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The Private Jet Citation II Family: An In-Depth Guide to the Citation II, Bravo, Ultra, and Encore

Writer: Thiago Sensini
Thiago Sensini
41 minutes ago
9 min read

Few aircraft families have shaped private aviation the way Cessna's straight-wing Citations have. From the late 1970s through the 2000s, the Citation II and its descendants became some of the most widely flown business jets in the world, valued for their forgiving handling and short-field capability.


Today, the Citation II, Bravo, Ultra, and Encore remain fixtures of charter fleets, corporate flight departments, and owner-operator hangars across the United States.


If you have heard these four aircraft described as one family, you are not wrong, but the full story is more interesting. In this guide, we break down each model, explain how they relate to one another, compare their specifications, and look at what these aircraft mean for the pilots, maintenance technicians, and operators who fly and support them. For operators building crews around these airframes, we also cover a major 2026 regulatory change that makes qualified second-in-command pilots more important than ever.


The Family Tree


The "Citation II family" is a common market shorthand, but it spans two related Cessna model lines:


  • The Model 550 line: The original Citation II, the Citation S/II, and the Citation Bravo. These are the true Citation II descendants.

  • The Model 560 line: The Citation V, the Citation Ultra, and the Citation Encore and Encore+. These aircraft were developed from the S/II but were certified as the larger, longer Citation V series.


All of them share the same straight-wing concept, the same basic fuselage cross-section, and the same pilot type rating. According to the FAA's type-rating table and the agency's draft CE-500 series Flight Standardization Board report, a single CE-500 type rating covers the Citation 500, 550, S550, 552, and 560 models.


That means a pilot typed in a Citation II is also rated for the Bravo, Ultra, and Encore. Two caveats are worth noting: the common rating does not by itself establish model-specific operational qualification, which may require differences training, and it does not confer single-pilot privileges.


The Citation II (Model 550)


The Citation II was developed directly from the original Citation I to fix its main shortcoming: cruise speed. Cessna announced the aircraft in September 1976, flew it for the first time on January 31, 1977, and received FAA certification in March 1978.


The changes were substantial. The fuselage was stretched by 3 feet 9 inches compared with the Citation I, cabin headroom increased by 5 inches, and the wingspan grew by 5.1 feet. Power came from two Pratt & Whitney Canada JT15D-4 turbofans, each rated at 2,500 pounds of thrust. The result was an aircraft that could carry two pilots and up to eight passengers, with a published maximum cruise speed of about 385 KTAS, a service ceiling of 43,000 feet, and approximately 1,159 nautical miles of NBAA IFR range.


Cessna built 688 Citation II and II/SP aircraft combined, and the type became one of the most successful light business jets of its era. Its docile low-speed handling and ability to operate from short runways made it a favorite among owner-pilots and corporate flight departments alike.


The Citation S/II (Model S550)


In October 1983, Cessna announced the Citation S/II, which first flew on February 14, 1984, and was certified in July 1984. The S/II introduced a supercritical airfoil with swept wing roots, improved JT15D-4B engines with better high-altitude performance, and 120 additional gallons of usable fuel.


The S/II cruised at about 403 knots at 35,000 feet and could fly roughly 1,378 nautical miles with a 45-minute reserve. Only 160 were built, but the S/II matters for two reasons. First, its wing became the basis for everything that followed. Second, it is the common ancestor of both the Bravo, which updated the 550 line, and the Citation V, which stretched the design into the 560 line.


The Citation Bravo (Model 550)


The Citation Bravo was the last and most refined version of the original Citation II airframe. It first flew on April 25, 1995, was certified in August 1996, entered service in February 1997, and remained in production until late 2006, with 336 delivered.


The Bravo's defining upgrade was its powerplants: two Pratt & Whitney Canada PW530A engines, each producing 2,887 pounds of thrust. According to , the new engines delivered about 15 percent more takeoff thrust and 23 percent more thrust at altitude than the JT15Ds they replaced, while AOPA's Bravo evaluation reports that the Bravo burns roughly 1,200 pounds of fuel per hour while cruising at around 400 KTAS in the low 30,000-foot range.


The Bravo also gained a Honeywell Primus 1000 glass cockpit, trailing-link main landing gear for smoother landings on imperfect runways, and a refreshed interior derived from the Citation Ultra.


Performance is respectable for a light jet: a maximum cruise speed of about 400 to 405 KTAS, a service ceiling of 45,000 feet, a balanced field length of about 3,600 feet, and a landing distance of roughly 3,010 feet (AOPA). Range with typical loads and NBAA IFR reserves is approximately 1,500 to 1,650 nautical miles (AOPA); Magellan Jets cites 1,495 nautical miles with four passengers, enough for nonstop legs such as New York to Miami or Los Angeles to San Francisco. GlobalAir lists a maximum range of approximately 1,720 nautical miles.


The Citation V and Ultra


The Citation V took the S/II's wing and added a 1.5-foot fuselage stretch. It was certified on December 9, 1988, and 262 were delivered between April 1989 and mid-1994. With JT15D-5A engines of 2,900 pounds of thrust each, the Citation V cruised at 425 knots with a range of 1,960 nautical miles and a ceiling of 45,000 feet. It was also the first Citation offered with a standard electronic flight instrument system.


The Citation Ultra, announced in September 1993 and certified in June 1994, refined the formula further. It received redesigned JT15D-5D engines producing 3,045 pounds of thrust each, a full Honeywell Primus 1000 glass cockpit for both pilots, and the distinction of being the first straight-wing Citation with enough performance to exceed its critical Mach number in level flight. Cessna delivered 279 Ultras through 1999. Range with two pilots and six passengers was approximately 1,960 nautical miles in no-wind conditions, with a maximum speed of Mach 0.755.


The Citation Encore and Encore+


The Citation Encore was the last major chapter of the Model 560 line. Announced at the 1998 NBAA convention, it was certified on April 26, 2000, with first deliveries in late September 2000, and 168 were built.


The Encore paired the Ultra's airframe with Pratt & Whitney Canada PW535A engines of 3,400 pounds of thrust each, adding trailing-link landing gear, bleed-air wing leading-edge deicing, and a higher maximum takeoff weight of 16,630 pounds. Maximum cruise speed is approximately 426 to 430 KTAS, the ceiling is 45,000 feet, and takeoff distance at maximum weight is about 3,490 feet . Published range figures cluster around 1,700 nautical miles with NBAA IFR reserves; GlobalAir lists a maximum range of 1,736 nautical miles with about 1,410 nautical miles at full payload.


The Encore+ followed, certified on December 14, 2006, with FADEC-equipped PW535B engines and a Rockwell Collins Pro Line 21 flight deck. Only 65 were delivered, and the model was offered from 2007 through early 2010, after a combined 774 Citation V-family aircraft had been built.


Side-by-Side Comparison


The figures below are published reference values from the sources cited throughout this article; they are not a substitute for aircraft-specific flight planning. Range in particular varies significantly with payload, reserves, and winds, so the assumptions are noted where the source provides them.


Specification

Citation II

Citation S/II

Citation Bravo

Citation V

Citation Ultra

Citation Encore

Model

550

S550

550

560

560

560

Certified

March 1978

July 1984

August 1996

December 1988

June 1994

April 2000

Engines

2 x JT15D-4

2 x JT15D-4B

2 x PW530A

2 x JT15D-5A

2 x JT15D-5D

2 x PW535A

Thrust per engine

2,500 lbf

2,500 lbf

2,887 lbf

2,900 lbf

3,045 lbf

3,400 lbf

Max / high-speed cruise

385 KTAS

403 kn at FL350

400-405 KTAS

425 kn

420-430 kn

426-430 KTAS

Published range

~1,159 nm (NBAA IFR)

~1,378 nm (45-min reserve)

~1,500-1,650 nm (NBAA IFR)

~1,960 nm

~1,960 nm (2 crew + 6 pax, no wind)

~1,700 nm (NBAA IFR)

Service ceiling

43,000 ft

43,000 ft

45,000 ft

45,000 ft

45,000 ft

45,000 ft

Seating

2 crew + up to 8 pax

6-8 pax

7-8 pax typical

7-8 pax

7-8 pax typical

7-8 pax

Units built

688 (II and II/SP)

160

336

262

279

168


Cabin and Mission Profile


The 560-series cabin measures about 17.3 to 17.4 feet long, roughly 4.8 to 4.9 feet wide, and about 4.8 feet high, with a dropped aisle for a little extra headroom; the 550-series cabin is slightly shorter but shares the same cross-section. Typical configurations use a four-seat club arrangement with additional forward or aft seats and an enclosed aft lavatory, carrying seven to eight passengers in comfort.


In practice, these are two-to-four-hour aircraft. With typical loads, a Bravo or Encore covers city pairs such as New York to Miami or Los Angeles to San Francisco. The short-field ability inherited from the original Citation II also makes these aircraft well suited to resort and secondary-airport itineraries.


Ownership and Operating Considerations


With production spanning 1978 through the late 2000s, the Citation II family today is a pre-owned market. That creates both the appeal and the workload:


  • Pre-owned acquisitions. Every II, Bravo, Ultra, and Encore on the market is a used aircraft, so pre-purchase inspections, maintenance records, and compliance status deserve close attention.

  • Aging-airframe maintenance. Airframes built in the 1980s and 1990s require disciplined inspection programs and often avionics or interior refreshes. Maintenance talent is a real constraint industry-wide: data cited in OSI Recruit's employer guide notes that 44 percent of certificated mechanics are over 60, with a mechanic shortfall projected to reach roughly 20,000 by 2030.

  • Crew availability. Because one CE-500 type rating covers the entire family, operators can draw from a broad pilot pool, though experience in the specific model still matters for insurance and operational safety.


Type Ratings and Crewing


For years, many owner-operators flew certain CE-500 variants single-pilot under FAA exemptions, even though the transport-category versions of these aircraft were certified for two-pilot crews. That changed on September 29, 2026, when the FAA announced it would rescind those single-pilot exemptions and cease issuing new ones (AOPA). Flying Magazine reports that the agency required two-pilot operations immediately for the affected models, including the Citation II and Bravo (Model 550), the S/II (S550), the Citation V, Ultra, Encore, and Encore+ (Model 560), and the Navy T-47A (Model 552).


As of October 23, 2026, the two-pilot requirement remains in force. Flying Magazine reports that the FAA has not announced a timeline for restoring single-pilot privileges, though Administrator Bryan Bedford has voiced support for exploring a supplemental-type-certificate approach that could involve additional training and aircraft modifications. AOPA has urged the FAA to reconsider the blanket rescission, arguing it penalizes compliant operators. The change does not affect the Citation 501 and 551 or the CE-525 CitationJet series, which were originally certified as single-pilot aircraft (AOPA).


The practical consequence for operators is significant: flight departments and owners who previously flew their Bravos, Ultras, and Encores with one pilot now need an appropriately qualified second-in-command. For operators who relied on those exemptions, this creates additional demand for qualified pilots and for recruiters who can source and screen them.


Implications for Operators


Operators flying the Citation II family should be reviewing several staffing areas right now:


  1. Pilot recruiting. The exemption withdrawal increases the need for appropriately qualified second-in-commands, particularly in Part 91 owner-operator settings that previously flew single-pilot.

  2. Screening rigor. Employers remain responsible for applicable Pilot Records Database reviews, pre-employment drug testing, and background procedures, and a recruiter can support, but not take over, those obligations (OSI Recruit employer guide).

  3. Maintenance staffing. An aging fleet needs experienced technicians, and the mechanic shortage noted above makes sourcing a real challenge.

  4. Retention planning. When hiring into a legacy jet fleet, compensation, scheduling, and career path all influence whether a new hire stays.


If you are an employer mapping out these needs, OSI Recruit's aviation recruitment page describes how the firm supports operators hiring private jet pilots, maintenance technicians, avionics specialists, and other aviation professionals for Part 91 and Part 135 operations, and the aircraft information hub provides model-level data on type ratings, ranges, and pilot salaries across the market.


For Pilots: Finding Citation Jobs


Pilots holding or pursuing the CE-500 type rating will find active demand across the Citation line. A broad, live view of current openings can be browsed on AllAviationJob.com's Citation job search results, which lists Citation pilot positions from operators across the United States. Because the search returns all Citation models, from CJ-series to XLS positions, review each listing's aircraft and qualification requirements before applying.


Need Citation Crew? OSI Recruit Can Help


If your operation flies the Citation II, Bravo, Ultra, or Encore, the 2026 exemption withdrawal makes the right crew decisions urgent. OSI Recruit specializes in aviation recruitment for employers, connecting operators and flight departments with pilots, maintenance professionals, and operational support staff.


Here is what working with OSI Recruit offers:


  • Aviation-focused recruiting. The firm recruits private jet pilots, maintenance technicians, avionics specialists, and other aviation professionals, serving Part 91 flight departments and Part 135 charter operators (OSI Recruit).

  • Flexible placement options. Direct placement for permanent hires and contract staffing for surge and project needs, including private jet pilots, mechanics, and engineers (placement options).

  • Safety- and professionalism-oriented service. Aviation staffing built around qualified candidates and confidentiality, with support throughout the recruitment process (employers page).

  • A free recruitment quote. You can request one directly through the contact page, by phone at +1 561-262-8373, or by email at info@osirecruit.com.


Do not let a crewing gap ground your aircraft. Visit OSI Recruit's employers page to learn more, or go straight to the contact page and tell them about your Citation crewing needs today.


If you are evaluating recruiting partners, OSI Recruit's guide on how to choose the right aviation recruiter in the U.S. walks through screening, placement models, and the questions to ask before you commit.


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