Cessna Latitude OM/AFM/POH
Thread Starter
Join Date: Dec 2015
Location: Germany
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
Cessna Latitude OM/AFM/POH
Hi there.
Does anyone have hands on documents for the Cessna Latitude?
I'm interested in finding out the true performance of the plane, especial the range.
Thanks
Does anyone have hands on documents for the Cessna Latitude?
I'm interested in finding out the true performance of the plane, especial the range.
Thanks
Join Date: Mar 2004
Location: schermoney and left front seat
Age: 57
Posts: 2,438
Received 0 Likes
on
0 Posts
Contact Cessna. They`ll help you out.
Textron Aviation
Contact: Daniel Amtmann
Address: Flughafen GAT - Allgemeine Luftfahrt 6
D-85356 München
Phone: +49 (89) 97 59 7335
Fax: +49 (89) 97 59 7336
Email: [email protected]
Services: Hersteller von Geschäftsflugzeugen
Fleet: Cessna, Beechcraft und Hawker
Homepage: Home
Textron Aviation
Contact: Daniel Amtmann
Address: Flughafen GAT - Allgemeine Luftfahrt 6
D-85356 München
Phone: +49 (89) 97 59 7335
Fax: +49 (89) 97 59 7336
Email: [email protected]
Services: Hersteller von Geschäftsflugzeugen
Fleet: Cessna, Beechcraft und Hawker
Homepage: Home
Join Date: Mar 2012
Location: AZ, USA
Posts: 33
Likes: 0
Received 0 Likes
on
0 Posts
At FL450, at cruise power, mid-weight, TAS is 420+/- burning 1300 lbs/hr. At max continuous power TAS increases to 430+/- and 1450 lbs/hr.
Max continuous power at FL430 yields 440+/- TAS and 1600 lbs/hr. (The other day I flew a 4+16 leg with a direct climb to FL430, at max continuous power. At TOC the airplane accelerated to M.75. The last hour prior to TOD, IMN was .79. Trip burn was 7500 lbs.)
FL410 at max continuous power TAS is nearly 450 while burning 1800 lbs/hr.
Max fuel capacity is 11,390 lbs. so endurance can be calculated from the burns listed above. I like to land with typically no less than 2000 lbs.
With a typical BOW of 18,600 the airplane has a 1,050 lb. full fuel payload.
Handling is solid and well balanced, but control is very heavy in feel. The AP and ATs are very smooth. The Garmin G5000 is a very capable package, with SVS standard.
The cockpit is very roomy and quiet, and most importantly, the passengers love the roomy cabin and its flat floor. It's overall a very good airplane.
In the same category and price point, the competing Embraer Legacy 450 has a lot to offer as well. Both airplanes have a tight niche in which to battle. To each their own....
Slight thread drift: Is the Legacy 450 really considered a direct competitor to the Latitude? It seems a much more advanced aircraft with fly by wire and side stick. Plus, unlike the Cessna, it's a real clean sheet design (together with the 500) and looks much better, too, in my humble opinion. I haven't compared prices and performance, though.
Join Date: Mar 2004
Location: schermoney and left front seat
Age: 57
Posts: 2,438
Received 0 Likes
on
0 Posts
Where the Latitude is beaten only by the Sovereign Plus is field performance, especially on short fields with close in obstacles.
I did the numbers for our airfield, the Lat can typically lift about 1200 lbs more out of our homebase and the Sovereign Plus tops that by roughly 350 lbs. Given the roughly 300lbs highe BEW of the Latitude, the Sovereign Pluses advantage is even bigger...
It is even better than the old Sovereign. Important to us, maybe not so for many others. I had the opportunity to see the new Latitude interior, that is very nice. I had a introduction to the Legacy 500, nice plane as well. Not sure wether I agree on the looks and I love the old fashioned yoke. But thats just me.
AZAV8R: we are looking at a replacement for our Sov, the Sov+ and Latitude are on top of our current list (well I´d love to fly a Falcon, but my bosses are a bit shy to fork out...and in the end its better to have a job on a smaller aircraft vs no job on a shiny Falcon...)
Since we fly a lot to Africa, how would you rate the A/C ? Before several SBs were installed it wasn´t as good as it is now on the Sov and given the higher volume of the Lats cabin...
What about the G5000 - I heard some horror stories about the update procedures (which suck on the old Sov/Honeywell too). How would you rate overall reliability ?
Anything else you`d like to share ?
I did the numbers for our airfield, the Lat can typically lift about 1200 lbs more out of our homebase and the Sovereign Plus tops that by roughly 350 lbs. Given the roughly 300lbs highe BEW of the Latitude, the Sovereign Pluses advantage is even bigger...
It is even better than the old Sovereign. Important to us, maybe not so for many others. I had the opportunity to see the new Latitude interior, that is very nice. I had a introduction to the Legacy 500, nice plane as well. Not sure wether I agree on the looks and I love the old fashioned yoke. But thats just me.
AZAV8R: we are looking at a replacement for our Sov, the Sov+ and Latitude are on top of our current list (well I´d love to fly a Falcon, but my bosses are a bit shy to fork out...and in the end its better to have a job on a smaller aircraft vs no job on a shiny Falcon...)
Since we fly a lot to Africa, how would you rate the A/C ? Before several SBs were installed it wasn´t as good as it is now on the Sov and given the higher volume of the Lats cabin...
What about the G5000 - I heard some horror stories about the update procedures (which suck on the old Sov/Honeywell too). How would you rate overall reliability ?
Anything else you`d like to share ?
Join Date: Mar 2012
Location: AZ, USA
Posts: 33
Likes: 0
Received 0 Likes
on
0 Posts
The Latitude didn't have all of the limitations that the Sov+ initially had. Many of those Sov+ limitations have been removed with the latest Garmin software. Garmin seems to move much quicker with improvements compared to the other avionics OEMs... YMMV. Despite the same engines, and fuel capacity of the Sov+, the Latitude isn't as fast, or have the range of the Sov+ due its larger cabin...which is also what affects the few hundred feet in field performance difference. The issue with the Sov+ is to have its speed and range you'll pay $2M more than the Latitude, whereas the Latitude has the much better cabin. Other than the larger tube they are 85% the same airplane.
There have been a few SB/SLs that have come out for the Latitude but they are little things that are product improvements in areas that are different from the Sov+. The only issue in my airplane was an APU ECU failure. No problems since its replacement. I know of a couple of Latitudes that have had Entry Door lock pins retract too far, and cause the handles to jam. Growing pains of a new design.
Updating the G5000 is really pretty easy once you get the hang of it and understand what to look for in the process. I struggled a little at first using Cessna's cheat sheet. Now that I know what it's doing in the process it's a breeze. There is a bit of power cycling that takes place, but I updated the Nav and Obstacles DB's today in less than 10 mins of sitting in the airplane.
Having a lot of PL21 experience, there are things that Collins does better than Garmin. But...the G5000 in the Latitude is a nice presentation, very intuitive, user friendly, and pretty easy to adapt to. I have a few gripes, but most are pretty negligible. The SVS is good, and the AP/ATs are smooth and precise. Although, I have better luck with the ATs off during a very windy approach.
To 733driver's question, the Latitude and the Legacy 450 are competitors in mission profile. But in design, they are far apart as old school/new school. With the Latitude, it's a proven, and reliable design. With the Legacy 450, time will tell.
There have been a few SB/SLs that have come out for the Latitude but they are little things that are product improvements in areas that are different from the Sov+. The only issue in my airplane was an APU ECU failure. No problems since its replacement. I know of a couple of Latitudes that have had Entry Door lock pins retract too far, and cause the handles to jam. Growing pains of a new design.
Updating the G5000 is really pretty easy once you get the hang of it and understand what to look for in the process. I struggled a little at first using Cessna's cheat sheet. Now that I know what it's doing in the process it's a breeze. There is a bit of power cycling that takes place, but I updated the Nav and Obstacles DB's today in less than 10 mins of sitting in the airplane.
Having a lot of PL21 experience, there are things that Collins does better than Garmin. But...the G5000 in the Latitude is a nice presentation, very intuitive, user friendly, and pretty easy to adapt to. I have a few gripes, but most are pretty negligible. The SVS is good, and the AP/ATs are smooth and precise. Although, I have better luck with the ATs off during a very windy approach.
To 733driver's question, the Latitude and the Legacy 450 are competitors in mission profile. But in design, they are far apart as old school/new school. With the Latitude, it's a proven, and reliable design. With the Legacy 450, time will tell.
Join Date: Mar 2004
Location: schermoney and left front seat
Age: 57
Posts: 2,438
Received 0 Likes
on
0 Posts
Other than the larger tube they are 85% the same airplane.
I love the PL21 (flew it on CJs and the CHALLI 300) & hate the Honeywell Epic...
What about the Aircond ?
Join Date: Mar 2012
Location: AZ, USA
Posts: 33
Likes: 0
Received 0 Likes
on
0 Posts
We're lower utilization so with the exception of the main batteries, inspections are annual. I'm not familiar with the Sov+ schedule.
The new ACM in the Latitude is great...very efficient. For cooling, it cycles the removed moisture 3 times through the system for greater efficiency.
The new ACM in the Latitude is great...very efficient. For cooling, it cycles the removed moisture 3 times through the system for greater efficiency.
