Buyer's Guides › Jet
How to Buy a Cessna Citation II / Bravo (550): Buyer's Guide
A proven, forgiving light jet whose value depends far more on engine program status, avionics and logbooks than on model year.
Updated October 2026 · Market data from 38 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 550 family covers the Citation II, which flew from the late 1970s into the early 1990s, and its successor, the Citation Bravo, built from the late 1990s into the mid-2000s. Both are straight-wing, twin-turbofan light jets designed around short runways, simple systems and docile handling. That formula made the Citation II one of the most popular business jets of its era, and it is why so many remain in service today. The FAA registry shows 498 U.S.-registered aircraft in the family.
fyiAero listings currently show 38 aircraft for sale: 22 Citation IIs (listed as Citation II or 550 Citation II) and 16 Bravos. Model years run from 1979 to 2003. Asking prices range from $395,000 to $2,250,000, with a median of $1,049,500. The median listed airframe time is 8,246 hours, so most of what you will see is a well-used airplane. That is normal for this type, but it makes maintenance history the whole game.
The jet itself is rarely the problem. The problems come from deferred maintenance, engines with no hourly program coverage, and panels that still need expensive compliance work. A cheap Citation II can easily become the most expensive airplane you ever own, while a well-documented one with enrolled engines can be one of the best values in the jet market.
Who it's for. The 550 suits an owner-operator or small flight department flying regional trips of a few hundred to roughly 1,500 nm with up to seven passengers. It is a common choice for buyers stepping up from a turboprop who want jet speed without large-cabin costs. Every pilot needs a CE-500 series type rating, and standard 550s are certified for two crew. Single-pilot operation requires the specific single-pilot certification or authorization that applies to the airframe and the pilot, so confirm that before you buy if you plan to fly solo. Insurers will want type-rating training from a recognized provider and annual recurrent training. They will usually also expect meaningful multi-engine and turbine time. Lower-time pilots should expect higher premiums, a mentor-pilot requirement, or both. Get insurance quotes before you make an offer.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Citation II (550) | 1978-1994 | The original stretched Citation, with Pratt & Whitney Canada JT15D-4 engines, a straight wing and excellent short-field ability. Asking prices span widely, from a $399,000 1979 example to roughly $1.5 million for a 1990 aircraft on fyiAero. Avionics, engine program status and paint and interior drive more of the spread than year does. |
| Citation II/SP and S/II derivatives | 1978-1988 | These are single-pilot-certified and aerodynamically refined offshoots of the II, built under related model designations. They appear less often under the 550 name, so verify exactly which model and certification basis you are buying, because it affects crew requirements and insurance. |
| Citation Bravo (550 Bravo) | 1997-2006 | This update brought Pratt & Whitney Canada PW530A engines, trailing-link landing gear, a Honeywell Primus 1000 glass cockpit and a refreshed cabin. Bravos command the top of the market on fyiAero, with 2002-2003 examples asking about $2.2 million, while some earlier Bravos list near $1.2-1.3 million. |
What a Cessna Citation II / Bravo (550) costs to buy
18 priced listings on fyiAero right now ask between $395,000 and $2,250,000, with a median of $1,049,500 and a median of 8,246 hours total time. Against fyiEstimate, 6 are priced below estimate, 2 within range and 7 above.
- Airframe time matters. On fyiAero, aircraft with 3,000-5,000 hours carry a median ask of $1,434,000, compared with $962,000 for aircraft over 5,000 hours.
- Year is a weak price guide. A 1981 Citation II averages $962,000 in current listings, while 1989 examples average $635,000, so price the specific airplane rather than the year.
- Engine program enrollment, such as hourly maintenance coverage, can be worth hundreds of thousands of dollars. An unenrolled jet should be priced against the cost of its next overhaul or hot section inspection.
- Bravos and Citation IIs are different purchases. Bravos span about $1.2 million to $2.25 million in current listings, and older IIs start under $400,000. Decide which avionics and engine generation you want before you shop on price.
- Upcoming major inspections, such as phase inspections and engine events, should be pro-rated into your offer. Get the due-list in writing early.
- Panel compliance is a cost line on older IIs. ADS-B Out, RVSM approval and modern navigation can add significantly to the real acquisition cost of an otherwise cheap example.
Average asking price by model year
Median asking price by airframe time
| 3,000–5,000 hrs | $1,434,000 | 4 listings |
| 5,000+ hrs | $962,000 | 12 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Engine logbooks, trend data and program status. Engines are the largest single value item. Confirm time since overhaul and hot section, any program enrollment and transferability, and borescope findings.
- Borescope of both engines. Hot section distress, compressor damage or erosion can mean a six-figure bill that logbooks alone will not reveal.
- Corrosion inspection of wings, wheel wells and lower fuselage. Older, high-time airframes, especially those based near salt water, can hide corrosion in structure and around attach points.
- Landing gear, brakes and anti-skid system. Gear actuators, brake wear and anti-skid function are frequent squawks, and Citation IIs and Bravos use different gear designs.
- Pressurization and door seals. Leaky seals, outflow valve problems and cabin leak rates affect comfort and dispatch, and they can point to deeper airframe issues.
- Ice protection systems. Verify that pneumatic boots, heated windshields and engine anti-ice all work properly, since this airplane is often flown into icing conditions.
- Thrust reversers, if installed. Reversers are valuable on short runways but add maintenance and inspection items, so confirm their condition and records.
- Damage history and logbook continuity. Missing logs or undocumented repairs hurt resale badly. Have the shop research all applicable ADs and SBs and verify compliance.
- Avionics, RVSM and ADS-B compliance. Confirm that RVSM approval is current and that ADS-B Out is installed and working. Upgrading an older panel can be a major expense.
- Inspection program status and due-list. Know exactly which phase inspections, component overhauls and time-limited items are coming due so you can price them into the deal.
Popular upgrades
- Integrated glass flight deck retrofit. Modern retrofits, such as Garmin suites available for the Bravo, are expensive. They noticeably improve resale and dispatch reliability but rarely return their full cost.
- ADS-B Out and modern GPS/WAAS navigation. These are essentially mandatory for value. Aircraft without them are discounted by at least the cost of installation.
- Engine maintenance program enrollment. This is not a physical mod, but enrolled engines are one of the strongest value drivers in this market.
- Engine and performance STC upgrades for the Citation II. Aftermarket packages can improve climb, cruise and payload. They add value when documented and supported.
- Interior and paint refurbishment. A fresh cabin helps sell a jet faster but adds less value than engines or avionics. Do not overpay for cosmetics.
Ownership costs
This is a jet, and it is budgeted like one. Industry estimates for this type put variable costs at about $3,148 per flight hour, driven largely by a fuel burn of about 171 gallons per hour. That works out to roughly $8.77 per nautical mile at a 330-knot cruise. At 325 hours a year, the estimated total annual budget is about $1,399,965, and fixed costs alone start around $376,800 before you fly at all. Fixed costs include hangar, insurance, training, crew if applicable, and subscriptions. The average pre-owned value is about $1,125,000. Note that annual operating cost can exceed the purchase price of an older Citation II. Engine reserves or program fees are the item buyers most often underestimate.
Safety record
NTSB records show 10 accidents in this family over the last 10 years, 1 of them fatal, with 2 aircraft destroyed. Against the 498 U.S.-registered aircraft, that works out to about 20.1 accidents and 2.0 fatal accidents per 1,000 aircraft. The airplane has a long reputation for benign handling and good low-speed manners. The risk areas are typical of light jets: runway excursions on short or contaminated runways, unstable approaches, icing operations, and single-pilot workload in high-density airspace or bad weather. Quality type training, annual recurrent sessions in a simulator, disciplined use of checklists and stabilized-approach criteria, and honest weight-and-performance planning are the best risk reducers.
Alternatives to consider
- Cessna Citation V / Ultra / Encore (560). It offers a bigger cabin and more performance with similar flying qualities, but at higher acquisition and operating cost.
- Cessna CitationJet CJ2. It is newer, single-pilot certified and more efficient, but it has a smaller cabin and a higher purchase price.
- Beechcraft Beechjet 400A. It is faster with a larger cabin cross-section, but it needs longer runways and has a smaller support network.
- Learjet 35A. It is much faster and longer-legged, but it burns more fuel, demands more of the pilot and has less short-field capability.
- Beechcraft King Air 350. It offers a roomier cabin, lower fuel burn and better rough-field ability, but it is significantly slower than a jet.
Frequently asked questions
How much does a Citation II or Bravo cost?
fyiAero listings currently range from $395,000 to $2,250,000, with a median asking price of $1,049,500. Older Citation IIs sit at the low end and late Bravos at the top.
What does it cost per hour to operate?
Industry estimates put variable costs at about $3,148 per hour, with a fuel burn around 171 gallons per hour. A 325-hour annual budget, including fixed costs, is estimated at about $1,399,965.
Can I fly a Citation 550 single-pilot?
Standard 550s are certified for two crew, so single-pilot operation depends on the specific aircraft certification and your type rating authorization. Confirm both with your training provider and insurer before you buy.
What is the difference between the Citation II and the Bravo?
The Bravo has newer PW530A engines, trailing-link gear, a glass cockpit and an updated cabin. That is why Bravos generally list at higher prices on fyiAero.
How many hours do typical listings have?
The median airframe time in current fyiAero listings is 8,246 hours. Aircraft with 3,000-5,000 hours carry a median ask of $1,434,000, compared with $962,000 for those over 5,000 hours.
How safe is the Citation 550?
NTSB records show 10 accidents, 1 fatal, over the last 10 years across a U.S. fleet of 498 aircraft. That is about 20.1 accidents per 1,000 aircraft. Strong training and recurrent practice are the biggest factors in operating it safely.
Cessna Citation II / Bravo (550) for sale
📷 22
📷 11
Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
