I guess the most likely outcome was wrong. Probably an inappropriate comment considering the facts we were advising.

Andrew

Just Curious If the C525 that went down with Winglets was in fact due to the winglets would the aircraft insurance pay the claim or would they make Tamaracks insurance pay?

In other words would this issue increase insurance for C525 or not?


I am looking at straight CJ's and the Winglets sure do improve the performance. Love the look and the added performance.

Mike

The answer is YES, doesn't matter who ends up paying, the risk was reinsured via one of the few players in this world and they will increase their rates across the board.

https://www.flyingmag.com/tamarack-resu ... dium=email
“Tamarack Resumes Installations of Atlas Active Winglets:
The FAA and EASA have given the green light for affected Citations to resume service after the adoption of a service bulletin.”

I wouldn't be so quick to say that this "issue" is going to spike insurance rates on winglet equipped 525's. It's very quickly becoming clear that there was no real problem here. Aircraft that had incorporated the mandatory service bulletin by the manufacturer (which they supplied and paid for) were never an issue. Pilot report from Europe is suspect (at best) and has not been able to be replicated. So the actuaries looking at this fleet probably aren't going to distinguish with a winglet equipped 525.

Additionally, for those of us following and frustrated by a "hardening" insurance market, the data we've been given is that insurance carriers have had to absorb losses from hurricanes, fires, as well as some aircraft losses. All of these, combined, have led to a tighter market with higher premiums and some companies exiting the market. Frustrating, yes, but it points to a broader trend of raising costs across the board vs a single type. In other words, the next guy who bends a bonanza will probably impact my mustang a touch. And vice versa.

Bottom line - I'm glad to see these 525's flying again. This is a great upgrade, and the team at Tamarac were handed a series of raw deals and came through without giving up.

Nobody knows for sure, but the odds the winglets have to be removed to get the planes back in the air surely has gone way up.

It also occurs to me that it didn't take very long from AD to bankruptcy suggesting they were teetering close to the edge and might have ended up in the same place even without the AD.

I'd be pretty sure the last Tamarack winglet has been installed. I can't imagine someone electing to buy one in the future.

Given AD, bankruptcy, and likely no future sales, there's really no imperative for Tamarack to clean up this whole mess.

Next shoe to drop, conversion of bankruptcy from ch 11 (reorg) to ch 7 (liquidation). That would be the end of Tamarack officially.

Tamarack owners should figure out a way to get together as an organization, nominate some leadership, and engage with both the remnants of the company and FAA/EASA. Maybe the parts and IP assets can be bought and form a company to support the installed fleet. I consider this unlikely, but it is possible.

Even if the winglets get approved to return to service, if there's no company to provide parts and service support, that's going to be a problem eventually for the equipped planes.

Hard to imagine an outcome where Tamarack is again installing winglets and owners are being well supported.

Programs like Pro-parts isn't going to save the day here, either.

Mike C.

It's like the CirrusJet thread where it was said SEJs were stupid, would never fly, would never get certified, would never sell, and would be total fiasco...

The internet never forgets.

Bravo to Tamarack for successfully defending their design, getting back on their feet, and moving towards exiting bankruptcy.

Fully agree. I Was in Sandpoint recently and had dinner with Nick and Jacob and spent a day in their shop. The place looks great and they are ready to rumble.

Excited for them.
Their story is quite a bit different when heard in person.

Tj

I’ve heard that Tamarack has decided to shelve their previously-announced plans to put the active winglets on the Mustang. Is that accurate? Just curious because they made a big announcement about that in 2017, although I don’t think it would have as significant effect on that airframe. Thanks in advance!

That is my understanding. From what I get, the performance difference on the Mustang wasn't high enough to justify the cost. There's a huge difference on the 525's, but the Mustang probably not as much. Would be curious to get an official response on it...

Bryan just call either Nick or Jacob and ask them about it. They are both great guys and will defiantly tell you their plans. It may differ to what is noted above.

Andrew

They are. The SF50 combines the worst of turboprops (slow, low altitude, noisy cabin) and jets (type rating, runway usage, fuel burn).


Never said that, those are things others falsely made up. I've always said it can fly and can be certified, but that doesn't make it a good idea.


They certainly aren't selling outside of the Cirrus cult. There are a fair number of used ones for sale right now. 12 of them on controller.com, asking prices ~$2M. If the demand was high, that wouldn't be the case.

I think it will end up being a fiasco in the end, kind of similar to how an Eclipse is right now.

Mike C.

Mike,

Nice to have you back.

Dan