Cessna built 198 examples of the Citation CJ1 between 2000 and 2005, positioning it as the second generation of the Model 525 CitationJet family that began with the original CitationJet in 1993. The CJ1 kept the same basic airframe and twin Williams FJ44-1A turbofans as its predecessor but added a modernized EFIS avionics suite and a moderate increase in maximum takeoff weight, making it meaningfully easier to fly and slightly more capable. It's the same lineage that runs through the CJ2, CJ3, and today's CJ4 Gen2 — all 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, which is a large part of its appeal to owner-flown buyers stepping up from a high-performance piston or turboprop. It remains one of the most affordable ways into jet ownership: nearly all 198 built are still in operation today, and the type has deep transaction history that gives lenders confidence valuing the collateral.
| Cessna Citation CJ1 (Model 525) — factory specs | |
|---|---|
| Seats | 2 crew + 5-6 passengers |
| Engines | 2x Williams FJ44-1A turbofan, 1,900 lb thrust each |
| 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 | 10,600 lb |
| Max landing weight | 9,800 lb |
| Operating weight empty | 7,050 lb |
| Fuel capacity | 3,220 lb |
| Max payload | 1,350 lb |
| Max speed / normal cruise | 381 kt |
| Economy cruise | 307 kt |
| Range (normal / max) | 775 nm / 1,161 nm |
| Service ceiling | 41,000 ft |
| Rate of climb | 3,230 fpm (850 fpm one engine inoperative) |
| Balanced field length / Landing distance | 4,220 ft / 4,407 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 original CitationJet (1993-1999) established the Model 525 platform. The CJ1 replaced it in 2000, keeping the same FJ44-1A engines but modernizing the cockpit with updated EFIS avionics and nudging maximum takeoff weight upward. In 2005, Cessna replaced the CJ1 with the CJ1+, which was a bigger step: FADEC-controlled Williams FJ44-1AP engines (versus the CJ1's non-FADEC FJ44-1A) and Collins Pro Line 21 avionics, both meaningful upgrades in engine management and cockpit capability. That succession is worth understanding when comparing the two on the used market — the CJ1 and CJ1+ look nearly identical from the ramp but differ in engine control architecture and avionics generation, which shows up in both price and operating characteristics.
Textron Aviation's current single-pilot entry point, the Citation M2 Gen2, lists new at roughly $5.5 million — several multiples above what a well-equipped pre-owned CJ1 trades for today. Nothing in current production replaces the CJ1 at its price point; buyers looking for single-pilot jet ownership on a tighter budget are shopping the pre-owned CJ1/CJ1+/CJ2 market specifically because Textron's new-production single-pilot lineup starts so much higher. That gap is exactly why the CJ1 remains one of the deepest and most actively traded segments of the light jet resale market more than two decades after it left the factory.
Pre-owned Citation CJ1s have recently traded in roughly the $1.5 million to $2 million range, with well-equipped, program-enrolled examples commanding the top of that band and older or non-enrolled airframes trading lower. Engine program enrollment is the first thing lenders look at: because the FJ44-1A is not FADEC-controlled the way the CJ1+'s engines are, buyers should confirm Williams TAP (or equivalent hourly-cost coverage) enrollment status before financing, since an unenrolled engine is an open-ended maintenance liability that narrows the lender pool. The age-plus-amortization formula that governs older jets also applies here — a 2000-2003 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+ (2005-13) | 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 | ~$2.4M-$2.6M pre-owned | ~$5.5M 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 CJ1s have recently traded in roughly the $1.5 million to $2 million range, with well-equipped, engine-program-enrolled examples at the top of that band and older or non-enrolled airframes trading lower.
The CJ1 (2000-2005) uses non-FADEC Williams FJ44-1A engines and an EFIS avionics update over the original CitationJet. The CJ1+ (2005-2011) replaced it with FADEC-controlled Williams FJ44-1AP engines and Collins Pro Line 21 avionics, a meaningful step up in both engine management and cockpit capability.
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.
It's not always required, but it's the first thing underwriting looks at. Because the FJ44-1A isn't FADEC-controlled, an unenrolled engine represents an open-ended maintenance liability that narrows the lender pool and can affect terms. Williams TAP or equivalent hourly-cost coverage is strongly preferred at closing.
Yes. We finance pre-owned CJ1s 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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