I have basically the same except the GFC 600 (no STC yet, still using SPZ 500). Dual TXi panels, dual GTN 750 Xi, dual remote transponders, GMA 35 audio, GWX 75 radar. When the GFC 600 STC comes out, Ill put that in.

The die hard jet jocks sneer at the GTN stuff, not the FMS culture they are used to. A "proper" FMS does do things the GTN doesn't do, like TOLD data, fuel computations, etc. I find all of that to be a very minor issue.

There is a huge benefit to the GTN system over an FMS, database update pricing. I keep my jet up to date for about $800 per year. To keep the UNS-1 FMS up to date would have been about $6K per year.

Another cost savings are repairs. The Garmin pricing is vastly less than places like Honeywell or Collins which serve jet class airplanes. This comes from the economies of scale from Garmin supporting so many piston aircraft.

In short, I get my jet avionics for piston prices. Shh, don't tell Garmin this.

Mike C.

I have basically the same except the GFC 600 (no STC yet, still using SPZ 500). Dual TXi panels, dual GTN 750 Xi, dual remote transponders, GMA 35 audio, GWX 75 radar. When the GFC 600 STC comes out, Ill put that in.

The die hard jet jocks sneer at the GTN stuff, not the FMS culture they are used to. A "proper" FMS does do things the GTN doesn't do, like TOLD data, fuel computations, etc. I find all of that to be a very minor issue.

There is a huge benefit to the GTN system over an FMS, database update pricing. I keep my jet up to date for about $800 per year. To keep the UNS-1 FMS up to date would have been about $6K per year.

Another cost savings are repairs. The Garmin pricing is vastly less than places like Honeywell or Collins which serve jet class airplanes. This comes from the economies of scale from Garmin supporting so many piston aircraft.

In short, I get my jet avionics for piston prices. Shh, don't tell Garmin this.

Mike C.

I know it's a CJ2 thread, but here's a CJI question, sort of:

if you keep the original FMS, and NavCom, and use a 725 for your WAAS GPS, does it push the LPV indicator to the original FD/ADI? or do you need a secondary indicator like the Garmin GI106?

in the legacy citations, what are the options for glass ADI? (ie, if you didn't want to swap out all the avionics due to cost, could you get any glass?)

You'll need the jet tech stc to do LPV approaches with the 725/750 on any model with the stock avionics. You actually shoot the approach in green needles like an ils but you don't switch over the GTN to VLOC.

Kinda funky but it gets the job done. We have our CJ and CJ2 configured this way.

The gi275 is certified for the 525s, but I'm pretty sure it's only for backup use.

-The Citation Jet Exchange

I am going by memory of things I have read on CJP, but a lot of folks have swapped out their spinning metal with Sandel displays. They are "drop-in" (same cut-out in the panel) for the stock attitude and hsi units.

Can you add some detail? you select the LPV approach; then what device send the LPV signal to the ADI?

can you buy this STC as part of installing the GTN, without paying for the whole $300k glass upgrade?

My setup, G700 TXi (same as G600 TXi), GTN 750 Xi, you shoot LPV on magenta and ILS on green.

Works well.

Columbia (now Blackhawk) STC. Still uses SPZ 500 FD/AP the plane had from the factory.

Mike C.

My setup, G700 TXi (same as G600 TXi), GTN 750 Xi, you shoot LPV on magenta and ILS on green.

Works well.

Columbia (now Blackhawk) STC. Still uses SPZ 500 FD/AP the plane had from the factory.

Mike C.

Edit of the original video CJ2 vs CJ2+

[youtube]https://youtu.be/AeuqDf8aMl8[/youtube]