75 and the airspeed tape turned red, and the purposely annoying overspeed aural warning commenced. I had to bring the power all the way back to 1,200 pph fuel flow to stay under the Mach limit, and that is at least 170 pph less fuel than the book predicts. The new "C" versions of the Pratts are clearly overachieving, and Cessna is doing a great job on controlling drag.
All that can be said about the flying qualities of the Plus at any speed or altitude is that they are conventional, meaning there are absolutely no surprises. Test pilots use a scale to rate flying qualities that, to the rest of us, looks upside down because the best airplane behavior is rated a zero, and the worst a five. The reason test pilots love zero on their scale is that it stands for no surprises, or no need for the human pilot to learn to accommodate a quirk in the airplane's behavior. The XLS+ may not be a perfect zero, but it sure comes close.
Cessna has done an excellent job in noise attenuation in the Plus, both in the cockpit and cabin. I'm sure much of the low cabin noise can be attributed to the careful shape of the electrically heated windshields, nose and canopy that keep air flowing smoothly. And the cabin and cockpit benefit from excellent insulation that controls sound, and avoids cold spots when your arms or legs are right up against the outside wall. The two-zone temperature control system keeps a sunlit cockpit and a cabin in the shade both very comfortable.
The Pro Line 21 system is so full of capability that it takes many hours to learn to use the system fully, but one of the excellent features I had not seen before is a new altimeter preset window for descent. What almost always happens is the controller clears you to descend to an altitude below FL 180, reads the altimeter setting, and often a new heading or fix. All pilots develop a system of how to record the altimeter setting so they don't forget it when they go through FL 180. Some write it down, some of us put it in the standby altimeter, some try to remember it. But in the Plus when you turn the "baro" set knob while above FL 180 -- or wherever the transition altitude is in other parts of the world -- the altimeter setting goes into a little window below the 29.92 standard setting. When you go through FL 180 the window flashes and the altimeter setting becomes active. Many avionics systems prompt you to set 29.92 when climbing through 18,000 feet, but this is the first I've seen that also takes care of you on descent.
For landing at a typical weight, Vref approach speed in the Plus is going to be 105 to 110 knots with a required runway of less than 3,000 feet. The airplane has long stroke trailing-link main landing gear, and with its straight wing is extremely stable at approach speeds, so excellent landings are simply the norm. Even in gusty conditions passengers should demand and expect a smooth touchdown because the airplane is just so well behaved. Start the APU in flight, or as you taxi in, and the cabin stays fully lighted, and heated or air conditioned after you shut down the engines, and the passengers can gather their stuff and head for the exit in perfect comfort.
For more than 10 years pilots and passengers of the XL, then the XLS, and now the XLS+ have gone comfortably, smoothly and safely about their business with a maximum of utility combined with expected comfort. And that's why the XLS+ will continue to maintain a AAA rating among business jets.
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