Your Business Aviation Resource & Marketplace 2023 | Vol. 33, No. 1
EMBRAER Praetor 500
INSIDE
JETS A Hot And High Market
AVIONICS UPGRADES Go A Long Way
Business Aircraft Sales Market is Entering a More Balanced Phase
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IN THIS ISSUE
Volume 33 | Issue #1
EDITOR-IN-CHIEF Julie Boatman
CREATIVE DIRECTOR Amy Jo Sledge
COPY EDITOR Amy Wilder
DESIGN & PRODUCTION Amy Deal
CHIEF COMMERCIAL OFFICER Lisa deFrees lisa@flying.media DIRECTOR OF SPECIAL PROJECTS & AD OPERATIONS Andy Welch andy@flying.media DIGITAL MEDIA COORDINATOR Aaron Will aaron@flying.media SENIOR BUSINESS DEVELOPMENT MANAGER Roxanne Sweazey roxanne@flying.media BUSINESS DEVELOPMENT MANAGER Jaci Steib jaci@flying.media
EMBRAER Praetor 500
18 30 36
JETS A Hot & High Market by Julie Boatman
Business Aircraft Sales Market is Entering a More Balanced Phase in 2023 – That Means Sellers and Buyers are Actually Negotiating Again! Stephen Hofer
AVIONICS UPGRADES Go A Long Way by Michael Wildes
Craig Fuller CEO
24 29 44 FBO-Charter Feature Professional Services Luxury Real Estate
Preston Holland COO
Lisa deFrees CCO
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Aircraft Sales, Brokerage, Acquisitions and Consulting
1969
Conquest I
S/N: 425-0053 - 9,825 Hours Total Time, 1,984/1,984 Hours Since Overhaul, 184/184 Hours Since Hot Section, Engine Overhauls by Dallas Airmotive, 443/443 Hours Since Prop Overhaul, New Props Installed Dec. 2019, Prop OH Due December 2025, Known Ice, ADS-B Compliant, WAAS, and more!
Falcon 2000
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Eurocopter EC135 P2+
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Citation III
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Hawker 800XP
S/N: 258337 - 12,172 Hours Total Time, 1,300/770 Hours Remain on non-MSP Engines, G Inspection Due August 2025, 2010 Paint and Interior in good condition.
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2006 HAWKER 850XP SERIAL NUMBER 258751
2005 GULFSTREAM G550 SERIAL NUMBER 5056
2000 FALCON 50EX SERIAL NUMBER 300
2010 CITATION C1+ SERIAL NUMBER 0697
2001 CITATION EXCEL SERIAL NUMBER 5144
KING AIR B200 FALCON 2000LX
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JETS
A HOT AND HIGH MARKET
BY JULIE BOATMAN
WHO KNEW THAT the dark clouds gathered by a glob- al pandemic would have such a silver lining? Not that we would wish the past three years on anyone to live back through, but the resiliency of the turbine-powered busi- ness and owner-flown aviation markets has defied the pains of workforce fluctuations and supply chain disrup- tions. Case in point: Bombardier. Though the Montreal- based company has contracted over the past five years through divestment of its Q400 and de Havilland product lines and shifted its focus away from commercial aviation, it appears to be coming through all right, having made sound decisions. The first delivery of the Challenger 3500 took place in September 2022, going to launch customer Les Goldberg, chairman and CEO of Entertainment Tech- nology Partners. “As a previous owner of a Challenger 350 business jet, I can say with confidence that Bombardier has hit all the right notes in creating a next-generation aircraft," Goldberg says. "The cabin interior is spectacular, and I appreciate the added comfort and productivity that these new features will bring to our worldwide travels." According to the latest projection by Bombardier CEO Éric Martel, the company is taking advantage of the contin- ued attractiveness of business aviation through Q3 2022 to both private individuals and corporations looking to avoid based company has contracted over the past five years through divestment of its Q400 and de Havilland prod- uct lines and shifted its focus away from commercial aviation, it appears to be coming through all right, having made sound decisions. The first delivery of the Challenger 3500 took place in September 2022, going to launch customer Les Goldberg, chairman and CEO of Entertainment Technology Partners. “As a previ- ous owner of a Challenger 350 business jet, I can say with confidence that Bombardier has hit all the right notes in creating a next-generation aircraft," Goldberg says. "The cabin interior is spectacular, and I appreci- ate the added comfort and productivity that these new features will bring to our worldwide travels." According to the latest projection by Bombardier CEO Éric Martel, the company is taking advantage of the continued attractiveness of business aviation through Q3 2022 to both private individuals and cor- porations looking to avoid the squeeze of airline travel. WHO KNEW THAT the dark clouds gathered by a global pandemic would have such a silver lining? Not that we would wish the past three years on any- one to live back through, but the resiliency of the tur- bine-powered business and owner-flown aviation markets has defied the pains of workforce fluctuations and supply chain disruptions.
the squeeze of airline travel. In fact, the company expects to deliver more than 120 units by the end of the year. The 3500 is distinguished by its autothrottle system—which received approval under Transport Cana- da in April—and the fact that Bombardier has published an Environmental Product Declaration for the model, making it the first of the super midsize jets to launch with this transparent life-cycle impact statement that outlines its projected potential for smog creation, ozone depletion, and water pollution. Those key drivers—the pivot to business and per- sonal travel by private aviation, the focus on sustain- ability, and the targeting of niche segments within the turbine market—are reflected in the owner-flown tur- bine segment as well. Those key drivers—the pivot to business and personal travel by private aviation, the focus on sustainability, and the targeting of niche segments within the turbine market—are reflected in the owner-flown turbine segment as well. Owner-Flown Mounts Historically low interest rates recently have seen upward pressure, and those rising mortgage rates will surely slow the market as access to capital wanes. At press time, the federal funds rate bumped up to 3.25 percent, with an an- ticipated rise to up to 4 or 4.25 percent at meetings in No- vember and December, according to kiplinger.com. But Jim Blessing, president of AirFleet Capital—which writes loans on all models of owner-flown aircraft from pistons to jets—hasn’t seen the needle move just yet, Historically low interest rates recently have seen up- ward pressure, and those rising mortgage rates will surely slow the market as access to capital wanes. At press time, the federal funds rate bumped up to 3.25 percent, with an anticipated rise to up to 4 or 4.25 per- cent at meetings in November and December, accord- ing to kiplinger.com. In fact, the company expects to deliver more than 120 units by the end of the year. The 3500 is distinguished by its autothrottle system—which received approval under Transport Canada in April—and the fact that Bombardier has pub- lished an Environmental Product Declaration for the model, making it the first of the super midsize jets to launch with this transparent life-cycle impact state- ment that outlines its projected potential for smog creation, ozone depletion, and water pollution. But Jim Blessing, president of AirFleet Capital— which writes loans on all models of owner-flown aircraft from pistons to jets—hasn’t seen the needle
AIRCRAFT MAKE/MODEL MFG BASE PRICE ENGINE
SEATS MAX TAKEOFF WEIGHT FULL FUEL PAYLOAD
JETS Bombardier Challenger 3500 $26.7 million Bombardier Challenger 650 $32.4 million
2 x Honeywell HTF7350
up to 10 40,600 lb.
1,800 lb. 1,150 lb. 2,639 lb. 2,470 lb. 1,890 lb. 514 lb. 1,122 lb. 1,000 lb. 1,600 lb.
2 x General Electric CF34-3B MTO up to 12
48,200 lb.
Bombardier Global 5500
$46 million
2 x Rolls-Royce Pearl 15 2 x Rolls-Royce Pearl 15
up to 16 92,500 lb.
Bombardier Global 6500 $56 million
up to 17
99,500 lb.
Bombardier Global 7500 Cessna Citation M2 Gen2
$75 million
2 x General Electric Passport 2 x Williams FJ44-1AP-21
up to 19 114,850 lb.
$5.855 million
7
10,700 lb. 17,110 lb. 30,800 lb. 39,500 lb. 6,000 lb. 70,000 lb. 73,000 lb. 10,703 lb. 18,552 lb. 37,567 lb. 42,858 lb.
Cessna Citation CJ4 Gen2 $11.290 million
2 x Williams FJ44-4A
10
Cessna Citation Latitude Cessna Citation Longitude Cirrus Vision Jet G2+ Dassault Falcon 7X Dassault Falcon 8X Embraer Phenom 100EV Embraer Phenom 300E Embraer Praetor 500 Embraer Praetor 600
$19.305 million $29.965 million $2.98 million $53.8 million $62.5 million $4.495 million $10.295 million $17.995 million $21.495 million $24.5 million $49.5 million $59.5 million $6.5 million $11.05 million
2 x Pratt & Whitney PW306D1 2 x Honeywell HTF7700L 1 x Williams FJ33-5A 3 x Pratt & Whitney PW307A 3 x Pratt & Whitney PW307D
9
12
7
1,400 lb. mx pyld 6,000 lb. mx pyld 4,900 lb. mx pyld 647 lb. mx pyld 1,586 lb. mx pyld 1,610 lb. mx pyld 2,194 lb. mx pyld 4,050 lb. mx pyld 5,250 lb. mx pyld 6,540 lb. mx pyld
12 - 16 12 - 16
2 x Pratt & Whitney PW617F1-E 6 or 8
2 x Pratt & Whitney PW535E1 2 x Honeywell HTF7500E 2 x Honeywell HTF7500E 2 x Honeywell HTF7250G
8 or 11 2 + 9 2 + 12
Gulfstream G280 Gulfstream G500 Gulfstream G600 HondaJet Elite S
8 - 10 + 2 39,600 lb.
2 x Pratt & Whitney PW814GA up to 19 79,600 lb. 2 x Pratt & Whitney PW815GA up to 19 94,600 lb.
2 x GE Honda HF120 2 x Williams FJ44-4A
1 + 5/7
10,900 lb. 18,300 lb.
883 lb. 715 lb.
Pilatus PC-24
1 + 11
20
50
FUEL BURN
MAX SPEED
NBAA IFR RANGE STALL/VREF SPD TAKEOFF FIELD LENGTH LANDING DISTANCE
NA NA NA NA NA
0.83 Mach 0.85 Mach 0.90 Mach 0.90 Mach 0.925 Mach
3,400 nm 4,000 nm 5,900 nm 6,600 nm 7,700 nm 1,550 nm 2,165 nm 2,700 nm 3,500 nm 1,275 nm 5,950 nm 6,450 nm 1,178 nm 2,010 nm 3,340 nm 4,018 nm 3,600 nm 5,300 nm 6,600 nm 1,437 nm 2,129 nm
NA NA NA NA NA
4,835 ft. 5,640 ft. 5,340 ft. 6,145 ft. 5,760 ft. 3,210 ft. 3,410 ft. 3,580 ft. 4,810 ft. 2,036 ft.
2,308 ft. 2,402 ft. 2,207 ft. 2,236 ft. 2,237 ft. 2,590 ft. 2,940 ft. 2,480 ft. 3,170 ft.
830 pph 1,299 pph 1,770 pph 1,810 pph 442 pph 2,210 pph 2,240 pph
404 ktas 451 ktas 446 ktas 483 ktas 311 ktas
83 kias 86 kias
NA NA
60 kcas
1,628 ft. ground roll
0.90 Mach 0.90 Mach
104 kias (VREF) 5,710 ft. balanced field 107 kias (VREF) 5,880 ft. balanced field
2,070 ft.
3,705 ft. over 50-ft. obs
88 gph 124 gph 214 gph 236 gph
406 ktas 464 ktas 466 ktas 466 ktas
95 ktas 103 ktas 101 ktas 104 ktas
3,190 ft. 3,209 ft. 4,222 ft. 4,717 ft. 4,750 ft. 5,300 ft.
2,473 ft. 2,212 ft. 2,086 ft. 2,165 ft.
NA NA NA
0.85 Mach 0.925 Mach 0.925 Mach
115 kias (VREF) 117 kias (VREF)
2,365 ft. std config 2,645 ft. std config 2,365 ft. std config 2,867 ft. 4 pax/NBAA 2,120 ft. over 50-ft. obs
109 kias (VREF) 5,700 ft.
638 pph/392 ktas/FL430 422 ktas
108 ktas 82 kias
3,639 ft. MTOW
159 gph
438 ktas
2,930 ft. over 50-ft. obs
21
51
though he admits it could change at any point. “It’s been a wild ride,” Blessing says. “Activity levels are still a little ahead of what they were in 2018,” even considering the interest rate cuts ahead of the COVID-19 crisis. Though Blessing says that AirFleet’s activity overall is tran- sitioning back to “more normal levels,” with fewer new trans- actions and more refinancing, there’s still a bright horizon. New aircraft make up 30 percent of AirFleet’s annual volume, and Blessing reports those activity levels are “a bit higher this year [in 2022]. Are interest rates going to upset buying hab- its?” Hard to tell, but Blessing says there is still ample cash out there earmarked for aircraft purchases. “Our biggest competi- tor [as a loan underwriter] is a cash buyer.” If you want a new turbine mount, in most cases you’ll need to negotiate a substantial waiting list. Manufacturers, such as Textron Aviation, Pilatus, and Gulf-stream, all register backlogs into 2024 or later—a point reflected in Blessing’s assessment: “We’re not seeing any inventory on the OEM side. Cancella- tions are an opportunity for the OEM,” allowing them to ac- commodate a new buyer at a better price than the one previ- ously negotiated when material and workforce costs were lower. What does this mean for the pilot or flight department that wants a new jet for the fleet, or to enter business aircraft ownership for the first time? You have a wide range of excit- ing platforms with incredible long-range, high-speed perfor- mance—and a “greener” signature—but you might have to plan carefully in order to secure one on your preferred timeline. Fractional Fleet Updates Another part of the jet market that has benefited from the continued development of niche turbine mounts are frac- tional jet operations. Volato, based in Atlanta, Geor- gia, recently announced that it would expand from its current fleet of 11 HondaJet Elites to add the Gulf- stream G280. The company placed an order for four units in September. With these incoming aircraft, Volato said it would be able to expand its business model to serve a wider share of the mar- ket. “When we launched Volato, our strategy was to initially target the largest segment of the market that was not being directly addressed: short-haul flights with only a few passen- gers,” Volato CEO Matt Liotta says. “From listening to our customers’ needs and recognizing that our innovative business model is not just limited to light jets, we are excited to expand our model to larger aircraft,” Liotta adds. “This would also ensure that existing HondaJet custom- ers would be able to fly their edge case missions that are farther or with more passengers.” The jump from six seats to the 10- passenger configuration in the G280 allows for that growth, making it the first company to operate the super midsized jet in a fractional model. • From a previous issue of FLYING Magazine
22
23
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BUSINESS AVIATION NEWS
Business Aircraft Sales Market is Entering a More Balanced Phase in 2023 – That Means Sellers and Buyers are Actually Negotiating Again!
STEPHEN HOFER, PRESIDENT, AERLEX LAW GROUP
T he business aircraft sales market appears to have started off the new year with nearly the same vigor as the end of 2022 but as a seasoned aviation attorney, I can already see subtle differences and it suggests that we are entering into more balanced market conditions. As it turns out, the first several transactions that Aerlex Law Group has handled in 2023 have all involved the representation of buyers rather than sellers and so I’ve been primarily exposed to the psychology of buyers and buyer-brokers and it’s obvious that the frenzy that marked the last half of 2021 and most of 2022 has subsided. I have been handling aircraft transactions for more than 30 years and the conditions that marked the end of the post- pandemic phase were absolutely unprecedented in my experience. The burst of new buyers entering the market for the first time, the cache of cash they had been able to accumulate while Covid-19 kept everyone locked down, historically low interest rates, the paucity of pre-owned inventory and sellers’ awareness that if they sold their aircraft they might not be able to find a ready replacement, manufacturers’ already jam- packed order books and the multi-year waiting times for new aircraft deliveries, the lack of pre-purchase inspection capacity at repair shops, the looming end of 100% bonus depreciation – all these factors combined to create an unprecedented sellers’ market, driving up prices for
all models and all ages of aircraft, leading to bidding wars, competing offers over asking price, many all-cash purchases and deal terms unlike anything we had ever seen: sales being closed on a total “as is, where is, with all faults” basis without pre-buys or with inspections delayed for weeks or even months after closing, and limited holdbacks to protect the buyers against any discrepancies that might be discovered – sellers dictated those terms because they knew they could. The International Aircraft Dealers Association (IADA), of which Aerlex is a member, reported that there were nearly 1,400 preowned aircraft sales in 2022 with an aggregate value of $9.3 billion. It was an explosive time and everyone involved in the industry, brokers, lawyers, escrow and title companies, maintenance, repair and overhaul (MRO) facilities, technical inspection overseers, the Federal Aviation Administration – literally everyone – could barely keep up with it. That brief and exhausting era is over, however, and that realization is becoming increasingly clear to everyone in the business aircraft industry. Pre-owned inventory is slowly edging upward in certain segments of the market and more airplanes are becoming available for purchase although we still have a ways to go to return to a truly balanced market. Original equipment manufacturers (OEMs) have not increased the pace on the assembly line so delivery dates for new customers are still two or three years in the future and that wait time continues to buoy the pre-owned market, but based on my experience and my conversations with current and prospective clients, it seems clear that the 2021-2022 fever has broken. Today’s prospective buyers are more patient, more discerning, more price-conscious and more demanding. Tax- motivated purchasers buyers who anticipate significant business usage of their aircraft recognize that, even though it has dropped from 100% to 80% in 2023, accelerated
depreciation still offers a powerful incentive for purchase – but they also know that they have more than 10 months to put an aircraft into service in order to claim that 80% first-year write-off and they’re prepared to wait for an airplane that really satisfies their specific needs for air transportation. Inspection slots still aren’t plentiful, but they’re more readily available, often in days or weeks rather than months. The supply chain problems involving replacement parts seems to be easing slowly. The price of crude oil, and refined Jet A-1 aviation fuel, has gone up dramatically, the spikes fueled by post-pandemic supply issues and the Russian invasion of Ukraine, and that can be a deterrent for some users. Interest rates, while still low by historic standards, have been raised significantly and repeatedly since March 2022 and that shrinks the pool of prospective purchasers somewhat. When you combine all these factors together, the result is that aircraft transactions are once again actually being “negotiated” and buyers and sellers, aviation lawyers and aircraft brokers are doing what they should be doing: strategizing with their clients, assessing what aircraft will best fit the user’s needs, analyzing the market, deciding what contractual terms are truly important and what’s not, talking with the other side and trying to figure out win-win deals that work for both sides. I’ll talk more about this process in a future column. And as always, feel free to contact me at Aerlex Law Group in Los Angeles if you’d like to talk more about an aircraft sale or acquisition. •
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AVIONICS UPGRADES
GO A LONG WAY
The latest updates to jets at the NBAA-BACE event in October show off new technology.
BY MICHAEL WILDES
Garmin’s announcement in October that it acquired a supplemental type certification (STC) from the FAA for the GI 275 electronic flight instrument in the Dassault Falcon 7X business jet should give operators and pilots a reason to celebrate. The announcement came as part of Garmin’s press run at the National Business Aviation Association’s Business Avia- tion Convention and Exhibition (NBAA- BACE) held in Orlando this year, and it was one of many fascinating updates in business aviation, particularly related to avionics.
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GARMIN GI 275/DASSAULT FALCON 7X
Garmin's GI 275 can now replace the original seco- nary flight display in the Falcon 7X and be configured to serve as an attitude-direction indicator with synthetic vision technology. When Garmin introduced the GI 275 in January 2020, it seemed the powerful little round dial with all of Garmin’s software stuffed inside was posi- tioned to corner the general aviation avionics market. If you’ve seen or used it, you know it. The 3.125-inch, panel-mount digital gauge can do the work of four separate analog instruments, with pi- lots having the option to choose the configuration they want. So, with the ability to display primary flight and engine information, matched with FAA approval for in- stallation in more than 1,000 single-engine and multien- gine business and general aircraft models, owners could give their panels a facelift and keep some of those old birds flying a little bit longer. In the case of the Falcon 7X, Garmin said 300 air- craft across the global Falcon fleet were eligible to add the GI 275. Either way, this recent addition shows just
how capable the instrument is, if it can serve both week- end warriors doing breakfast runs in, say, a 1983 Piper Turbo Arrow IV—as I’ve seen—to now Falcon jet driv- ers, possibly taking the boss into Teterboro for a critical meeting. Is that a coincidence? Not really. Jim Alpiser, who leads the aftermarket sales team for Garmin’s aviation segment, shared with FLYING that Garmin has in mind all the use cases, from big airplanes to small, when it designs and rolls out versatile products like the GI 275. “The person installing it in a Bonanza or a Mooney should feel amazing because that same technology is also inside a Falcon aircraft now,” he said. It doesn’t mean some larger screen products, such as the G1000, will lose their place in the market. Instead, Alpiser uses the analogy of the suite of Apple products that share similar basic capabilities regardless of screen sizes. In this case, it’s more about what’s visually appeal- ing to the pilots, and, like the Falcon 7X application, it could even augment the larger displays.
The placement of the GI 275 in the Dassault Falcon 7X marks the instrument’s first entry into jets.
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The Cessna Citation Excel has been the workhorse for the NetJets fleet over its lifetime.
GARMIN G5000/CESSNA CITATION EXCEL
In addition to the announcement on the GI 275, Gar- min also said it was working with European regulators to gain permission for EASA-certificated operators to install the G5000 integrated avionics suite on the Cessna Cita- tion Excel and Citation XLS. Since Garmin launched the Cessna Citation Excel and Citation XLS G5000 modern- ization program three years ago, more than 100 Excel and XLS aircraft have added the avionics package, and now European operators will benefit once the integration is ap- proved. The three landscape-oriented displays give pilots added situational awareness and additional capabilities. Finally, Piper Aircraft, which also exhibited at the con- ference, shared an update to say that the touchscreen Gar- min G3000 and the software innovation for that avion- ics suite featured in Piper’s flagship M600/SLS was a big boost for safety. Some of the latest G3000 upgrades in the M600/SLS include enhancements to the synthetic vision system, weather radar, navigation, flight planning, check- lists, and SafeTaxi. Though the G3000 isn’t available com- mercially for retrofits, Piper’s confirmation is a testament to the role of advanced avionics in improving both the life- time and ease of operation for these airplanes. Even the new HondaJet Elite II, which the OEM an- nounced that same week, boasted the updated G3000 would be equipped with autothrottles. To that end, the new model would have Garmin’s emergency system, Au-
toland, as a standard feature when it ships. It speaks to the bigger trend at play. When the Aircraft Electronics Associ- ation shared its six-month Avionics Market Report in Au- gust, it said owners and operators spent more than $615 million on retrofits, including flight deck upgrades and other electronics, antennas, and so forth. That represented more than 45 percent of all the avionic sales it recorded, compiled with data from more than 1,300 member com- panies. That means aircraft owners and operators are find- ing new ways to stretch the lifetime of their aircraft by tapping into these avionics upgrades. That’s easier to do than airframe or powerplant upgrades, since those technologies progress much slower and suffer from more restrictions. As Alpiser explained, “avionics upgrade technology has accelerated over the recent decades. In regards to the GI 275, it embodies that spirit because it packs many ca- pabilities into a smaller space.” Moreover, pilots now have an added layer of safe- ty that comes from the reduced workload Alpiser says these upgrades offer. “Adding safety to the cock- pit is a huge driver of upgrades and modernization. Adding safety-enhancing technology, like synthetic vision or additional data fields, can help make you a better pilot.”
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ATLAS, FROM AVIDYNE
Other legacy jet platforms are also being rejuvenated through avionic offerings from Avidyne. During NBAA- BACE, Avidyne shared that Learjet 55C owners and op- erators could now add Avidyne’s dual Atlas flight manage- ment system retrofit upgrade. The upgrade provides them with fully-coupled GPS approach capabilities, including LPV, LP, LNAV/VNAV, and LNAV-only, while not need- ing to make expensive EFIS86-L system replacements. So, not only does it extend the useful life of these time-tesed jets, but for operators, their world just got bigger. “A lot of these airplanes are perfectly good airplanes,” Tom Harper, Avidyne’s marketing director, tells FLYING. “With LPV, you’re opening up so many more runways, since that’ll allow you to get into airports that don’t have an ILS. Or, in some cases, they only have an ILS on one runway, and the winds aren’t favorable. So, the upgrade just gives you more options to complete the mission.”
In terms of use, each Atlas flight management system boasts a QWERTY-style keyboard with touchscreen ca- pabilities so pilots can flight plan and view maps to their liking. They are also equipped with integrated wireless connectivity that links them to iPads to complement third-party flight planning apps. Regarding the layout, Harper said the Learjet up- grade requires reconfiguring the center pedestal to make a more pilot-friendly interface by bringing EFIS mode select controls and FMS units forward. Harper added that the upgrade to the Lear 55C is just an indication of things to come. Avidyne will look to breathe new life into other “old birds,” including others in the Learjet family, Dassault Falcons, Cessna Citations, Beechcraft King Airs, the IAI Westwind, and the Piaggio P.180 Avanti. • From a previous issue of FLYING Magazine
The first of the Atlas series marked Avidyne’s entry into the transport category business jet market.
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