Aviation Technology - Page 18 Aviation Articles

STC Approved: Garmin GTN 650/750 for Citation 500 Series

STC Includes Touchscreen Interface, WAAS Approvals
Article By: www.aero-news.net
FMI: www.jettechllc.net

Touchscreen Technology Now Available For Legacy Citations installing the new touchscreen Garmin GTN 650/750 GPS/NAV/COM on Cessna Citation 500 series aircraft to include models 500, 501, 550, 551, S550 and 560. The new STC, granted to JETTECH, is for a fully integrated GPS/NAV/COMM and also covers the installation of the Garmin GTX 33’s transponders, remote GMA35 audio panels, and GA35/37 antennas.
In addition, the STC includes WAAS approvals and will complement JETTECH’s existing STC for the Garmin G600 “Glass Panel” EFIS installation modification for the Legacy Cessna Citations offered as an STC’d data package. Shipments will be begin immediately and JETTECH says it stands ready to support its customers through the installation process.

“The benefits of this STC’d installation are numerous for Legacy Citation owners and operators.” said Rob Irwin, founder and member/manager of JETTECH. “Not only are there greater ranges of choices and price points, pilots now have access to instrumentation that would otherwise be limited or not available due to space restrictions.”

Irwin noted The GMA35 unit is designed to fit securely behind the GTN 750 series, leaving more room for the large display avionics. He said that all is required is to just touch the onscreen “Audio Panel” or “Intercom” button to access those controls. The large, six inch tall high-definition touchscreen offers access to a variety of displays including terrain mapping, graphical flight planning, geo-referenced charting, traffic display and satellite weather.

In addition to the new STC for the Garmin GTN 650/750 installation as well as the previously announced STC for the G600 install on Legacy Citations, JETTECH has also secured an STC for installing the Garmin G600 RVSM for the Cheyenne III, IIIA & 400LS models.

(Image provided by JETTECH)

Aircraft Performance for “Dummies.”

Today's modern business jets are at the leading edge of aerodynamic design. These aircraft fly faster, further and consume less fuel than their first generation predecessors. What they are capable of is amazing. Within aviation, we tend to focus on and discuss all the maximum performance capabilities. However, when we are dealing with the non-aviation person, these limits of the aircraft’s capabilities can lead to much confusion, and sometime to acquiring the wrong aircraft for the job. Consider this to be in the vein of those wonderful “Dummies” books!

The confusion will often start with the sales brochures which list the maximum capabilities of the aircraft. Typically they focus on range, speed, and payload (or seats). It is important to realize that when the brochure states “Maximum Range: 2,350 nm; Executive Seating: 8 passengers; Maximum Speed: 470 knots,” it does not mean that this aircraft is capable of taking eight people 2,350 nautical miles at a speed of 466 knots! It simply states that the aircraft can fly 2,350 nautical miles, it can fly with eight people on board, and it is capable of reaching speeds of up to 470 knots - just not all at once.

Think of it like you would your car. You wouldn't expect your family sedan to get 28 MPG at 130 MPH! Most non-aviators can understand that analogy.

Following are some explanations of salient terms for those who don’t share in our world.

Aircraft can carry people, baggage, and fuel, but not the maximum of all three. Fill up the tanks with fuel for that maximum 2,350nm range trip, and you may only have enough useful payload left for three or four people. Conversely, fill up the seats and baggage capacity of the same aircraft, and you may have enough useful payload left to fly a 1,800nm trip.

Best economy speeds are slower than the maximum speeds. Our aircraft is capable of traveling at very high speeds. But the best fuel economy is found at a much lower speeds. With our car, to get 28 MPG we may need to drive at 40 MPH as opposed to 130 MPH. With the aircraft, we may need to slow to 430 knots as opposed to 470. 

Runway length required for takeoff will vary depending on many parameters. Again, the brochure may list a runway length of 5,000 feet. But that is with very specific parameters. Can you remember that time you drove to the mountains? Pulling onto the highway with a car full or people and bags it took a while to accelerate to the required speed. With the aircraft, it is similar. In a nutshell:


  • Heavier weights = more runway length
  • Hot days = more runway length
  • High altitude airport = more runway length


With a relatively short runway, at altitude, on a warm day, we may need to reduce the weight of the aircraft below its "maximum" weight in order to safely depart on the runway. Come back after dark when it is cooler and you may be able to add more weight.  So the extreme may be an aircraft that can take-off at sea-level from a 5,000 foot runway with four people and fly 2,350nm, but  may only be able to manage a trip of 850nm from an 8,000 foot long runway in the mountains on a warm day.

Regarding the performance of aircraft, they are a series of compromises. They can offer speed, range and payload but often require trade-offs in two of those areas to maximize the third. We pride ourselves in knowing the maximum capabilities of our aircraft. We also need to pride opurselves in our ability communicate to non-aviators the trade-offs inherent in our aircraft.

Online Tickets for AirVenture 2012

Admission tickets, camping for all dates, and aircraft rides available

EAA AVIATION CENTER, OSHKOSH, Wis. — (Dec. 20, 2011) — Advance purchase admission tickets and camping are now available for the 60th annual edition of EAA AirVenture Oshkosh, providing greater convenience for those travelling to “The World’s Greatest Aviation Celebration.” The week-long 2012 event will be held July 23-29 at Wittman Regional Airport in Oshkosh.

Advance admission ticketing is made possible through support from Jeppesen.

Both EAA members and non-members can purchase tickets in advance via a secure website, allowing ticket holders to speed through the admissions process. Daily and weekly admissions are available, as is the ability to join EAA and immediately receive the best possible admission prices available only to EAA members. Discounts are available to those who pre-purchase AirVenture tickets online before June 15, 2012, including $2 on daily adult admissions and $5 on weekly adult admissions.

New for 2012, EAA member spouse and guest admissions have been streamlined into the adult EAA member rates. In addition, all EAA member spouse tickets will include a $15 merchandise credit for a weekly ticket and $2 merchandise credit for a daily ticket. This credit can be used at any official EAA merchandise location during AirVenture 2012.

“With its variety of attractions and entertainment options, EAA AirVenture remains one of the great family-friendly destinations at an affordable price,” said Rick Larsen, EAA vice president of marketing. “We continue to look for ways to streamline and improve the purchasing and admission process, enabling attendees to get the most out of AirVenture every year.”

Advance purchase camping for Camp Scholler, which opens on June 22, 2012, provides the convenience of express registration at the campground entrance, including specially designated lines on peak arrival dates.

Additionally, attendees are able to pre-purchase flights on EAA’s historic B-17 Aluminum Overcast or a vintage Ford Tri-Motor, two of AirVenture’s more popular attractions. Passengers can avoid the lines and get more out of their AirVenture experience before embarking on a mission flight back in time on a World War II bomber or taking a ride in the first mass-produced airliner.

To access the advance ticketing area, visit www.airventure.org and click on the “Buy Tickets” link. Simply make your selections, pay by credit card, and print your tickets at home. Full instructions and answers to frequently asked questions are available at that site. Advance purchase AirVenture tickets are scanned and exchanged for an appropriate wristband at all AirVenture gates in a quick and easy process.

Advance purchase EAA AirVenture tickets also make great Christmas and holiday gifts, and allow recipients to enjoy many months of anticipation prior to their own Oshkosh experience. The advance purchase option is also a unique gift idea for aviation enthusiasts. While buying admission tickets and camping, online purchasers can also select from limited edition AirVenture merchandise.

About EAA AirVenture Oshkosh

EAA AirVenture Oshkosh is “The World’s Greatest Aviation Celebration” and EAA’s yearly membership convention. Additional EAA AirVenture information, including advance ticket and camping purchase, is available online at www.airventure.org. EAA members receive lowest prices on admission rates. For more information on EAA and its programs, call 1-800-JOIN-EAA (1-800-564-6322) or visit www.eaa.org. Immediate news is available at www.twitter.com/EAAupdate.

Three Reasons to Upgrade From Twin Piston to Turbine

If you operate your high performance piston twin for business and are looking at a follow on aircraft, I recommend that you seriously consider the advantages of a single engine turbine airplane.

Please note that I am specifically referring to business use. If you fly for pleasure then you fly what pleases you.  The reasons for selecting a pleasure aircraft can, and should be, based upon emotion. (Provided that you can afford the emotions of course!). Business use aircraft are tools first, fun tools, but tools. They must meet the needs of the business. 

The first reason is performance. No questions there. The turbine engine gives you far superior performance at altitude. Step into a turbine airplane and you get pressurized comfort. Yes, you can get your piston twin up to 14,000, 15,000 feet or even higher. But that pressure altitude has you breathing oxygen through a tube. That and the altitude itself are far more fatiguing than a cabin altitude of 6,000 or 8,000 feet.

Turbine aircraft can also get you to higher altitudes than pistons. The mid 20s are easily reached by most modern turbine airplanes, be they singles or twins. The ride is often much smoother than in the teens and you have many more options open for the avoidance of poor weather, be it convective activity or even icing conditions. 

Turbine speeds beat piston speeds.  You get 50 knots to 150 knots advantage due to the added power of a turbine engine. High speed cruise in a modern piston twin is 170 to 200 knots true. With a turbine single or light twin you can see 250 to 320 knots true. All these performance attributes in favor of the turbine airplane add up to increased productivity. Get there sooner, get there less tired, and get home sooner. That means a better use of business time.

Turbine aircraft are also more reliable. The engines themselves tend to be far more reliable than high-powered piston engines. "Dependable engines" is more than marketing lingo. Turbine singles have an excellent safety record and personally, I'd prefer a turbine single at night, IFR, than a piston twin. Give me two turbine engines and we are all set!  

Turbine engines, if maintained properly, have far longer intervals between overhauls than piston engines. High powered pistons tend to have 1,700 to 2,000 hour overhaul intervals whereas turbine overhaul intervals start at 3,500 to 4,000 hours. Again, for a business, the airplane must be productive. Waiting for an overhaul to be done is not productive. The longer overhaul intervals combined with the speed advantage of a turbine means the turbine engine is on wing for 2.5 to three times the number of miles as the piston engine.

Lastly is operating cost. Wait! We all know that turbine engines both consume more fuel and cost a lot more than piston engines to overhaul. First thing is to adjust that for the speed and overhaul interval of the turbine. As a comparison, the Baron G58 has a maximum payload of 1,195 lbs and cruise at up to 200 knots. A close competitor is a Piper Meridian with a maximum payload of 1,173 lbs and a max cruise of about 257 knots. At high speed cruise the Baron has a specific range of 1.053 NM/lb fuel whereas the Meridian has a specific range of 1.066 NM/lb fuel. So in this comparison, the cost per NM for fuel slightly favors the Meridian. Add to that the lower cost per gallon on Jet-A versus 100LL.

Yes, the overhaul of a turbine engine far exceeds the cost of the piston on a cost per hour (or per mile) basis. The Baron's two engines run about $66,000 for an overhaul at 1,700 hours ($39/hour) while the Meridian's PT6A overhaul is about $150,000 every 3,600 hours ($42/hour). On a per NM basis the Meridian actually comes out ahead due to its speed advantage (about 2%)

.Piper Merdian PA46-500T Beechcraft Baron G58

Selling price (List) of the new Baron G58 is $1.35 million while the Meridian sells for $2.1 million new. Current used price for a 2004 Baron is about $590,000 (44% of its new price). The 2004 Meridian sells for about $1 million 48% of new). Selling price new and used are lower for the Baron. But as a percentage of new, the turbine airplane tends to have a smaller loss in value. So that is where the "advantage" favors the piston twin. However, it is up to you, the buyer, to determine whether the value of the turbine airplane in terms of productivity and performance is worth the additional acquisition cost. 

A turbine airplane, especially a single, is worthy competitor to the piston twin and under close inspection, offers many advantages but at a less than anticipated expense.

Understanding this will open a huge debate, I would really llike to hear your view point (agree or disagree) but give us reasons not a vote!



March aircraft flight activity shows significant increase over the previous month.

ARGUS Releases March Business Aircraft Activity



Cincinnati, Ohio, April 13, 2011….ARGUS TRAQPak data is serial-number specific aircraft arrival and departure information on all IFR flights in the US (including Alaska and Hawaii).  The tables below reflect business aircraft activity data for March 1-31, 2011 vs. February 1-28, 2011 and March 1-31, 2011 vs. March 1-31, 2010 respectively.  Note: Part 135 charter certificate flight activity reflects flights of aircraft on Part 135 charter certificates irrespective of the mission type.


March flight activity shows significant increase over the previous month. TRAQPak data indicates March business aircraft activity was up 17.2% over February. Looking at operational categories, the Part 91 market segment saw the biggest month over month increase at 18.6%. The fractional segment came in second, up 17.0%, and the Part 135 market was positive as well at 15.0%. Reviewing aircraft categories, the turboprop market saw the biggest month over month increase, up 19.5%.  Small and mid-size cabin followed with increases of 18.2% and 15.2% respectively. The large cabin market also posted an increase at 12.7%.




Business Aircraft Activity

March 2011 vs. February 2011

Part 91

Part 135



Turbo Prop





Small Cabin Jet





Mid-Size Cabin Jet





Large Cabin Jet





All Aircraft Combined





Source TRAQPak © 2011  ARGUS International, Inc.   +1 513.852.1010

 Comparing year over year results (March 2011 vs. March 2010), aircraft activity increased 4.7%.  The Part 91 and fractional markets both saw activity increase at 9.5% and 5.7% respectively. The Part 135 market was the only sector that saw a decline in activity, down 3.2% year over year. In reviewing aircraft category results, large cabin and mid-size jets were up 9.4% and 6.4%. The turboprop sector experienced an increase of 3.4%. Looking at individual market segments, Part 91 large cabin jets showed the largest gain with an increase of 12.1%.



Business Aircraft Activity

March 2011 vs. March 2010

Part 91

Part 135



Turbo Prop





Small Cabin Jet





Mid-Size Cabin Jet





Large Cabin Jet





All Aircraft Combined





Source TRAQPak © 2011  ARGUS International, Inc.   +1 513.852.1010






TRAQPak Aircraft Categories

Turbo Prop

Single Engine Turboprop Aircraft and Multi-Engine Turboprop Aircraft

Small Cabin Jet

Very Light Jets (VLJ) and Light Jets (LJ)-Jet aircraft with a maximum takeoff weight of less than 20,000lbs.

Mid Size Cabin Jet

Mid-size Jets (MJ) and Super Mid-size Jets (SMJ) - Jet aircraft with maximum takeoff weight of over 20,000 to 41,000 lbs.

Large Cabin Jet

Large Jets, Ultra-Long Range and Heavy JetsJet aircraft with maximum takeoff weight of over 41,000 lbs. For weight over 41,000 lbs and Ultra-Long Range and Heavy Jets having an NBAA IFR Range above 6,000NM.


Notice of Disclaimer:  Readers are advised that this report is issued solely for informational purposes.  ARGUS also makes no promise and/or warranty to maintain and/or update the published information. Suspension of this service may occur at any time at the discretion of the Institution.  ARGUS shall not be liable for any errors or inaccuracies, regardless of cause, or the lack of timeliness of, or any delay or interruptions in, the transmission thereof to the users.



ARGUS International, Inc. (ARGUS) is the industry leader in providing specialized aviation services to companies that manufacture, finance, operate, maintain, and market commercial and business aircraft, as well providing products and services to end-user consumers worldwide. ARGUS is the worldwide leader in performing on-site safety audits for corporate flight departments, charter operators, and commercial airlines. Founded in 1995, key ARGUS services include Charter Evaluation & Qualification (CHEQ) and CHEQPoint, PRISM Safety Management Support systems and training, TRAQPak market intelligence data service, aircraft operating cost reports, market research, and aviation and travel consulting.


ARGUS is headquartered in Cincinnati, OH, with additional offices in Philadelphia, PA, Denver, CO, and Columbus, OH.  For more information, visit www.argus.aero




Media Contact:     Julie Stone                          912-898-8673

ARGUS Contact:  Kendra Christin                    513-852-1010

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