Avionics can be an issue on early 525s.

I looked through the 9 CJ2s for sale on controller.com, only 1 claims ADS-B compliance (using GTX345).

As the deadline looms, this is going to be a problem. Sellers now are hoping to unload and not have to do the ADS-B upgrade, but buyers are soon going to become wise to that. Could be quite a shake out in the market next year.

The most common solution is the JetTech STC for GTNs and remote GTX345. This is what the legacy planes do most often as well, so the CJ2 ends up with basically the same avionics as the legacy aircraft.

Ultra ADS-B compliance is very low, too. Of the 24 examples for sale on controller.com, not one of them claimed ADS-B from what I saw (unless that was implied by some of the transponder parts numbers, but I doubt that). The Ultra worries me as it is at the very early stage of glass panels, literally glass CRTs. I bet those cost a lot to repair/replace.

The ADS-B deadline is going to shake up the used light jet market.

Mike C.

The Ultra screens are silly expensive to repair and the adsb compliance is 6 figures. The V is much cheaper on both accounts.

I like the V because you can upgrade to G600s/GTN's. Not so in the Ultra or Encore.

One of the other advantages of the CJ is the electric AC. You can plug it into a GPU and cool it off before your flight. Big deal here in Phoenix.

We cool AJ (550) the same way. Plug it in and run the AC.

Agree... but the CJ4 (assume they are all the same) cannot heat without an engine running.... Big deal in Bozeman in January...

Yes, all 525's need an engine running and bleed air for heat.

I'm embarrassed by how many things mystify me, but a BIG one is why there is not a G1000 retrofit for 500/525's.

It seems to have become the automatic choice for King Airs, and I just don't see a rush to want to put old jets to sleep.

There is a G1000 retrofit for the 525 Citation Jet. Alex Gutierrez has one.

Yes, except Cessna is not installing any more of them. And the HW and SW is frozen and there will never be any upgrades. So if you like it and want a CJ G1000 you have to buy an existing one.

Not many people want to put $400K into a $500K - $1MM airframe.

Not many people want to put $400K into a $500K - $1MM airframe.

Which is why the G600 + GTN upgrade is popular. For $100-150K, you get PFD glass, dual GTN navs, ADS-B, and cheap subscriptions to keep it all working since they are the same as piston aircraft.

Not sure why a V can be upgraded and an Ultra can't, they are the same TC and even under the same section in the TC, differing by only serial number range and engine model. Something to check into. Maybe that's why there are so many Ultras for sale right now, none of them with ADS-B.

Mike C.

Losing 50% of $30K is a lot less painful then 50% of $400K. Even for those who can afford $400K.

Because the Ultra got the Primus 1000 integrated avionics system. The autopilot is integrated with the display system.

"Integrated" = "costly or impossible to upgrade".

I am significantly less interested in an Ultra now. Seems like it will become harder to maintain the CRT displays and AP system in the future.

A Citation V, despite lower performance, would be a better option. Can be Garminized.

Now if someone gets an FJ44-4 put on a V, oh my, that will be some airplane. There have been at least two aborted attempts at that already, neither came to fruition however. One was Innova who faded away, and the other Sierra back in 2012, who then sold to Innova.

Mike C.