Today’s Top Pick is a 2023 Cirrus SF50 G2+ Vision Jet.

While revolutionary when introduced, the Cirrus Vision Jet has become a common sight on general aviation ramps across the country due to its popularity with private pilots and a range of commercial operators. Much of the aircraft’s appeal stems from the way it was designed around a single pilot, with the goal of making their workload easily manageable.

Many GA pilots are accustomed to flying aircraft with a range of advanced features, including autopilots and GPS navigation systems. In the Vision Jet, pilots transition to a cockpit with fully integrated automation that is several steps ahead of the retrofit technology that many have flown with for years. The difference is palpable.

Cirrus also had passengers in mind when developing the Vision Jet, which has an especially spacious, airy cabin that allows occupants to stretch out and enjoy pressurized comfort. The experience is akin to a personal airliner with first-class-only seating. If you take your family on a long vacation trip in this aircraft, they may not be willing to ever fly at low altitude with piston power again.    

This Vision Jet has just 14 hours on the airframe and its Williams FJ33-5A turbofan engine, which has a 4,000-hour TBO.

The aircraft’s panel features the Garmin G3000-integrated flight deck with the Cirrus Perspective+ Touchscreen interface and Safe Return emergency Autoland system. The avionics package includes synthetic vision, altitude and heading reference system (AHRS), Garmin Class B terrain avoidance warning system (TAWS), traffic collision avoidance system (TCAS), and triple digital transponders. The airplane has a ceiling of 31,000 feet and is certified under Part 135 to operate in reduced vertical separation minimum (RVSM) airspace. 

Pilots interested in owning a well-equipped very light jet (VLJ) that is nearly new should consider this 2023 Cirrus SF50 G2+, which is available for $4 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Cirrus Vision Jet G2+
• FLYING Magazine: Cirrus Vision Jet Gets Auto Radar, Cirrus IQ
• FLYING Magazine: The Cirrus Life: Three Remarkable Days at the Cirrus Vision Center in Knoxville
• Plane & Pilot: Cirrus Vision SF50 to Add Garmin Autoland
• Plane & Pilot: Cirrus SF50 Vision Jet Wins Collier Trophy
• The Aviation Consumer: Vision Jet: The Safest GA Airplane?

The post This 2023 Cirrus SF50 G2+ Vision Jet Is a Fully Integrated ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2019 Cirrus SF50 G2 Vision Jet.

Transitioning to jets is a big deal for any pilot, whether you fly for the airlines, the military, or your own one-ship family transport organization. For that last group, the change from piston power to a jet is striking, especially when you are flying it yourself as a single pilot. The workload might grow, but so do the rewards.

I had the good fortune to fly a Vision Jet for an article I wrote in 2017, and what I noticed first was how roomy the cabin was. It felt like my family would be as comfortable there as they are in the den at home. Next was the extra speed. Destinations that normally were two hours away at 150 ktas suddenly were just one hour away. I immediately understood the appeal and was not surprised to hear that Cirrus delivered its 500th Vision Jet last fall. The fleet is large enough that I encounter the jets regularly on the ramp at Essex County Airport near my New Jersey home.

This Vision Jet has 760 hours on the airframe and on its Williams FJ33-5A engine since new. The full FADEC engine has a 4,000-hour TBO and has been managed under the Williams International TAPS Blue maintenance program.

The panel features the Garmin G3000 integrated flight deck with  the Cirrus Perspective+ Touchscreen interface, synthetic vision, Iridium satellite communications, TCAS, real-time weather radar, enhanced vision systems, Jeppesen ChartView, and more.

Pilots interested in moving up the performance ladder from a Cirrus SR22 or other fast piston models should consider this Cirrus Vision Jet, which was designed with transitioning piston PICs in mind, and is available for $2.9 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Cirrus Delivers 500th SF50 Vision Jet
• FLYING Magazine: Verijet Adds 3 Cirrus SF50 G2+ Vision Jets to Fleet
• FLYING Magazine: We Fly: Cirrus Vision Jet G2+
• FLYING Magazine: Cirrus Adds Second Vision Jet Simulator
• Plane & Pilot: Cirrus Launches Generation Two SF50 Vision Jet
• Plane & Pilot: 2019 Planes Of The Year: Cirrus SF50 Vision Jet G2 And Piper 100
• The Aviation Consumer: Cirrus Jet G2+: More Power, Gogo Wi-Fi

The post This 2019 Cirrus SF50 G2 Vision Jet Is a Step Up and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The OEM’s latest turboprop contender breaks 300 knots, and clocks in at $4.1 million, it announced on Tuesday afternoon in a livestream event. The change instigating the new model number? The introduction of a 700 hp Pratt & Whitney PT6A-52 engine—replacing the flat-rated 600 hp PT6A-42A in the M600. Piper anticipates FAA type certification by the end of the first quarter of this year.

The M700 stays at its 6,000 pounds maximum takeoff weight to comply with Basic Med, as well as retaining the Garmin G3000 integrated flight deck and Halo emergency autoland system—which secured the Collier Trophy as well as FLYING’s Innovation Award in 2021.

READ MORE: We Fly: Piper M600/SLS Halo

Pushing past the specs on the M600/SLS it will replace, the M700 is projected to meet the following targets:

• Maximum range: 1,149 nm at the 301-ktas maximum cruise speed and 1,424 nm at normal cruise speed
• Takeoff distance: 1,994 ft over a 50-ft obstacle, at sea level on a standard—-a 24 percent improvement from the M600 at 2,635 ft under the same conditions
• Departure climb: 2,048 fpm—a 32 percent improvement over the M600—at MTOW
• Time to climb: 13.9 minutes to FL250, covering 34 nm and burning 97 pounds of fuel, all 25 to 35 percent improvements over the M600
• Landing distance: up to a 26 percent reduction in ground roll over the M600
• Garmin’s PlaneSync technology, adding remote aircraft status capability using the Garmin Pilot app, and database downloads while the aircraft is powered down

“The M700 Fury is a beautifully efficient, cross-country thoroughbred that gives our customers a performance-based flight experience with economics never seen before,” said Piper Aircraft’s president and CEO, John Calcagno. “We listened, and we delivered. The M700 Fury encompasses power, performance and the most advanced safety measures available today and an overall value proposition that is extremely compelling to individuals and corporate flight departments alike.”

Customers can choose from six interior schemes with updated leathers and design elements.

Following certification, U.S. deliveries will begin immediately, according to Piper, with validations with Canada, EASA, the U.K., and Brazil on the horizon next. With the sunset of the M600, the M-series now encompasses the M700, M500 turboprop retaining the PT6A-42A at 500 hp, and M350 piston-powered high-performance singles.
Look soon for FLYING’s We Fly pilot report on the M700.

The post Piper Lifts the Veil on the M700 Fury, Its Fastest Single Yet appeared first on FLYING Magazine.

Gaffney, who was the 2007 National Flight Instructor of the Year, serves as the director of aviation at Southeastern Oklahoma State University in Durant. His experience as a mass educator for the G1000 began 18 years ago with Aviation Supplies & Academics (ASA), where he created study materials for  computer-based technology (CBT) meeting FAA Industry Training Standards (FITS). He said he worked hard to keep the material in each book current as Garmin evolves and improves the G1000 system.

There is a lot going on with the G1000, and it’s easy to get bogged down in the buttonology. Gaffney’s book is direct with each chapter beginning with a clearly stated objective, reminiscent of a lesson plan, and ending with review questions to make sure the reader has absorbed salient points.

• READ MORE: Garmin Reaches a Flight Deck Milestone

According to Gaffney, the book was originally written as a Part 141 course manual and became FITS. Gaffney has been teaching the G1000 since it was introduced, and it comes across in the pages of the book.

“I have been in G1000-equipped 172s, 182s, [and] 206s from Cessna, [Daher] Kodiaks, Mooneys, Beech Barons and Bonanzas, [Piper] Seminoles, Cirrus SR20s and SR22s, and Diamond DA40s and DA42s,” he said. “Our school now has two Cirrus SR20 TRACs and two Piper Seminoles, both featuring the G1000 NXi system. All of this G1000 operational experience led me to re-release this book as a reference textbook for the university classes.”

Gaffney acknowledged that the use of the book is just a piece of the puzzle and that the best learning is multifaceted and ongoing, which is why the text is periodically updated.

“I am constantly in either an aircraft or a simulator, or use the PC sim from Garmin to stay fresh,” he said. “Garmin is always changing—for example, [the] Cirrus G7 featuring a complete touchscreen version of the G3000—and you have to stay current. I read constantly and find myself conveying my experiential knowledge as a university professor of aviation as well as the program director, where standardization is key and safety is paramount.”

The information is presented in concise text with illustrations for more visual learners.

The Complete Garmin G1000: A Pilot’s Handbook (ISBN: 97989886709) is available from Sentia Publishing, Amazon, or at brick-and-mortar bookstores for $75.

More information on the book can be found here.

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The CJ3 Gen2 mock-up will be featured on the static display at the National Business Aviation Association’s Business Aviation Conference & Expo this week in Las Vegas.

The CJ3 brings together several important changes determined through an extensive customer feedback process, as outlined in the briefing ahead of the show. Key updates include:

• An added 4.5 inches of extra legroom for the pilot
• Integrated autothrottle technology 
• Connectivity via Garmin’s GDL60 streaming
• Optional enhanced vision system (EVS)
• Swivel seating
• RGB accent lighting
• USB-C power at every seat
• Wireless charging 
• Executive tables 
• Ample storage 
• Externally serviceable lavatory featuring CoolView skylights for natural light 
• Optional modern sink and vanity

flyExclusive Is Launch Customer

At the press conference Monday in Las Vegas, Textron Aviation announced that flyExclusive will be the first to receive the Citation CJ3 Gen2 when it is projected to enter into service in 2025. 

The private jet services provider adds to the ambitious fleet modernization program it announced in 2022, including 30 CJ3+ platforms. FlyExclusive operates a fleet of Cessna Citations, including the Citation X, Citation Sovereign, Citation Excel/ XLS, Citation CJ3 /CJ3+, and Citation Encore and Encore+ models. 

“FlyExclusive customers expect the best, and we believe the best planes money can buy are built and serviced by Textron Aviation,” said Jim Segrave, founder, chairman, and CEO of flyExclusive. “We take pride in being the fleet launch customer for the Citation CJ3 Gen 2, building on our decades-long relationship with Textron Aviation. I am excited that our fractional customers will get to invest and travel in the top light jet in the world.” 

The post Cessna Citation CJ3 Gen2 Unveiled at NBAA Preview appeared first on FLYING Magazine.

On Tuesday, the OEM revealed that development continues on the project, with its official “commercialization” or plan to pursue type certification on the clean-sheet light jet. Intended to be a midsize jet in a light jet’s body, the HondaJet 2600 is aimed at a 2,625 nm range (four passengers and one pilot, NBAA IFR) and 450 ktas maximum cruise speed—but at 20 percent better fuel efficiency than other light jets, and a 40 percent improvement over midsize models. 

The company targets FAA type certification in 2028, with entry into service as a single-pilot-operated platform. Up to 11 people can be seated on board, with the option for nine or 10 passengers depending on crew requirements.

• READ MORE: A Look at the HondaJet 2600 Concept

“The commercialization of our new light jet represents Honda’s next chapter of skyward mobility, which further expands the potential of people’s lives,” said Hideto Yamasaki, president and CEO of Honda Aircraft. “By building on the expertise behind our technological innovations, we will accelerate the development of the program with sustainability a key element throughout.”

Supply partners include Garmin, for the G3000 integrated flight deck, Williams International and its FJ44-4C engines, Spirit AeroSystems providing the fuselage, and Aernnova for other aerostructures and components. Fabrication of the first airframe is underway as Honda Aircraft completes initial engineering on the program.

On June 13 and 14,  Honda Aircraft will be hosting a supplier conference at its global headquarters in Greensboro, North Carolina, for those involved in the HondaJet 2600 program.

Specfications

The post Honda Aircraft Reveals Certification Plan for HondaJet 2600 Concept appeared first on FLYING Magazine.

Piper Aircraft announced at AERO 2023 this week in Friedrichshafen, Germany, that the M500, M600, and many Meridian models are now able to use sustainable aviation fuel, as well as Garmin PlaneSync for the G3000 equipped M600/SLS to come in Q2 this year.

The SAF news is welcome, particularly in the current climate in the European Union, where goals to reach net-zero emissions are keenly felt. The series is powered by variations on the Pratt & Whitney PT6 twin-shaft turboprop powerplant, with the PT6A-42A at 600 shp. The FAA blessing—SAIB 56-R4—as well as EASA approval covers SAF nominally using up to a 50/50 blend with traditional jet-A for the moment, as percentages up to that ratio are most widely available. 

Ron Gunnarson, Piper’s vice president of sales, marketing, and customer support, characterized it at the press conference, “[The approval of SAF] is for use in every country that the M class can operate, including here [under EASA]. So all jet fuel that meets the requirements of the American Society for Testing and Materials [ASTM] can be used in the Piper PA-46 powered aircraft. The introduction to this will not require a change in any aircraft specifications, and will not require a change in placarding or even in the pilot’s operating handbook.” 

The 1:1 Demand Pull

Global economic forces continue to mean Piper is building about as many aircraft as the general aviation market demands, relaxing some from tense highs last year, in which the OEM delivered 236 units—with 70 of those in the M class, including the M350, M500, and M600. M350 demand in particular is going strong—following move ups in the market from Cirrus ST series drivers who see only a small delta between the top of that price range and the $1.6 million for the M350.

“We’re in a pull market for both our trainers and in our M class aircraft—let’s just say it’s not pulling quite as hard as it was maybe a year ago,” said Gunnarson. “That’s not necessarily a bad thing. With 35 years in this business at three different OEMs, I can say that what we were experiencing last year from a production versus supply was unsustainable. I think we’re seeing some of the normalizing, if you will.”

In 2022, Piper delivered 236 aircraft, which was a 14 percent increase over its 2021 figures. Looking ahead, Gunnarson notes that 2023 will continue the trend, as the demand continues and the company’s ability to meet it improves. “For 2023, we’re on track to deliver about 265 aircraft, about 10 percent additional growth, with that same kind of mix. It might be heavier in the M class in 2023. We’ve had strong demand for our M350, the most that we’ve had for several years.

“The dealer pull for the M350 this year was 30-plus aircraft,” Gunnarson added—the most it has seen in recent memory.

Piper shepherds about 70 M class aircraft per year out the door, with 140 in the PA-28 series, which includes the DX, LX, and the Piper 100i.

Garmin PlaneSync

Piper had previewed its latest addition to the Garmin G3000-equipped M600/SLS models—including Garmin PlaneSync—to its customers at the National Business Aviation Association’s convention last fall, and now it’s preparing for the release of the new suite of capabilities for these M-class airplanes using that integrated flight deck.

Updates begin with the addition of enhanced taxi routing via 3D Safe Taxi and preprogramming of taxi clearances. By inputting the cleared route into the GTC touchscreen controller, a routing appears on the multifunction display in a top-down view for increased situational awareness.

The enhancements continue with CAS-based checklists, which will pop up with many corresponding crew alerting system messages, bringing the most likely process to resolve the issue directly to the pilot. Garmin and Piper have also added a glide range ring, stabilized approach annunciations, and additional weight and balance performance features.

Finally, pilots will now have the ability through PlaneSync to remotely “wake up” the airplane and check certain functions and status reports from wherever they have an internet connection. These parameters include database and battery states, and fuel and oil levels. On board the airplane, only the left-hand PFD turns on when the pilot accesses these functions, and only partially so as to conserve battery power.

PlaneSync is anticipated to gain FAA certification in Q2 2023, with EASA and Transport Canada validation to follow.

The post Piper M Class Is Ready for SAF, Garmin’s PlaneSync appeared first on FLYING Magazine.

The G3000 provides the Special Operations Command with the latest communication, navigation, surveillance, and air traffic management capabilities using off-the-shelf technology that is based on Garmin’s familiar open system architecture design. L3Harris has integrated its mission management system, military sensors, communications equipment, and weapons systems into the G3000 touch screen for use in the Sky Warden. 

• READ MORE: Recon Crop Duster: Special Ops Selects Modified AT-802U Platform for Armed Overwatch

“Our strategic relationship with L3Harris integrates the open system architecture G3000 flight deck as a critical enabler for Sky Warden’s close air support and armed intelligence, surveillance, and reconnaissance (ISR) mission,” said Carl Wolf, Garmin’s vice president of aviation sales and marketing. “Garmin has an established history of supplying innovative, forward-looking avionics to militaries across the globe and we are honored to have our G3000 integrated flight deck support the U.S. Special Forces.”

The G3000 integrated flight deck will allow L3Harris to rapidly deploy new technology, while reducing costs, the companies said.

“Sky Warden features a cutting-edge flight deck and open mission system interfaces to support

integration of future technologies for the Armed Overwatch program,” said Luke Savoie, president, ISR sector, L3Harris. “We’ve collaborated with Garmin for years and look forward to continuing our strategic relationship to enhance warfighter capabilities.”

The G3000 is compatible with night vision goggles and has state-of-the-art synthetic vision technology that blends an “out-the-window” view of surroundings on large, primary flight displays. The Sky Warden is also equipped with Garmin’s GFC 700 digital autopilot which couples to the flight management system to develop complex, pilot-configurable search and rescue patterns. Other features within the Sky Warden’s flight deck include a terrain awareness and warning system (TAWS), traffic collision avoidance system (TCAS), and traffic information through ADS-B. 

The Armed Overwatch program includes delivery of up to 75 manned, fixed-wing aircraft, Garmin said.

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This upgrade comes as part of a $265.3 million contract the DOD awarded TAS in July under the ARTEMIS program. ARTEMIS stands for Avionics Reconfiguration and Tactical Enhancement/Modernization for Inventory Standardization. It tasks TAS with upgrading the U.S. Navy/Marine Corps fleet of F-5 Tiger II Adversary aircraft, including 16 F-5E and six F-5F Tiger II aircraft, among others.

In a statement, Carl Wolf, Garmin’s vice president of aviation sales and marketing, said having the G3000 selected for the ARTEMIS contract was an “honor,” especially since the OEM also announced recently it had deployed its integrated flight deck technologies now on more than 25,000 aircraft.

Garmin and TAS first partnered in 2018 when the defense contractor chose the Garmin G3000 for its F-5 adversary aircraft training fleet. The supersonic, tactical fighter, and attack aircraft are used for air-to-air combat training, close air support, and tactical development support.

Meanwhile, Tactical Air CEO Rolland “RC” Thompson said, “the Garmin integrated flight deck gave us an outstanding commercial-off-the-shelf solution to the Navy, and Marine Corps’ recently purchased fleet of F-5 aircraft to make them an even more capable adversary fighter for our aviators to train against.”

Here’s What F-5 Pilots Can Expect

When the G3000s are integrated into the F-5 Tigers, they will be configured with one large area display and two touchscreen controllers. Pilots will then use the aircraft in an aggressor training role. Implementing the new avionics into the fighter jets should not be difficult because of Garmin’s commercial-off-the-shelf open architecture for the G3000. 

Like many of Garmin’s other commercial avionic products, the G3000 integrates with a wide range of mission equipment, including military sensors, helmet-mounted displays, and advanced electrically scanned radar systems.

Garmin said that the G3000s would integrate and interface easily to the F-5’s existing mission computer, enabling advanced mapping, tactical radio capabilities, and radar display. Tactical Air integrated the L3Harris ForceX mission computer and a wide range of military sensors, communications equipment, and weapons systems into the G3000 touchscreen HMI.

The G3000s would offer pilots great situational awareness through features like its Terrain Awareness and Warning System (TAWS), Traffic Collision Avoidance System (TCAS), and Automatic Dependent Surveillance-Broadcast (ADS-B IN) traffic. For nighttime, the G3000 is compatible with night vision goggles and even has synthetic vision technology for low-visibility operations.

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• A Cessna 182 with the G1000 Nxi factory-installed—a piston single that represents the next generation of Garmin’s first OEM installations in the 2004 Skylane.

• A Cessna Citation M2 with the standard G3000 avionics suite—a light jet with a flight deck optimized for single-pilot operation.

• A Beechcraft King Air 350 with a G1000 Nxi aftermarket installation—a workhorse turboprop twin taking on a new life.

You could count a fourth airplane too—a SOCATA TB-30 Epsilon that I regularly get to fly, that hosts a Garmin G3X Touch in an experimental/exhibition application, turning a French military trainer into a solid IFR traveling machine.

The point is, you can’t swing a dead cat without hitting a Garmin flight deck these days. Not that you would want to hurt a kitty or an airplane in the process…Garmin Aviation can take a bow for creating a relatively user-friendly product backed up by solid OEM development on the front end, and support on the back end. 

This week, the company is celebrating a milestone that illustrates why we’re now finding its flight decks everywhere: It has delivered more than 25,000 total since the first G1000 left the plant in Olathe, Kansas.

A Nod to Gary Burrell

Garmin’s late co-founder Gary Burrell had the concept in his mind of what the original G1000 avionics suite would look like. The original installation consisted of a primary flight display and multifunction display (two GDU 1040s) driven by two Garmin Integrated Avionics units (GIA 63s), and a Garmin GMA 1347 audio panel. Internally, other components included the air data computer (GDC74A), attitude heading and reference system (GRS 77 AHRS), and a magnetometer (GMU 44). These parts in their subsequent evolutions still form the basis of the flight decks Garmin has debuted since March 2003—when Cessna Aircraft Company announced it had selected the G1000 for its new Citation Mustang, aimed originally at the very light jet (VLJ) market.

“Pilots around the world have spent millions of hours flying behind a Garmin flight deck and it’s a true privilege to know that our avionics help them safely reach their destinations time and time again,” said Phil Straub, Garmin executive vice president and managing director, aviation, in a release this week. “As the leading provider of integrated cockpit systems, we are very proud to celebrate this extraordinary achievement, and we wish to extend our sincerest gratitude to our aircraft manufacturers, as well as the aircraft owners, who have selected and trusted Garmin over the years. 

“The G1000 was a vision of our late co-founder Gary Burrell,” Straub continued, “and he would be deeply honored to be celebrating this milestone with the thousands of talented Garmin associates who made it possible.”

We’ve delivered 25,000 integrated flight decks! Thanks to our customers and partners for helping us reach this milestone

Which Garmin IFDs have you flown behind?
☐ G1000 NXi
☐ G2000
☐ G3000
☐ G5000 pic.twitter.com/skelhd5LG0

— Garmin Aviation (@GarminAviation) June 15, 2022

What It Means to Pilots

Turn the clock back 30 years, and life wasn’t all that different, in terms of consistency from a flight instrument perspective. You could train in a basic airplane, such as a Cessna 152, and learn attitude instrument flight and transfer that skill—and your scan—to a new airplane with just a few adjustments to make. 

That is, if you consider the standard six-pack of analog gauges—attitude indicator, airspeed indicator, heading indicator, vertical speed indicator, turn coordinator, and altimeter—to be essentially the same between single-engine airplanes. Which they are not, really. But they were straightforward, and WYSIWYG (what you see is what you get) applied. The radio stack had similar nav/coms—and if you were lucky, there was a King autopilot or a loran receiver to learn. And that was it.

We went through a phase—and we’re still there, really—where the fleet’s panels were truly mixed, with airplanes equipped with glass PFDs sitting on the ramp next to those with six packs, even within a flight school’s fleet. With Garmin’s market penetration, it’s becoming more and more likely that the transition you make between airplanes moves you from one Garmin display and navigation engine to another—and you learn the airplane around them. And think, too, of the power behind those displays, and the sheer amount of information now at our fingertips. That has had an impact on safety, to which Straub justifiably refers.

If only it were that simple, though. The similarities are deceptive—and can catch you unaware if you stick to the idea that one G3000 installation mirrors exactly the one next to it. Many things will be the same, but there are still nuances to learn between, say, the G3000 in the TBM 960 and the one in the M2. As Murphy would have it, those details will catch you when you’re in the weather, bouncing around into a missed approach, and running into your reserve fuel.

More competition in the space might drive more user-friendly system architecture as well. A common lament from those transitioning from sophisticated flight management systems such as the Collins Pro Line series is that the Garmins do it almost right—but there are strange gaps in the transfer of data, where values must be entered manually into fields that would populate automatically in the Collins FMS.

But kudos to Garmin for making a product line with the iterations to fit a wide range of general aviation applications—and we can only anticipate how they’ll improve on that success.

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