The Cessna Citation II is a mid-size business jet built from 1977 to 1985

The Cessna Citation II is a twin-engine jet aircraft designed for corporate and charter operations. It seats six to eight passengers depending on configuration, cruises at around 400 miles per hour, and has a range of roughly 1,700 nautical miles. The aircraft was manufactured by Cessna from 1977 through 1985, with approximately 1,100 built during that production run. If you are considering purchase or operation, you are looking at a used aircraft market where condition, maintenance history, and engine time heavily determine both price and operating cost.

The Citation II occupies a middle ground in the business jet market. It is larger and faster than light jets like the Citation I or Beechcraft Baron, but smaller and less expensive to operate than heavy jets like the Gulfstream or Bombardier Global series. This positioning makes it attractive to companies that need cross-country capability without the fuel burn and crew requirements of larger aircraft, but it also means you are buying a 40-plus-year-old airframe in most cases, which carries specific maintenance and inspection obligations.

Key Takeaways

  • A used Citation II typically costs between $500,000 and $2 million depending on total flight hours, engine condition, and avionics upgrades, with lower-time examples commanding premium prices.
  • Operating costs run roughly $3,000 to $5,000 per flight hour including fuel, crew, maintenance reserves, and hangar, making it economical only for operators flying 400+ hours annually.
  • The aircraft requires a type rating for pilots, meaning additional training and certification beyond a standard commercial license, and crew scheduling is mandatory for most operations.
  • Maintenance is governed by FAA Part 91 or Part 135 rules depending on whether you operate it privately or commercially, with mandatory inspections and engine overhauls occurring at fixed intervals regardless of use.
  • Pre-purchase inspections by a Citation-experienced mechanic are essential and typically cost $5,000 to $15,000, but they reveal hidden corrosion, engine wear, and avionics obsolescence that affect long-term value.

Purchase Price and What Affects It

Citation II prices in the used market range from roughly $500,000 for high-time airframes with older avionics to $2 million or more for low-time examples with modern glass cockpits. The single largest price driver is total flight hours on the airframe and engines. An aircraft with 8,000 total hours will cost significantly less than one with 4,000 hours, because the lower-time example is further from mandatory engine overhauls and has less accumulated wear on structural components.

Avionics upgrades also move the needle. A Citation II with original 1970s-era steam gauges and mechanical autopilot will be cheaper to buy but more expensive to operate and less desirable to charter operators. Aircraft retrofitted with modern glass cockpits like the Garmin G1000 or Honeywell Primus Apex command premiums of $200,000 to $400,000 because they reduce pilot workload, improve safety, and make the aircraft more marketable for charter revenue. Engine condition is equally critical—if both engines are approaching their overhaul limits (typically 3,500 to 5,000 hours depending on engine type), you are looking at a $400,000 to $600,000 reserve for overhauls within the first few years of ownership.

Operating Costs and Annual Expenses

Operating a Citation II costs roughly $3,000 to $5,000 per flight hour all-in, though this varies by how you operate it and where you base it. Fuel consumption is approximately 200 gallons per hour, which at current Jet-A prices (typically $4 to $6 per gallon depending on location) runs $800 to $1,200 per hour. Crew salaries for two pilots add $400 to $600 per hour if you employ them full-time, or you can hire contract crews at higher hourly rates for occasional flights.

Beyond fuel and crew, budget for maintenance reserves. The FAA requires operators to set aside funds for scheduled inspections and engine overhauls. A 100-hour inspection costs $8,000 to $15,000. An annual inspection runs $5,000 to $10,000. Engine overhauls, which occur every 3,500 to 5,000 hours, cost $400,000 to $600,000 per engine. Many operators budget 15 to 20 percent of their fuel costs as a maintenance reserve to smooth these large expenses. Hangar costs range from $1,500 to $4,000 monthly depending on location, and insurance for a $1 million aircraft typically runs $15,000 to $25,000 annually.

The math works only if you fly enough hours to spread fixed costs. An operator flying 100 hours per year will pay roughly $30,000 to $50,000 in fixed costs (hangar, insurance, crew retainers) before flying a single mile. An operator flying 500 hours per year spreads those same costs across more flight hours, bringing the per-hour cost down significantly. Most Citation II operators break even or profit only when flying 400+ hours annually, either through charter revenue or by consolidating multiple corporate trips.

Pilot Certification and Crew Requirements

You cannot legally fly a Citation II with a standard commercial pilot license. The aircraft requires a type rating, which is a specific certification that pilots must earn for each jet model they operate. Obtaining a Citation II type rating typically takes 20 to 30 hours of training and costs $8,000 to $15,000 through a Part 141 flight school or training provider. The training includes ground school covering systems, performance, and emergency procedures, plus simulator time and actual flight training with an examiner.

If you operate the aircraft under Part 91 (private ownership), you need one pilot with a type rating. If you operate under Part 135 (charter or commercial operations), you need two pilots, both with type ratings, and they must meet duty-time limits set by the FAA. Many owners hire professional crews rather than flying themselves, which shifts the certification burden to employees but adds to operating costs. Contract pilots with Citation II experience typically charge $3,000 to $5,000 per day plus expenses.

Maintenance Requirements and Inspection Schedules

The FAA mandates specific inspection intervals for all aircraft, and the Citation II is no exception. Every 100 flight hours, the aircraft requires a 100-hour inspection covering engines, airframe, systems, and avionics. Every 12 months, regardless of hours flown, the aircraft requires an annual inspection. These are not optional—operating without current inspections is illegal and voids insurance.

Beyond routine inspections, the Citation II has time-between-overhaul (TBO) limits on its engines. Depending on the engine model (typically Pratt & Whitney JT15D or similar), TBO is usually 3,500 to 5,000 hours. When an engine reaches TBO, it must be overhauled or replaced, even if it is running perfectly. An overhaul costs $400,000 to $600,000 per engine and takes 4 to 8 weeks. Some owners choose to replace engines with new or rebuilt units instead, which can cost $500,000 to $800,000 per engine but provides a fresh warranty.

Airframe inspections also occur at fixed intervals. A 500-hour inspection is more thorough than a 100-hour check and costs $20,000 to $40,000. A 1,000-hour inspection or C-check is even more extensive, often requiring the aircraft to be partially disassembled to inspect internal structure for corrosion or cracks. These major inspections can cost $50,000 to $150,000 and take several weeks. For a 40-year-old airframe, corrosion is a real risk, especially if the aircraft was based in coastal areas or exposed to moisture.

Pre-Purchase Inspection and What to Look For

Before buying a Citation II, hire a mechanic experienced with this specific aircraft to conduct a pre-purchase inspection (PPI). This is not the same as a standard annual inspection. A PPI is a detailed examination of the airframe, engines, avionics, and systems specifically to identify deferred maintenance, hidden damage, or components approaching their service limits. Expect to pay $5,000 to $15,000 for a thorough PPI, and budget 3 to 5 days for the inspection.

The PPI should include borescope inspection of both engines (a camera inserted into the engine to look for cracks or wear), pressure testing of the fuselage for leaks, inspection of the landing gear and brakes, review of all maintenance records and service bulletins, and functional testing of avionics and autopilot. The inspector should also verify that all airworthiness directives (ADs) have been complied with. ADs are mandatory modifications issued by the FAA to address safety issues, and if an aircraft has unresolved ADs, you cannot legally operate it until they are completed.

Pay special attention to corrosion history. Citation IIs that spent years in humid climates or were not regularly flown can develop significant corrosion in the fuselage, wings, and fuel tanks. Corrosion repair is expensive and time-consuming, and severe corrosion can make an aircraft uneconomical to restore. The inspection report should clearly identify any corrosion found and estimate repair costs.

Financing and Insurance Considerations

Financing a used Citation II is possible but more restrictive than financing a car or home. Most lenders require 20 to 30 percent down and will finance the remainder over 5 to 10 years. Interest rates typically run 6 to 10 percent depending on the aircraft's condition, your credit, and current market rates. Some specialized aircraft lenders like Textron Financial or Wells Fargo Equipment Finance offer programs, but you will need to work with a broker familiar with aircraft lending.

Insurance is mandatory and non-negotiable. A hull insurance policy covers damage to the aircraft itself, while liability insurance covers injury or property damage you cause to third parties. For a $1 million Citation II, expect to pay $15,000 to $25,000 annually for combined hull and liability coverage. Premiums vary based on the pilot's experience, the aircraft's condition, how many hours you plan to fly, and whether you operate commercially or privately. If you are financing the aircraft, the lender will require hull insurance with them named as loss payee.

Frequently Asked Questions

Can I operate a Citation II from a small airport?

Yes, but with limitations. The Citation II requires a runway of at least 4,000 to 5,000 feet depending on weight and weather conditions. Most small regional airports have runways of 3,000 to 4,000 feet, so you may not be able to use them. Check the aircraft's performance charts and the specific runway length at your intended base airport before purchase. Longer runways at larger airports also mean higher landing fees.

What is the difference between Part 91 and Part 135 operation?

Part 91 is private ownership and operation—you own the aircraft and fly it for personal or business use, but cannot charge passengers. Part 135 is commercial operation—you can charge for flights and carry paying passengers, but you must meet stricter maintenance, crew, and insurance requirements. Part 135 operations require more frequent inspections and higher insurance costs, but they allow you to generate charter revenue to offset expenses.

How long does an engine overhaul take?

Engine overhauls typically take 4 to 8 weeks depending on the shop's workload and whether any unexpected damage is found during disassembly. During overhaul, the engine is completely disassembled, inspected, worn parts are replaced, and it is reassembled and tested. You cannot fly the aircraft while an engine is in overhaul, so plan for downtime and arrange a loaner aircraft or alternative transportation if you need to fly during the overhaul period.

What happens if I find an unresolved airworthiness directive during the pre-purchase inspection?

You cannot legally operate the aircraft until the AD is completed. You have three options: negotiate with the seller to complete the AD before closing, reduce your offer by the estimated cost of the AD and complete it yourself after purchase, or walk away from the deal. Many ADs are inexpensive (a few hundred dollars), but some require significant work. Always factor AD compliance into your pre-purchase decision.

Is it cheaper to buy a Citation II or charter flights?

For most operators, charter is cheaper unless you fly 400+ hours annually. Charter rates for a mid-size jet typically run $4,000 to $6,000 per flight hour. If you own and operate a Citation II, your all-in cost is $3,000 to $5,000 per hour, but you also pay fixed costs (hangar, insurance, crew retainers) whether you fly or not. Charter makes sense for occasional trips; ownership makes sense only if you have consistent, frequent travel needs.