AEROCOR has launched a digital learning center on its website AEROCOR.com. Originally geared to the Eclipse 500, the site has been expanded to include all single pilot certified Citation aircraft and the Beechcraft Premier I/A.

“There is a notable lack of unbiased information available to potential buyers” notes Gavin Woodman, AEROCOR co-founder and President. “By providing a single location for research we hope to simplify the aircraft selection process and we are very excited to provide this valuable tool.”

AEROCOR says that the website will be updated regularly to include information for all of the most relevant single pilot certified turbine aircraft. The page includes summary information, such as aircraft dimensions and performance capabilities, as well as more granular details. The company has also published comprehensive buyer’s guides and market reports for select aircraft.

Woodman added “the site is geared to answer the common questions shared by most buyers as they begin their aircraft search. Our company is comprised of pilots, so we understand the importance of using accurate information when evaluating the suitability of an aircraft for a specific mission profile.”

AEROCOR says that it is also currently developing an interactive range map which is currently in Beta testing and will allow users to input their home airport and payload requirements to compare range capabilities of up to four aircraft simultaneously. They expect a full release of the map by year’s end. For more information visit www.AEROCOR.com

Hawker Beechcraft Premier 1A

The light-jet orphan is a bargain

Originally published on AviationWeek.com

Speed, cabin room, and price are three good reasons to consider the Premier 1A, if you’re in the market for a light jet, says Gavin Woodman, co-founder of Aerocor, a business aircraft brokerage based in Los Angeles. The aircraft cruises as fast as 450 KTAS and it offers a cabin cross-section nearly as large as that of a Citation Excel.

Hawker Beechcraft manufactured 163 units between 2005 and 2011; there are 156 aircraft in operation still and 21 are for sale. With more than 13% on the market, asking prices of $1.3 million to $2.1 million are soft, says Woodman.

The second-generation Premier 1A is much improved over the original model produced between 2001 and 2005. Braking feel and response is considerably improved, the lift dump function is manually controlled, the flight deck is upgraded with dual PFD’s standard IFIS and TCAS II. The IFIS supports electronic charts and XM satellite radio weather graphics.

Perennially cash-strapped Hawker Beechcraft was late in offering WAAS GPS upgrade for Premier 1A., even though it is essential to support ADS-B OUT. Serial number 282 and subsequent aircraft have the upgrade, but it’s available for earlier aircraft. The aircraft’s TDR-94 transponders also need updating or replacement to meet the ADS-B requirement. LPV approach is offered as another upgrade. Elliot Aviation offers dual Garmin GTX-3000 Mode S transponder kit with GDL-88 data link and FlightStream 110 that provides both ADS-B IN and OUT functions.

Aircraft typically are fitted with a four-seat center club section, plus two chairs in the aft cabin. The main seating area is 11.2 ft. long, about the same as that of a CJ2. There is forward, right-side refreshment center and a fully enclosed, full width 2.3 ft.-long aft lavatory. There is a 10-cu.-ft. baggage compartment in the aft fuselage.

Premier 1A has a completely redesigned interior, offering increased rear seat legroom and more overall headroom. Better acoustical insulation sops up more sound, but the aircraft isn’t the quietest in class. The interior has more comfortable cabin chairs than its predecessor, along with higher quality cabinets and more IFE options.

Weight gain has been the bane of Premier 1A. The 212-sq.-ft. wing and 2,300-lb. thrust Williams FJ44-2A engines are under-sized for a 12,500-lb. aircraft. Typically, single-pilot BOWs are close to 8,600 lb. Thus, tanks full payload is 320 lb.

Premier 1A aircraft have pleasing handling qualities with the solid feel of a midsize jet, but with the crisper control response of a light jet. It has some midsize aircraft systems, such as a 3,000-psi hydraulic system that powers the spoilerons, landing gear actuators and wheel brakes. A rather cumbersome spoiler system check, though, is required before taxi. The aircraft has only one fire extinguisher bottle, a semi-automatic pressurization controller, short-travel, straight-leg landing gear and an annunciator light panel rather than a full EICAS.

Airport performance is not best in class. You’ll need 3,792 ft. of runway to depart from a sea-level, standard day airport and 6,888 ft. when departing BCA’s 5,000-ft. elevation/ISA+20C runway. Even so, the aircraft can only four passengers 1,100 nm. Operators say they’re more comfortable flying 1,000 nm legs.

Loaded to MTOW, the aircraft will climb directly its 41,000-ft. service ceiling even at ISA+10C. But such warm day conditions will knock 20 kt. off of max cruise speed as well as reduce range performance.

Operators love the aircraft’s speed, but most say they need as much as one more hour of range. The 400+nm boost would enable them to fly between the U.S. coasts virtually every day of the year with one fuel stop. It also would enable them to fly non-stop from New England to Florida in the winter.

Pilots say they plan on burning 1,200 to 1,300 lb. the first hour, 820 lb. the second hour and 900lb. during the final hour of most high-speed cruise missions, assuming standard day conditions. Slowing down to long-range cruise adds up to 11% in travel time, but increases range by less than 100 nm. Budget fuel consumption at 154 gal. per hr., says Woodman.

Maintenance tasks are relatively easy. There are comprehensive line service and lube inspections at 200-hr. intervals, A checks at 600hr. and B checks at 1,200 hr. There are also some calendar required inspections. Williams’ TAP Blue runs close to $300-$340 for both engines.

The Citation CJ2 and Nextant 400XT/XTi are the Premier 1A’s main competitors. The CJ2 has considerably better airport performance and it can fly four passengers more than 1,500 nm. But it’s 30 to 40 kt. slower, has a smaller cabin cross-section and it’s up to $1 million more expensive. Nextant 400XT also has a tighter cabin, albeit with a flat floor. It’ll fly 1,800 nm and it has considerably sportier runway performance.

So, if you’re looking for a roomy cabin, comparatively high cruise speeds and excellent fuel efficiency, Premier 1A has appeal. Just mind the runway performance and tanks-full loading limitations when planning your trips.

Cessna Citation CJ2+

Peppier performance than the original, still reliable, versatile, and economical

Originally published on AviationWeek.com

The Citation CJ2+, built from 2006 to 2014 and spanning s.n. 300 through 524, is becoming more of a bargain. Selling prices now range from $2.8 million to $3.9 million, says Gavin Woodman, co-founder of Aerocor, a jet brokerage firm based in Los Angeles. This is an aircraft that will climb directly to FL 450 in 28 min. and cruise at 375 to 406 KTAS while sipping less than 700 pph.

As with the original CJ2, produced from 2000 to 2006, the CJ2+ fills the niche created in the Citation product line when the Citation I went out of production in the early 1980s. First generation CitationJets, CJs and M1s have shorter cabins, less range and leaner tanks-full payloads than Citation I aircraft, so they’re not direct replacements.

As with the CJ2, CJ2+ has a stretched fuselage and longer span wings that the first-generation CJs. Highly flat-rated Williams International 2,490-lb. thrust FJ44-3-24 turbofans replace the CJ2’s 2,400-lb. thrust FJ44-2C engines, greatly improving hot-and-high airport and climb performance. CJ2+ also cruises 5 to 8 kt. faster and it offers slightly improved fuel efficiency. FADECs reduced pilot workload and provide engine protection.

FJ44-3-24 engines add 30 lb. to aircraft empty weight because of their larger fans. Typically equipped, single-piloted CJ2+ have 7,925-lb. BOWs compared to 7,840 lb. for CJ2. But, CJ2+’s operating weights are boosted, so it can carry a 770-lb. payload with full fuel — 40 lb. more than CJ2. It’ll fly 1,600 nm with the 770-lb. payload or 1,353 nm with six passengers, assuming NBAA 100- nm reserves. Standard day takeoff field length is 3,360 ft. Depart Toluca (MMTO) at MTOW on a 20C day and you’ll need 8,425 ft. of pavement.

Up front, the flight deck is substantially upgraded from that of CJ2. It’s a full Collins Pro Line 21 suite, including left and right side PFDs, a central MFD, full-function, multi-sensor FMS-3000 and a panel-mount Garmin GPS-500, dual Collins Pro Line 21 CNS radio systems controlled by RTU-4200 radio tuning units, TCAS I, TAWS, dual Collins TDR-94 Mode S transponder, GPS- 4000A receiver and solid-state Collins weather radar. An Integrated Flight Information System unit provides enhanced map overlays on the MFD and it supports an optional Jeppesen electronic chart function. XM satellite radio weather also may be displayed on the MFD.

But, the flight deck retains some legacy Citation throwbacks, including a stand-alone annunciator light panel and console- mounted flight guidance system controls.

Starting at s.n. 439 in late 2008, the flight deck is upgraded with enhanced displays, an SBAS GPS-4000S receiver and FMS- 3000 LPV approach capability. These aircraft can be upgraded for ADS-B for $30,000 to $40,000. Earlier aircraft also can be outfitted for ADS-B for about the same price, but they won’t have the LPV approach capability. Woodman says upgrading older air- craft for both LPV and ADS-B costs about $120,000 for a single FMS-3000 and $170,000 to $200,000 for dual FMS-3000. Equipping aircraft with the optional DBU-5000 enables operators to upload new databases in 15 minutes or less using a thumb drive. Otherwise, updating the databases requires a laptop and data cable, making the task a 50+ minute chore.

The cabin has essentially the same forward, four-chair club section, with two forward facing chairs in the aft cabin, as CJ2. There’s a forward, right side refreshment center with heated beverage container, two-section ice drawer and several storage compartments. The lavatory features a left side, occasional use, belted potty seat and flush toilet. The emergency exit is on the right side of the lavatory. The aft lav is full width, but it’s enclosed with a privacy curtain rather than a hard door.

Baggage capacity is a strong suit. There’s an easily accessible 50-cu.-ft. aft external baggage compartment, another 20.4-cu.-ft. compartment in the nose and 4.0 cu. ft. of luggage storage in the lavatory area.

Operators say the aircraft has rock-solid reliability and it’s well supported. There are nine Textron Aviation factory service centers in the U.S., six in Europe, one in Asia and dozens more authorized maintenance facilities.

The aircraft is easy to fly, especially as the FADECs make possible set-and-forget engine management. The cabin is quiet and comfortable for passengers, reasonably fast for light jets of that era. Trailing link main landing gear make average pilots look like pros on landing touchdown.

Fuel burns average 250 to 275 gph depending upon stage length. Woodman says Textron Aviation’s current ProParts rate is $288 per hour, ProTech maintenance runs $272 per hour in the US for people flying 250 to 299 hr. per year and Williams TAP Advantage Blue runs $315.06 per hour for both engines. Mini- mum rates apply for low utilization operators.

Be careful on the pre-buy inspection to look for corrosion around the lavatory. Blue water spills can cause major airframe damage.

CJ2+ nicely fills the slot between the CE-525 CJ1/1+ and CE- 525B CJ3, offering more speed, range and payload than the smaller CE-525, but not quite as much as CJ3.

For its price, CJ2+ provides high value in light jet transportation. It offers excellent airport performance, reasonable block times on typical missions, unbeatable reliability and strong product support from Textron Aviation.

Citation CJ4

Simple Citation reliability, 1,900 nm with 4 passengers

Originally published on AviationWeek.com

For less than $6 million, you can buy a single-pilot Citation that can fly 4 passengers from San Diego, California to Savannah, Georgia, and land only 7 minutes behind a Learjet 45XR performing the same mission. The top line CJ differs from previous iterations of the CitationJet as it has a new wing, adapted and scaled down from Citation Sovereign, more robust Williams International FJ44-4 turbofans, more fuel and higher operating weights. With full fuel, it can carry a 987-lb. payload. Each additional passenger costs about 60 nm of range. The 9.0 psi pressurization provides a 7,800-ft. cabin at FL 450, the air- craft’s top cruise altitude.

Interiors typically feature a forward, side-facing, one- or two-seat divan, four club chairs in the main cabin and two forward facing chairs in the aft cabin. The main seating area is 7-in. longer than that in the CJ3, affording passengers more legroom. A 5-in. dropped aisle affords 57 in. of headroom in the center of the interior. There is a 15 cu. ft. crew baggage compartment in the nose, 6.5 cu. ft. of internal storage in a forward cabinet and an aft 55.6 cu. ft. baggage compartment.

The standard Collins Venue cabin management system includes a BluRay/DVD player, 10.6-in. bulkhead monitor, two 10.6-in. side-ledge monitors, XM satellite radio receiver, moving map display and remote control cabin fan speed and temperature control. Also included are a two channel Iridium SATCOM phone, left and right side 110-volt AC outlets and a data port to accommodate personal media devices. A dual zone climate control includes a virtually trouble-free vapor cycle air-conditioner.

In keeping with three decades of CJ design philosophy, short field performance is a strong suit. Standard-day takeoff field length is 3,410 ft. and up at BCA’s 5,000-ft. elevation, ISA+20C airport, it’s 5,180 ft. While 3,000 ft. of pavement is sufficient for shorter, work-a-day missions, operators say they plan on 4,000 ft. for safe margins.

The CJ4 has been upgraded with more robust systems. It’s the first CE525 to have scratch-resistant glass windshields. It has a quad-redundant electrical system, single-point pressure refueling and a 3,000-psi hydraulic system that powers the land- ing gear, flaps and speed brakes. A separate hydraulic power pack supplies the wheel brakes. Aircraft s.n. 100 and subsequent have externally serviced lavatories. SB525C-38-01, priced at $115,000, makes this available on earlier aircraft, according to Gavin Woodman, co-founder of the brokerage firm AEROCOR.

The CJ4’s Collins Pro Line 21 cockpit in 2010 was the most advanced of any Model 525, having four 10 in. by 8-in. displays, MultiScan weather radar, TCAS II, automatic emergency de- scent mode and left and right CDUs for FMS-3200 and radio control, plus airport performance computer, XM satellite radio weather receiver and Class A TAWS. One FMS was standard. A second was optional. Operators say the $6,000 annual subscription for navigation database updates seems steep, twice or more as expensive as Garmin database subscriptions for other CJs.

The aircraft is easy to fly, similar to earlier members of the CJ family. The displays are crisp and they include full EI- CAS. But synthetic vision is not available. A Pro Line Fu- sion upgrade, similar to that offered for CJ3, has not been announced. FADECs slash the workload associated with managing the 3,621-lbf turbofans. Plan on block speeds of 410 to 420 kt. for most trips. Most pi- lots are comfortable flying the aircraft 4 hr. or about 1,700 nm in no-wind conditions.

As delivered from the factory, the CJ4 was provisioned for ADS-B. But avionics were de- signed for Do-260A compliance, rather than Do-260B, the current standard. Serial number 177, plus s.n. 187 and subsequent are compliant with the new standard, says Woodman. SB525C-34-12 is a $23,000 option that upgrades older aircraft to Do-260B. Be careful with downtime. Collins Aerospace says it takes four weeks of advance notice and 23 days of shop time to upgrade the TDR-95D transponders for ADS-B, Woodman advises.

Direct operating costs are moderate. Plan on 160 gal./hr. for fuel, $317 per hour for Williams TapAdvantage engine maintenance plan, $269 per hour for Textron Aviation’s Pro Tech labor program and $370 per hour for Pro Parts. Engine TBO is 5,000 hr. Pro Tech and Pro Labor enrollment fees for aircraft not in those Textron maintenance programs is based on aircraft age, flight hours and maintenance history.

While the oldest models command about $5.5 million to $5.8 million in the resale market, newer models, incorporating all the service bulletin updates and having fresher paint and interiors sell for $7 million and higher. The CJ4’s arch competitor is Embraer Phenom 300, having similar cruise speeds and range, but better fuel efficiency and more tanks-full payload. Textron Aviation’s own CJ3+ is another competitor, offering almost as much range, but it carries fewer passengers with full tanks and it cruises slower.

Of the 288 CJ4s built, only 7 to 10 are for sale. While the resale market has plateaued from 2018 levels, prices haven’t declined significantly. Textron Aviation’s product support for its top line CJ remains strong, so this light jet gets high marks from operators and it will remain in service for decades to come.

AEROCOR has launched FlightData.com. The new (and still free) site builds on the analysis tools that made CirrusReports the global leader in data analysis for general aviation aircraft. FlightData.com allows pilots to properly analyze, catalog and extract data from their aircraft and view it in a more meaningful way.

“We’re really excited to offer this product to the community” notes Justin Beitler, AEROCOR co-founder and CEO. “By providing an easy method of analyzing data from modern avionics, owners can finally realize the benefit that these platforms have promised.”

AEROCOR considers the site to be a constantly evolving product, and is always looking for additional input. “We’ve already received a very positive response and a lot of feedback from aircraft owners,” says Beitler. “[This] has translated to some meaningful improvements to the system, but also has us excited for the future.”

“We are a company of pilots and enthusiasts, and we wanted to re-invest some of our energies towards improving general aviation” explains company co-founder, Gavin Woodman. “We’re very happy to see the site expanding, but we’re even more excited to see how our users are utilizing the data to improve the efficiency and safety of their operations.” Woodman noted that some users have also started to use the site as a tool to boost aircraft value. “Buyers of pre-owned aircraft often want to know how an airplane has been treated throughout its life, and what better way to do that than to present a full catalog of flight data that goes back years? It’s already proven to be a fantastic benefit to owners, and it’s results like these that has us really interested to see how the product evolves as we continue to get more feedback from our users.”

Aircraft owners and pilots who are looking to get more information about the performance of their aircraft are encouraged to visit the site, and send their suggestions to atc@flightdata.com

Recent startup AEROCOR announces that it has exceeded its growth expectations for 2018, making it the world’s largest broker for Very Light Jets for the second year in a row.

“2018 started at a full sprint, and it never slowed” says company co-founder Gavin Woodman. The company credits much of the increase in market share to the launch of several high profile new products and services including an Eclipse Certified Pre-Owned program, FAA approved Eclipse Jet initial and recurrent training and the the launch of FlightData.com; now the global leader in data analysis for General Aviation Aircraft.

Gavin and his partner Justin Beitler launched AEROCOR in March of 2017 with the goal of providing quantitative analysis tools normally reserved for much larger market segments to the owner-flown market.

To learn more about AEROCOR, contact AEROCOR at 747.777.9505, sales@AEROCOR.com​, or visit​ www.AEROCOR.com

AEROCOR announces that it has received FAA approval for its Eclipse 500/550 initial & recurrent training programs. The firm is now packaging training programs together with pre-owned aircraft offered for sale, allowing pilot training costs to be financed together with an aircraft purchase. This new program furthers AEROCOR’s goal of supporting the needs of the Eclipse owner group.

Unlike other jets in this category, the Eclipse has unique pilot training requirements. Initial pilot training must be conducted by an FAA approved, standardized training provider. This creates a barrier for most training providers, and has left owners with limited options. AEROCOR’s approval adds much needed Eclipse training capacity. Additionally, the unique ability to bundle training with a pre-owned aircraft purchase provides enhanced value to AEROCOR customers.

AEROCOR has partnered with Greg Webster, a top Eclipse Instructor, Designated Pilot Examiner, and owner of Upper Limits Sales and Leasing, Inc., to head the program. “We are very excited to have Greg onboard. Clients choose AEROCOR because of our in depth product knowledge and so it was important for us to provide that same level of expertise in our training product” says company Co-Founder, Gavin Woodman. The company plans to ramp up its training activity in 2019 stating that it will hire additional staff and announce new training programs for other light jets in the near future.

Since gaining FAA approval, AEROCOR has completed 2 initial type ratings and 12 recurrent events with a 100% pass rating.

To learn more about AEROCOR training, contact AEROCOR at 747.777.9505, clearance@AEROCOR.com, or visit www.AEROCOR.com

AEROCOR announces that is has partnered with Henderson Nevada based part 145 repair station, Apex Aviation, to provide free aircraft pickup & delivery for its Eclipse 500/550 maintenance customers.

Pilot time is provided at no cost and as an additional no cost option, owners can opt to have AEROCOR pilots complete a full flight test profile. “Taking the hassle out of scheduling maintenance wasn’t enough. We also wanted to provide a service that would improve the maintenance process itself. Identifying and troubleshooting discrepancies enroute streamlines the maintenance process and ensures that our clients are returned a squawk free aircraft. In all, it’s around three thousand dollars worth of services provided for free.” says AEROCOR co­founder Gavin Woodman. Clients are only responsible for normal expenses, such as pilot airfare and aircraft fuel.

To learn more about AEROCOR pickup and delivery services, contact AEROCOR at 747.777.9505, sales@AEROCOR.com, or visit www.AEROCOR.com

For most of the history of aviation, correctly diagnosing in-flight maintenance problems has been a difficult process. A pilot would either test the limits of his or her vocabulary or mechanical singing abilities, while a technician would do his or her best to interpret. Perhaps that noise the pilot was attempting to describe was a flap? Or perhaps it was the landing gear in motion? To the untrained ear, these can sound similar, and serve to illustrate that this type of diagnosis can be more of an art than a science.

Today, modern computers provide the tools necessary to bring precision and structure to the discussion, giving technicians access to objective data. However, until recently, these types of tools were expensive, and mostly limited to large turbine aircraft.

The “Entry level” side of aviation witnessed the adoption of basic digital instruments in the early 1980’s which evolved into basic data recording devices during the 1990’s. Data logging and analysis arguably went “mainstream” with the introduction of the Avidyne Entegra equipped Cirrus SR series aircraft in the early 2000’s. For the first time, pilots and mechanics could easily extract engine data and review it with an online tool available at CirrusReports.com.

While the engine data provided by the Cirrus is immensely helpful for engine-related maintenance, more advanced aircraft have a different set of needs. Advanced aircraft include additional equipment, such as de-ice systems, pressurization systems, and more. Keeping all of these systems healthy requires periodic attention, but without a computer to monitor each one, diagnosing problems can still be a challenge.

Enter the Eclipse 500. Unlike previous general aviation aircraft, the Eclipse utilizes the advances in affordable computers and offers a level of integration that was previously reserved for the “big boys.” Highly detailed aircraft data is collected and saved with the obvious intention of allowing mechanics and owners a more detailed look into the health and performance of the aircraft. Even now, 10 years after the introduction of the aircraft, the Eclipse stands alone among light aircraft in its ability to report data about internal systems. The one limitation, however, has been the “closed architecture” of the platform. Until now, in order to actually review any data coming out of their aircraft, owners were forced to submit it to an Eclipse-specific maintenance center, or to purchase an expensive Eclipse-specific maintenance computer. This is not an impossible task, but certainly a barrier to those interested in a more casual look “under the hood.”

Fortunately, a new solution has arrived from AEROCOR: a free data analysis tool available at e500reports.com. Like its twin sister (CirrusReports.com), the site offers an owner the ability to extract data from their aircraft and view it in a more meaningful way. What’s different about the Eclipse is the volume of data available. Not only is engine data available (such as ITT temps and N1 power settings), but many other data streams from around the aircraft are collected as well. This data includes the obvious, such as aircraft altitude, airspeed, the OAT, as well as many other detailed pieces of information, like engine nacelle de-ice temperatures, flight control trim positions, VCS inlet and exhaust door positions, left & right VORE door positions, fuel temperatures, and more. For the first time, Eclipse aircraft owners now have the ability to easily review the data stored in their aircraft.

“We’re really excited to offer this product to the community” notes Justin Beitler, AEROCOR co-founder and CEO. “By providing an easy method of extracting the data, owners can finally realize that benefit that the Eclipse platform has promised.” But the benefits don’t stop there. AEROCOR also wanted to streamline certain tasks associated with aircraft ownership and maintenance, so the site was designed to provide additional functionality. As an example, the site can automatically extract, catalog, and report Engine Condition Trend Monitoring, or “ECTM” data. ECTM reporting previously required installing a satellite telephone into the aircraft or required the pilot to manually record and report data. It can now easily be accomplished using e500reports. Additionally, the site provides the option to share files with all of the major Eclipse maintenance facilities, providing a unified location for transferring the large data files. And with unlimited storage space, users can retain a full catalog of flight history for their aircraft, often useful when trying to determine if a problem has previously appeared.

AEROCOR considers the site to be a constantly evolving product, and is always looking for additional input. “We’ve already received a very positive response and a lot of feedback from Eclipse owners,” says Beitler. “[This] translated to some meaningful improvements of the system including increasing the sample rate of the Eclipse data down to 1 data point every second.” More generally AEROCOR sees a need for better data analysis across the entire light jet segment and has already expanded the website to support both the Citation Mustang and Cirrus SF-50 Vision Jet. And while future enhancements are already planned for the coming months, AEROCOR is actively seeking additional feedback and suggestions. Eclipse aircraft owners and pilots who are looking to get more information about the performance of their aircraft are encouraged to visit the site and send their suggestions to atc@flightdata.com.

AEROCOR, a world leader in owner-flown aircraft sales, announced today that it has acquired the aircraft flight data analysis website, Cirrus Reports. A popular website among Cirrus owners, Cirrus Reports allows aircraft owners to store, process, and analyze information retrieved from the aircraft flight data recorder.

“AEROCOR is known for providing unique tools to our customers,” notes AEROCOR co-founder and CEO, Justin Beitler. “Cirrus Reports will allow us to further expand our unique product offering, giving customers unparalleled access to information about their aircraft.”

AEROCOR also announced an immediate expansion of the Cirrus Reports platform to include support for Eclipse 500 and Eclipse 550 aircraft, as well as Cirrus SF-50 and the Citation Mustang. Additional improvements are planned for the coming months.

To learn more contact Justin Beitler at 747-200-6004 or justin@AEROCOR.com