Cessna announced the Citation CJ1+ on October 12, 2004, and it earned FAA type certification on June 20, 2005. Marketed as Model 525 serial numbers 0600 and higher, the CJ1+ kept the CJ1's airframe, cabin, and Collins Pro Line 21 avionics but replaced the non-FADEC Williams FJ44-1A engines with FADEC-controlled Williams FJ44-1AP turbofans — a meaningful step up in engine management, reliability, and high-altitude performance. Cessna built 102 CJ1+ examples before ending production in the summer of 2011, and every one of them is reportedly still in operation today. It sits in the same Model 525 CitationJet lineage covered, along with current financing detail, on our Citation Jet Financing hub.
Like every aircraft in the CJ family, the CJ1+ is single-pilot type-rated. At high altitude it's more than 20 knots faster than the original CJ1, and IFR range with one pilot and three passengers reaches about 1,285 nm. New features over the CJ1 included an FMS performance database, an electronic checklist, a maintenance diagnostic program, a left-hand belted flushing toilet, cockpit overhead lining, indirect cabin lighting, and over-water life vests as standard equipment.
| Cessna Citation CJ1+ (Model 525) — factory specs | |
|---|---|
| Seats | 2 crew + 5 passengers (belted lav allows a 6th) |
| Engines | 2x Williams FJ44-1AP turbofan, FADEC-controlled |
| Length / Wingspan / Height | 42'7" / 46'9" / 13'7" |
| Cabin (H x W x L) | 4'8" x 4'9" x 11'0" (201 cu ft) |
| Max takeoff weight | 10,700 lb |
| Max landing weight | 9,900 lb |
| Operating weight empty | 7,035 lb |
| Fuel capacity | 3,220 lb |
| Max payload | 1,400 lb |
| Max speed / normal cruise | 389 kt |
| Economy cruise | 307 kt |
| Range (normal / max) | 895 nm / 1,245 nm |
| Service ceiling | 41,000 ft |
| Rate of climb | 3,290 fpm (906 fpm one engine inoperative) |
| Balanced field length / Landing distance | 3,990 ft / 4,135 ft |
Figures are factory specs for the CJ1+ as delivered. Payload and range vary with fuel load, equipment, and specific serial number modifications; confirm current data for the aircraft you're financing.
The CJ1+ was a mid-cycle upgrade rather than a clean-sheet model: same Model 525 airframe and cabin as the CJ1, but with FADEC-controlled Williams FJ44-1AP engines replacing the CJ1's non-FADEC FJ44-1A, delivering better fuel management and roughly 5% improved specific fuel consumption. When Cessna ended CJ1+ production in 2011, it didn't hand the single-pilot entry-level spot to a clean-sheet aircraft — it relaunched the same basic airframe in 2013 as the Citation M2, which swapped in further-improved FJ44-1AP-21 engines, Garmin G3000 avionics in place of Pro Line 21, winglets, and a redesigned cabin. The M2 was itself updated to M2 Gen2 in 2022. So the direct lineage runs CJ1 → CJ1+ → M2 → M2 Gen2, all sharing the same Model 525 airframe pedigree — it's a distinct line from the larger CJ2/CJ2+/CJ3-family stretches, which are separate, bigger-cabin siblings rather than successors.
Textron Aviation's current single-pilot entry point, the Citation M2 Gen2, lists new at roughly $5.5 million to $6.2 million equipped — several multiples above what a well-equipped pre-owned CJ1+ trades for today. The CJ1+'s original 2005 base price was about $4,095,000; a used example now trades for a fraction of that, which is exactly why buyers looking for single-pilot jet ownership on a tighter budget continue to shop the pre-owned CJ1/CJ1+/CJ2 market rather than new production. All 102 CJ1+ airframes built are reportedly still flying, giving the type a deep, well-documented transaction history that lenders can underwrite against with confidence.
Pre-owned Citation CJ1+s have recently traded in roughly the $2.3 million to $2.6 million range, with well-equipped, program-enrolled examples commanding the top of that band. Because the FJ44-1AP is FADEC-controlled, engine management is simpler than on the earlier CJ1, but lenders still look first at Williams TAP (or equivalent hourly-cost coverage) enrollment status before financing, since an unenrolled engine remains an open-ended maintenance liability that narrows the lender pool. The age-plus-amortization formula that governs older jets applies here too — a 2005-2008 CJ1+ is financeable, but the term available depends on which lender's airframe-age formula fits it. Terms up to 20 years are available on qualifying turbine aircraft, with typical down payments of 15%-20%; business-use documentation strengthens files above $1M, and placing the aircraft on a Part 135 certificate for charter offset changes the structure and should be planned at the same time as financing.
| Citation CJ1 (2000-05) | Citation CJ1+ (2005-11) | Citation M2 Gen2 (current) | |
|---|---|---|---|
| Engines | 2x Williams FJ44-1A (non-FADEC) | 2x Williams FJ44-1AP (FADEC) | 2x Williams FJ44-1AP-21 (FADEC) |
| Avionics | EFIS (analog-era update) | Collins Pro Line 21 | Garmin G3000 |
| Typical price | ~$1.5M-$2M pre-owned | ~$2.3M-$2.6M pre-owned | ~$5.5M-$6.2M new |
| Single-pilot certified | Yes | Yes | Yes |
See our Citation Jet Financing hub for the full CJ lineup, current turbine rates, and the underwriting detail that applies across every CitationJet variant.
Pre-owned Citation CJ1+s have recently traded in roughly the $2.3 million to $2.6 million range, with well-equipped, engine-program-enrolled examples at the top of that band.
The CJ1 (2000-2005) uses non-FADEC Williams FJ44-1A engines. The CJ1+ (2005-2011) replaced them with FADEC-controlled Williams FJ44-1AP engines on the same airframe and Collins Pro Line 21 avionics package, improving engine management, reliability, and roughly 5% of specific fuel consumption.
Cessna built 102 CJ1+ examples between 2005 and 2011 before ending production that summer. Nearly all are reportedly still in operation today.
Yes. Like every aircraft in the CJ family, the CJ1+ is single-pilot type-rated, which is a major part of its appeal to owner-flown buyers stepping up from a high-performance piston or turboprop.
Yes. We finance pre-owned CJ1+s as certified single-pilot light jets, with terms up to 20 years and typical down payments of 15%-20%. Airframe age, engine program status, and intended use (business Part 91 versus charter offset) all factor into the structure.
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