interior and a trailing link main undercarriage. Production of the Bravo ceased in late 2006 after 336 had been delivered. Its more efficient PW530A generates 15% more thrust at takeoff and 23% more at altitude. It burns of fuel in the first hour, dropping to the second hour cruising at at FL410-430 and then the third hour at and FL450. The engine overhaul every 4,000 hours cost $1 million or $275 at power by the Hour. In 2018, early 1997 models starts at $800,000, up to $1.7 million for 2006 planes. The Bravo was replaced by the better-but-more-expensive Citation CJ3. The competing Beechjet 400A is roomier and faster but needs more fuel and more runway, while the compact Learjet 31A is faster but has less range. The faster and more expensive Citation V Ultra has a longer cabin but consumes more fuel. Upgrades By December 2006, Clifford Development in Ohio had launched a program to re-engine Citation IIs with Williams FJ44-3 engines for $1.9 million. Clifford expected a STC within 12 months, 21% faster long-range cruise, 29% longer range, 34% better single-engine climb rate and 20% better fuel efficiency. By May 2007, Sierra Industries in Texas was also developing a similar modification, as 900 Citations qualify for it, directly as a broker and MRO provider, while Clifford should license its STC. In September 2008, the FAA granted a STC to Sierra Industries. The Super S-II made its first flight on September 26. The conversion cost $1.9 million in 2009, resulting in a $3.5-4.6 million value for a converted Citation II. Ceiling is increased from FL 410 to FL 430, reached directly in 25 min at max takeoff weight with a thrust increased from each. Dual-channel FADEC allows a much lower residual thrust, eliminating the need for thrust reversers. Max fuel payload is bumped from for the Citation II, and the S-II can carry more than the initial . Cruise speeds are faster by for the 550, and by for the Citation S-II. The converted 550 is 25% more fuel efficient than the JT15D-powered original at the same speed, and burns of fuel per hour at . The 550 Range is improved by , and by for the S550. The re-engined S550 can reach at FL270. Clifford and its partner Stevens Aviation could also update the flight deck with Collins ProLine 21 avionics and refurbish the cabin. Clifford was touting a