Synergy – the interaction of multiple elements which, when combined, provide more than just the sum of their parts. We experienced this effect firsthand with Garmin’s latest modernization STC for the Cessna Citation CJ2.
Tigre and I recently had the opportunity to visit Garmin International in Olathe, Kansas, to explore this new offering and learn more about Garmin, a key partner in our aviation community.
A Little Bit About Garmin
We’ve been using Garmin aviation technology since the mid-1990s, starting with their original handheld GPSMAP 195. We were amazed that a handheld GPS device could store up to 20 flight plans at that time. Fast forward to today, and Garmin’s aviation offerings cover a wide range, providing navigation and automation across almost the entire spectrum of aviation.
During our visit to their expansive campus, we learned about their latest avionics offerings and took a detailed tour of their extensive manufacturing operations. All of Garmin’s aviation and automotive products are built in-house at Olathe, from individual components to printed circuit boards (PCB), sub-component assembly, and full environmental and certification testing. Watching the automated process—from individual resistors, capacitors, and integrated circuits progressing to fully finished component boards—was fascinating. Garmin’s vertically integrated production, from manufacturing to highly automated order processing and shipping, all under one roof, explains its many prestigious aviation and manufacturing awards. With over 20,000 employees—5,500 in development and engineering alone—they have the talent and expertise to deliver, as they did with their latest offering.
On to the CJ2
Having flown the Cessna Citation CJ2 for about 10 years, mostly with the original avionics (sometimes supplemented by a Garmin or King GPS panel-mount unit), I was looking forward to an integrated solution. Tigre and I have had the pleasure of flying various business jet models and, in Tigre’s case, a regional jet equipped with avionics from many manufacturers. Newer avionics offer high levels of integration, while legacy systems (remember the proverbial six-pack?) were standalone units with little integration.
Garmin’s latest STC for jets, their first to include the full range of components mentioned below, is the Garmin CJ2 Retrofit. This system offers even greater capability for the CJ2 and is designed for legacy aircraft that originally lacked such integration.
Garmin’s approach isn’t about adding technology to existing components but replacing virtually every part of the avionics from nose to tail. Although Garmin’s open architecture allows integration with components from other manufacturers, the most capable setup comes from starting almost with a clean slate.
The Upgrade Process
The process begins by gutting the avionics and panel of the plane. Some operators opt to upgrade other parts of the aircraft, like the interior, while the plane is down for several weeks, which makes sense. With the original components removed—including autopilot servos and the old wire harness used to power and communicate with them—the result is a substantial weight reduction.
A wiring harness is the aircraft’s nervous system, constantly relaying information between sensors, servos, line-replaceable units (LRUs), and avionics. Watching technicians build and install these harnesses is always impressive. Removing outdated wiring can optimize the system and resolve issues from years of operation or previous upgrades, as happened during an installation at Leading Edge Avionics in Chino, CA.
The new Garmin avionics use an Ethernet-based communication protocol called the High-Speed Data Bus (HSDB), which can handle exponentially more data than older systems.
The New Panel
The completed panel almost looks too simple, as if it’s missing components. Yet all the necessary information—and more—is right at your fingertips. The layout typically includes one or two Garmin 600TXi 10” displays (PFDs), a Garmin 7” EIS display, two Garmin GTN 750Xi GPS/NAV/COM units, a Garmin G600 autopilot, one or two GI 275 standby indicators (each with their own standby battery), and two Garmin USB/USB-C power outlets. Additional options include the GDL60 and Garmin’s latest weather radar, the GWX 8000.
The Garmin G600TXi displays are touch-screen enabled, offering various views, including single-display or a 60/40 split. In full-display mode, the PFD provides an expansive view of the attitude indicator (AI), synthetic vision, and an HSI with inset map capabilities for weather, airport diagrams, and more. In split mode, the PFD can serve as an MFD, displaying options like weather or flight plans.
Enhanced Engine Monitoring
The Garmin TXi Engine Information System (EIS) does more than replace legacy engine gauges and the N1 computer; it adds new capabilities like engine start timers. The EIS also integrates fuel/trip planning and system functions and serves as the display for the GDL60.
The GDL60, part of Garmin’s PlaneSync system, is a key component of aircraft management. It communicates wirelessly via 4G LTE or Wi-Fi, collecting and sending data such as engine configuration, fuel level, GPS location, and temperature. It can automatically upload flight and engine logs to the cloud and download database updates. Powered by a dedicated Concorde lead-acid battery in the nose of the CJ2, the GDL60 even allows you to check your fuel level remotely via an iOS app.
One future suggestion: it’d be great if the app could pre-warm the crew seats on cold mornings!
Flying the Bird
Garmin graciously offered us the opportunity to fly their corporate CJ2, with the expert assistance of Jessica Koss, one of their seasoned pilots. Jessica has flown this plane for a long time and has experience with a variety of airframes.
We boarded the CJ2 at Garmin’s ramp at New Century AirCenter (KIXD) in Olathe, Kansas, for our test flight. With the battery switch on, the GI275s and the EIS displays powered up. The engine data displays were easy to read, with limits automatically set for each phase of the start. After a stable start and completing our checklist, we powered on the remaining avionics. At this stage, the GDL60, via the EIS display, checked the database status of the other units and updated as necessary.
After verifying our weight and temperature data, I entered the V-speeds into the PFD using the easy-to-navigate touch menus. I also selected the voice callouts for the V-speeds. Yes—Garmin’s avionics can serve as a co-pilot, calling out speeds, which is a nice safety feature, especially when flying solo or even with a crew. I set the altimeter in the GI275, and the settings propagated across the panel—so easy!
We quickly loaded our flight plan using Garmin Connext and the Garmin Pilot application, then taxied after receiving our clearance. Garmin’s surface situational awareness system, combined with SurfaceWatch and high-quality displays, made taxiing in complex environments easier and safer.
After takeoff clearance and aligning on the runway, I advanced the power levers to the computed N1 on the EIS. As we approached V1, the voice callout reminded me—right on cue! Then came Vr, another callout, and we were airborne.
Once airborne, I flew the CJ2 manually for a while, then engaged the G600 autopilot. The G600 offers everything you’d expect from a modern autopilot, including integrated Emergency Descent Mode (EDM) and Electronic Stability and Protection (ESP), which provides under-speed protection and full flight path automation—from climb to cruise, approach, and even missed approach. These features reduce pilot workload, allowing the pilot to focus on other critical flight operations.
We tested the ESP by disconnecting the autopilot and exceeding the pre-programmed bank limits of 45 degrees. The autopilot servos gently re-engaged, nudging the aircraft back under 45 degrees while issuing a voice callout informing us of the correction. Once the roll protection was no longer needed, the autopilot disengaged.
During an approach to landing stall, before we reached stick shaker activation, the aural alerts stated “Airspeed, Airspeed” and the autopilot engaged automatically, lowering the pitch. Because auto-throttles aren’t included in this retrofit, the pilot still needs to manage power settings to take full advantage of these advanced capabilities.
Weather Radar Capabilities
One feature of the Garmin CJ2 Retrofit I was particularly eager to test was the Garmin GWX 8000 weather radar. This radar is a software upgrade of the GWX 75, automatic tilt and a volumetric analysis of weather threats in Auto mode by evaluating returns at multiple tilts (essentially, altitudes) and improved threat assessment. I’ve always been a fan of using horizontal and vertical tilt modes to evaluate weather threats, but this new feature significantly simplifies the process.
With multiple displays, the pilot can show a variety of weather sources, including international weather through Garmin Connext, allowing simultaneous flight path assessment using these weather tools.
Approach and Missed Approach
The Garmin avionics suite is equipped to handle the full catalog of approaches approved for this class of aircraft. The FMS, in conjunction with the G600, can perform coupled missed approaches—a feature typically available only on Garmin’s G3000/G5000 flight decks and a few avionics suites from other companies.
For our test, we flew the RNAV RWY 35 approach at Ottawa, KS (KOWI) down to our decision altitude of 1,216 feet using the autopilot. When on the glide path, I set the missed approach altitude. At minimums, I pressed the TO/GA button, advanced the power to takeoff N1, and the G600 initiated the missed approach, including the climb to the pre-selected altitude displayed on the PFD. With the exception of auto-throttles, this was a fully coupled missed approach.
After swapping seats, Tigre took the controls and executed another coupled missed approach before bringing us in for a smooth landing back at KIXD. He appreciated the cleaner panel layout and the upgraded tech, though he noted one drawback: the G600’s split-screen mode. While functional, the chart visuals felt cramped, requiring constant zooming to read them clearly—something that could be improved by optimizing the available display real estate on the panel.
Customer Aircraft
A week after our evaluation flight, Jonathan Bailey invited me to pick up his newly installed CJ2 Garmin Retrofit at Advanced Avionics in Chino, CA (KCNO), perform a test flight, and deliver the aircraft to his home airport while providing transition instruction.
The timing was perfect!
I met Zach Nation, the lead technician on this project at Chino. He and his team had implemented this impressive retrofit, which is a significant undertaking. Jonathan opted for nearly all available options, including a full set of co-pilot displays, the GDL60, a refurbishment of the electroluminescent (EL) panels, and 4 USB-A/C power modules – you can’t have too many charging points these days!
After any major maintenance event, a thorough pre-flight inspection is critical. For an extensive retrofit like this, even more time is needed to verify and set up all components. Zach and I went through the process of checking as many elements as possible on the ground; however, some items couldn’t be tested until flight. We needed a few configuration adjustments, and Zach was helpful in not only adjusting these but also resolving some issues not related to the Garmin installation.
The Garmin avionics installation worked well, and as can be expected, the test flights gave me the opportunity to adjust customization options. The avionics suite offers a significant level of customization options. I always set up an initial baseline, then show my clients the various options that they can adjust as they become more familiar with the equipment.
With any avionics upgrade or maintenance, I strongly suggest flying at least the first flight in VMC conditions to reduce your workload and allow for a thorough evaluation and several more flights to explore all the functions.
After multiple flights, the experience confirmed this is a truly effective upgrade. With many locations to enter and obtain information, such as flight plans, weather, etc. It does take some practice to find a flow that works best for each pilot. I did find that my line of sight to view the entire G600 autopilot mode controller display is blocked in the air by the control yoke, requiring me to move slightly to confirm button selection, which is done frequently in flight. It may be more advantageous to have the autopilot above the EIS, since in actual flight you use the autopilot frequently with mode, course, heading, and altitude changes. The pilot can select heading, course, altitude, and vertical speed/pitch/speed on a pedestal mounted control unit.
Future-Proof Upgrades
One key advantage of the Garmin STC is easy access to future software and hardware upgrades through their extensive dealer network. When OEMs control the installation approval, owners often face extra steps, and in some cases, OEMs don’t support future upgrades, leaving owners frustrated and stuck with outdated systems. I’ve encountered this firsthand with several aircraft I’ve flown. We would like to see some future enhancements including CPLDC and perhaps RF approach approvals.
What does this all cost? The pricing is quite variable, depending upon which components and capabilities an operator needs. I would definitely recommend the full set of displays both featured in Garmin’s and Jonathan’s aircraft. This allows both pilot positions to see the same information and offers great redundancy. The GDL60, and the dedicated battery, are very useful and will save pilots time in many ways. The GWX 75 radar is a great option, and can be upgraded to the GWX 8000 later if not chosen at installation. Connext weather is well worth it for international weather. Of course, multiple USB modules are essential and Jonathan’s plane had four of them. Expect to spend between $300-400K on this technology upgrade.
We still think Synergy would be a perfect name for this avionics upgrade!
You can view our YouTube video of our CJ2 demo flight at: https://tinyurl.com/retrofit-cj2